Port Strategy March/April 2024 Subscription

VIEWPOINT

MIKE MUNDY

A challenging but interesting start to 2024. Negatives and positives in play and among the latter the subject that stands out as offering considerable scope to maximise vessel and personnel safety, as well as boost efficiency, is optimising the berthing process. This came under the microscope recently in London with diverse stakeholders opening the doors on an area worthy of ongoing attention – p42

A Mixed Picture So Far…

Three months into 2024 and the story of geo-political instability continues. The latest element of this being Iran’s missile attack on Israel, cited as a defensive measure but clearly with a lot of potential to escalate into something larger.

Ironically, to a certain extent these exceptional events, due to vessel diversion etc, are providing some revenue relief to container liner operators who are struggling against the harsh realities of self-induced over-capacity versus demand. How quickly, the thought springs to mind, the old normal has become the new normal – cycles repeat themselves!

The economic picture is mixed, as highlighted by The Economist column on p21. This said, decreasing inflation and the end of interest rate hiking cycles in most economies are positives to hang on to. Hopefully, further stability will follow once the current spate of pending elections is over, although, looking at the USA in particular, it could go the other way!

Exceptional events are of course not all geo-political, as highlighted by the most unfortunate collision between the M/S Dali, on charter to Maersk, and Baltimore’s Francis Scott Key Bridge. While this appears to have resulted from a propulsion issue (although yet to be officially confirmed) the incident has no doubt given a lot of food for thought to the many ports like New Orleans and Melbourne which operate with bridges with air draft limits, which can present fine margins with some of the larger vessels deployed today.

I would also suggest that the USA’s determination that it might be at risk in a security context from Chinese made cranes is something of an exceptional event. We look at this in Postscript, p50, and question whether the idea of replacing existing cranes with home built/ assembled units will stack-up? Practicalities suggest otherwise.

In a more heartening context, I would also draw your attention to the articles focusing on Southeast Asia, Investing in Transshipment, p22 and the Indonesia story on p22 – both underline a commitment to serious ongoing investment.

Last but by no means least, do read the review of the Safe Mooring Seminar organised jointly by Through Transport Club and Port Strategy and held in London at the end of March. This threw a much-needed spotlight on a subject area where there is considerable scope to maximise safety and efficiency. It is certainly an aspect of port and terminal operations that will benefit from greater dialogue between all interested parties.

BRIEFS

Solar Peel in Liverpool

UK-based Peel Ports Group is working with E.ON to install the UK’s largest roof-mounted solar energy system at the Port of Liverpool. This is the first stage of a 25-year agreement between the two companies to help Peel Ports Group reach its goal of net zero emissions by 2040 and could see as many as 63,000 solar panels installed on 26 buildings. The panels could generate up to 31MW of renewable electricity and meet the yearly power needs of more than 10,000 average UK homes.

Kaohsiung Expansion

Taiwan International Ports Corporation, Ltd. (TIPC) is upgrading Kaohsiung Port’s 3rd and 5th Container Terminals and adjacent yards, with a budget of NT$4.4bn (US$138 million) allocated. This latest project follows the 7th Container Terminal opening in May 2023. Water depth increases and new equipment will enable ships up to 24,000 TEU to call. Construction work commenced in February 2024 and completion is scheduled for Summer 2027.

ICTSI go in Iloilo

International Container Terminal Services, Inc. (ICTSI) has gained regulatory authority to manage and expand Visayas Container Terminal (VCT). VCT is located in Iloilo City, central Philippines, and is a critical gateway for the province of Iloilo, Panay Island, and the Western Visayas area. With ICTSI’s investment in terminal infrastructure, the facility is expected to see improved capacity and operating efficiencies and become a catalyst for Iloilo’s economic and social growth.

CHIDAMBARANAR OUTER HARBOUR TERMINAL PRE-BID MEETING

A diverse range of interested parties are showing an interest in the proposed four million TEU capacity container terminal in the outer harbour of V O Chidambaranar (VOC) Port.

In an official “pre-bid” meeting, reports in India confirm that potential operators, Adani Ports and Special Economic Zone Ltd (APSEZ), PSA International Pte Ltd of Singapore, JSW Infrastructure Ltd and J M Baxi Ports and Logistics Ltd, were among the participants.

Also in attendance were Dutch dredging contractor Van Oord India Pvt Ltd and International Seaport Dredging Pvt Ltd, a part of Belgium’s DEME Group,

presumably because of a large, phased requirement for dredging to support the project.

Mohan Muthu, a local rock supplier also participated, no doubt interested in the 5.5km breakwater construction component.

A previous roadshow for this project was held by VOC Port Authority in mid-March 2024, but feedback at the time from potential bidders suggested that the project cost estimates from the state-owned port authority needed to be reviewed. Bidders urged the port authority to re-visit the cost estimates or else to raise the viability gap funding to 50 per

n A range of interested parties attended a “pre-bid” meeting at V O Chidambaranar Port and the port authority is now seeking bids based on a lowest viability gap funding process

cent of the project cost to make it attractive.

As a result, the port authority is requesting interest based on the lowest viability gap funding (VGF) quoted by bidders for developing the project. This makes it different from the model followed previously for unionised and government-owned major ports in which cargo handling contracts are finalised on the basis of the highest royalty per TEU or per ton of cargo quoted by the bidders.

PLA CHAIR PUTS EMPHASIS ON THE ENVIRONMENT

The Port of London is expanding, increasing its cargo volumes, investing and recruiting – but its work is also all about the environment, said Jonson Cox, Chair, Port of London Authority. Reflecting on the past year, he told guests at the PLA’s annual reception onboard the Silver Sturgeon: “We have launched the Clean Thames Manifesto and were able to persuade three water companies, which discharge through 118 points in the river, that they will bring forward their targets for a clean river ten years ahead of the government target.

“We have also published our Net Zero River Plan [a three-year action plan for 2024-2027] for 2040.”

During 2023, the PLA also launched its masterplan for

the river, “to get a really coherent view of how we develop the river, particularly downstream”, said Cox.

He also described the PLA’s work with the Company of Watermen and Lightermen and other parties to focus on training and career-long learning, and his pride in the expansion of apprenticeships on the river.

In 2024, the PLA will invest in new pilot cutters, an upgrade of the pilots’ simulator, the replacement of its Vessel Traffic Services (VTS) equipment and the replacement of 17 radar stations along the river, among other projects.

A particular highlight in 2023 was the launch of the UCL Tamesis, a remote-control survey vessel ‘packed with technology’.

Formally named by the UK Maritime Minister, Baroness Vere, the vessel is jointly operated by the PLA and the University of London (UCL). It is the first fully electric, remotely operated survey vessel in a UK port.

The PLA is also working with SEA-KIT, which won government funding to build the world’s first hydrogen-fuelled remote surveying vessel (RSV), to be operated on the Thames.

Cox emphasised the unique benefits of the PLA’s Trust Port status, noting: “We have no shareholders to bail us out, no government to bail us out. We have to succeed – it is down to us.

But also, we have no shareholders that we have to pay dividends to. We invest everything we make into the port.”

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BRIEFS

Bangkok Relocation

Thailand’s prime minister, Srettha Thavisin, has confirmed an intention to relocate Bangkok Port. The current port area on the Chao Phraya River will be regenerated in a bid to benefit local citizens by the removal of pollution caused by shipping and road transport. The Ministry of Transport and the Port Authority of Thailand are working on a relocation study, although the Bangkok Metropolitan Administration (BMA), the city’s local government, favours shifting the port to Laem Chabang.

Cuxhaven Support

The government of Germany is extending help to Cuxhaven port and its energy hub plans. As part of a new strategy, the government will partly fund the construction of berths five to seven at the port. Total construction costs are around €300 million, with the state of Lower Saxony allocating €100 million and private port industry providing €100 million through concession fees. The remaining €100 million from the federal government means the project can now proceed.

Gopalpur Deal

Adani Ports & SEZ is acquiring a 95% share in Gopalpur Port Limited. The stake is being bought from SP Group (56 %) and from Orissa Stevedores (39 %). A reported enterprise value of INR 3,080 crore (US$369.6m) applies. Located on the east coast of India, Gopalpur port can handle up to 20 million tonnes per annum of dry bulk cargo, including iron ore, coal, limestone, ilmenite, and alumina.

SANTOS BRASIL SWEEPS UP NEW LINER BUSINESS

n Tecon Imbituba terminal has picked up the new Brazex service

Brazil’s leading box terminal operator, Santos Brasil (SB), has been boxing clever this year in tying carriers to long-term contracts as it mops up the mess caused by reduced berth capacity at two key terminals.

A badly damaged berth at BTP, in Santos, and quay refurbishment at the Portonave terminal in

Navegantes, Santa Catarina, has left shipping lines needing to find quick-fix alternatives. SB’s Tecon Santos facility has secured a Far East and a Mediterranean service and its Tecon Imbituba terminal, in the south, has picked up the New Brazex service to the US Gulf (operated by CMA CGM and Cosco).

Other terminal operators that have benefitted from the “overflow” caused by the two dislocations are Ecoporto and DP World in Santos, and two Wilson, Sons terminals in Salvador and Rio Grande.

Usually, carriers will divert for a few months and pay a premium price for that but the commercial department at Santos Brasil insists that they sign one to two year contracts, to guarantee windows.

“The unfortunate accident at BTP means that the Ipanema service [ECSA to Asia, by MSC] and one Mediterranean service have switched to us, and they are a boost to our volumes for sure,” says a veteran director for Santos Brasil. “It makes no sense for us to have 2-3 month contracts.”

Forecasts as to when BTP’s pier will be ready again vary from July to late September.

DP WORLD SANTOS IMPLEMENTS INVESTMENT PACKAGE

DP World Santos is to invest Reais250M (US$50 million) in new equipment for its box terminal, located on the left bank of the Port of Santos, South America’s biggest for containers.

The cash will be spent on two new Ship to Shore Gantry Cranes, five RTGs, 12 internal transfer vehicles and two Empty Container Handlers. This adds to the Reais175 million already being spent on an additional 190m of quay. Together these improvements will boost annual capacity to 1.7 million TEU and allow for two large box ships to be berthed simultaneously.

“The expansions being carried out by DP World in Brazil will meet growing demand in the container market in the postpandemic era and prepare the terminal to support Santos’ growth and strategic role as a key port in South America,”

says Fabio Siccherino, CEO, DPW Santos.

DPW Santos, the third biggest box terminal operator in the port after BTP and Santos Brasil,

n DP World Santos –undertaking a major investment in new quay and landside equipment

handled 1.077 million TEU in 2023, 22 per cent of the overall throughput of 4.783 million TEU for Santos as a whole; up from 21.1 per cent in 2022.

At the beginning of April local newspapers in Durban including Business Day carried a story announcing a legal challenge by APM Terminals (APMT), part of the Maersk group, to the confirmed award by Transnet of the Durban Container Terminal (DCT) Pier 2 concession to International Container Terminal Services Inc.

Interestingly, the story carried by Business Day, which features direct quotes from APMT, reflects the message from APMT that it is doing this for the good of the country overall, as part of its stated mission to, “Improve life for all by integrating the world.” It even says, “…we believe we would successfully deliver this in Durban.” Furthermore, Business Day quotes APMT as saying: “It is not our intention to delay the process unnecessarily or to cause any disruption.”

On top of these remarks that suggest APMT’s motives in bringing its legal challenge are quite altruistic it further states that it will “…ensure that the process is lawful.” Another statement pitched to occupy the higher ground.

There are, however, many that might take a rather different view of APMT’s motives.

The bid structure is understood to have been a two-part one with points awarded across both elements – the financial part and the technical submission. ICTSI won which clearly came as something of a shock to APMT. There was plainly an expectation that it had done enough to win. It had the motivation to bid high, getting a foot in the door with DCT pier 2, the jewel in the crown of Transnet’s container terminal portfolio handling over 70 per cent of Durban’s port traffic, would have enabled APMT,

Multimodal Hub

The Pecem Port Complex has signed a contract with Fracht Log to operate a multimodal cargo terminal for the storage and distribution of nonhazardous products in the Northeast region of Brazil. Fracht will invest Reais60M in the project and the facility, located in an area of 10.7 hectares, will open by the end of this year.

APMT DURBAN ACTION SPARKS MOTIVATION QUESTIONS

together with its sister liner company Maersk, to exercise a lot of influence over South Africa’s supply chains as a whole.

APMT might cite its latest branding as an integrator in this respect but there will certainly be others who see its objective in a different light, “control” being a key factor.

Looking back down the years it can be seen that Maersk, APMT’s sister company, has enjoyed a strong position in Durban accounting for over 25 per cent of throughput with its current operating partner MSC holding an even stronger position nearer to 40 per cent. Furthermore, when it comes to the important reefer trade it is well known that their respective market shares are higher, possibly accounting for up to 80 per cent on a combined basis.

One of the underlying reasons for Maersk being able to maintain a strong market position can be seen to be quay access. Together with MSC it accounts for the lion’s

APMT Vietnam Deal

APM Terminals and Hateco

Haiphong International Container Terminal (HHIT), a fully owned subsidiary of Hateco Group, have signed a memorandum of understanding (MOU) to further develop a terminal in Haiphong in North Vietnam. This new announcement follows a strategic partnership that commenced in 2023.

Drewry Identifies Flourishing Ukraine Grain Exports

Over the past few months, Ukraine has witnessed a remarkable surge in grain exports, signalling a robust agricultural industry, according to Drewry.

The company confirms that despite the expiration of the Black Sea Grain Initiative, which once governed the region’s trade dynamics, Ukraine’s grain shipments have surged, contributing approximately 25 billion tonne miles monthly.

n The Citrus Growers Association anticipates a bonanza season for exports but notes: “The CGA views the expeditious introduction of the appointed private operator of Durban’s container terminal Pier 2, ICTSI, as critical. Any delays,” it says, “will imperil the export economy.”

share of berthing capacity and the only route out of this situation is widely acknowledged to be productivity improvements –faster vessel turnaround offers more available capacity, in turn allowing more access by other liner operators. A more competitive situation, which has long been the objective of parties such as South Africa’s influential Citrus Growers Association. While not cited by APMT it is clear, given the presence of such a scenario, that there are very strong commercial reasons for APMT to attack the award to ICTSI of partnering with Transnet at DC pier 2. As one source put it: “even maintaining the status quo (nothing happening) will work well for them, loss of control is the fear factor.”

Gdansk Refurbs

The Port of Gdansk is reconstructing its Rudowe and Bytomskie Quays. The combined length of these quays is more than 450m and the project forms part of a initiative co-fi nanced by the Connecting Europe Facility 2021-2027 (CEF 2). The EU is contributing a total of US$108 million to the project.

During January and February 2024, Ukraine consistently exported an average of four million tonnes of grain per month, representing a “100 per cent” surge compared to the preceding months.

While these export figures are still beneath the levels seen before the conflict, they surpass the volumes recorded during the now concluded Black Sea Grain Initiative.

Drewry summarises by adding that the strategic establishment of alternative export routes and competitive pricing strategies demonstrates Ukraine’s commitment to maintaining its position in the global grain market.

However, as geopolitical challenges persist – notably Russian aggression – the nation’s ability to navigate these obstacles will be critical for sustaining its current success in the international grain trade.

BRIEFS

Lavrio Port Bidders

A majority share in the Greek port of Lavrio, located north of Athens, is being offered for sale by the country’s privatization agency, the Hellenic Republic Asset Development Fund (HRADF). A 60-year concession is on offer. Located near popular tourist destinations such as the Cycladic Islands and the airport, HRADF considers it attractive for tourism development.

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TESTS COMMENCE FOR DIGITAL SEA AND INLAND PORT NETWORKING

Platform operators Portbase and RheinPorts have launched a new joint initiative to digitally connect the maritime and inland port communities.

The aim of the project is to optimise the flow of data between the seaports in the Netherlands and the inland ports on the Rhine. The Port of Rotterdam, Duisport and Port of Switzerland are supporting this project, as both shareholders and ambassadors.

A principal objective is to reduce complexity in data exchange throughout logistics chains, which will be achieved through the seamless exchange of data to facilitate import and export process optimisation, improvements in planning and the simplification of the transfer of information to

the stakeholders involved.

The ultimate goal is to create a digital corridor. This facilitates hassle-free and secure data transmission, reduces complexity and increases efficiency for inland shipping and ports. Everyone involved stands to benefit – from importers and exporters and terminal operators to carriers, port and customs authorities.

A test phase is scheduled to be completed by the end of 2024 followed by a ramp-up phase commencing during 2025.

INFORM BRINGS AI TO DUISBURG GATEWAY TERMINAL

INFORM is poised to enhance the Duisburg Gateway Terminal (DGT) operations through its advanced AI-based solutions.

The project focuses on leveraging AI technologies to streamline intermodal logistics, in turn pioneering Europe’s first CO2-neutral intermodal terminal in the heart of Duisburg’s port as the facility initiates operations and scales up.

INFORM will implement its Intermodal TOS at DGT, leveraging a modular design that allows a high degree of automation and operational

All-In-One Port-IT

Port-IT, a leading provider of maritime Cyber Security & IT solutions, has announced the introduction of an all-inone fast and secure maritime connectivity solution. This service combines high-speed internet access with robust cybersecurity measures, offering vessel owners and operators a comprehensive and secure connectivity solution and complete IT management and seamless integration of services, all from one partner.

optimisation. Key features include:

Barge Handling – AI will streamline barge handling to enhance and minimise delays.

Crane Optimisation - Refine operations of six intermodal barge cranes by organising equipment jobs to decrease handling times.

Optimise Train Loading – Use advanced algorithms to plan and execute train loading operations for optimal use of resources and reducing turnaround times.

Stack Optimisation – AI will optimise container stacking to

IT-Security Hub

Marcybersec.com is offering a new web portal that provides a central directory for IT security, but which is specifically tailored to meet the needs of the maritime industry. This access ensures consolidated access to specific reports relating to cyberattacks, relevant regulations and recommendations for action and additional supporting information via direct links. The consolidation of reported attacks only refers to specifically-named companies, to ensure credibility.

Paradip Upgrades with ID Tech

India’s Paradip Port Authority (PPA) has confirmed it is working with ID Tech to modernise its cargo reception and despatch facilities. Specific focus will be placed on the use of new systems to upgrade gate management and optimise cargo movement.

The tracking of inward and outward cargo activity will be improved by the implementation, operation, and management of an RFID-based Access Control System, along with cloud-based Harbour Entry Permit application software. This will deliver real-time monitoring and recording of cargo movements while enabling efficient management and optimisation of port and terminal activities.

People movements will also be monitored to help improve port security.

New Simulation

improve space use and accessibility.

Billing Module Integration

- Facilitating the billing process with a tailored module that accurately captures services rendered, streamlining financial operations.

Booking Platform Interface

- Seamless platform integration to streamline combined transport bookings and enhance operational coordination.

The first construction phase of the terminal will open in Summer 2024, utilising INFORM’s Syncrotess Intermodal TOS.

FourKites & BuyCo

Real-time supply chain visibility platform, FourKites®, and BuyCo, a container shipping platform, have announced a strategic partnership to provide Fortune 500 shippers with comprehensive understanding and control throughout the entire container shipping process. This visibility spans both inland and ocean shipments, from initial planning and booking to realtime transportation visibility.

CM Labs Simulations has announced the launch of a new simulation training solution for double empty container handlers.

Designed in collaboration with port operator trainers, the Intellia Double Empty Container Handler Add-On Module instructs operators on using double empty container handler control functions and techniques for loading and unloading containers in a real port setting.

BRIEFS

AI Cleans Oceans

A new system using AI and smart robots is expected to revolutionise the cleaning of ocean seabeds. The ‘SeaClear’ system has been developed as part of a four-year European research project and has already passed a series of tests. A range of remotely operated underwater vehicles (ROVs) work in conjunction with drone monitors and sea-mapping technology, while AI-based algorithms accurately locate and detect litter.

n The Port of Rotterdam is supporting the development of tests that could lead to formation of a new digital corridor on the River Rhine

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PORTSMOUTH POWERS ON

Portsmouth International Port, UK and leading electrification and automation technology provider, ABB, have agreed a deal that will see a shore connection solution installed for Q4 2024. Operational readiness is then expected from Q2 2025.

Portsmouth is currently implementing a shore power system across its three busiest berths as part of its Sea Change project. This new process will cater for two ferry berths, each equipped with five connection points, and an additional berth shared by ferries and cruise ships.

The shore connection solution

offered by ABB allows vessels to shut off their engines while waiting at the berth, thereby reducing annual carbon dioxide emissions. The port is expecting to see an estimated 20,000 tons of harmful emissions removed to enhance air quality.

ABB’s shore connection system includes a 16-MVA ACS6080 drive with a shunt filter, medium-voltage (MV) switchgear, power-factor compensation, transformers, e-houses, cable management systems, and automation. This equipment will be supplemented by installation, cabling, and

commissioning services, with a three-year maintenance agreement also in place.

In conjunction with this project, the port’s largest customer, Brittany Ferries, is introducing two new LNG-electric hybrid ferries from 2025.

The Sea Change project is part of the Zero Emissions Vessels and Infrastructure (ZEVI) competition funded by the UK Government in partnership with Innovate UK. The UK Department for Transport is supporting 10 major initiatives throughout the UK relating to clean maritime solutions.

DIGITAL BUNKERING DEBUTS IN SINGAPORE

After a number of successful trials, the Maritime and Port Authority (MPA) has confirmed that electronic bunker delivery notes to digitalise Singapore’s bunker industry are operational. .

As a result, the MPA is expecting the new process to save the bunker sector up to 40,000 hours per annum in helping to “boost efficiency and transparency.”

The maritime regulator explains that this new system uses mobile and cloud solutions to complete and issue digital bunkering documents, while also streamlining workflow and enhancing crew safety by eliminating the requirement to

transfer bunker documents on a physical basis between vessels.

During 2023, more than 100 trials were completed, involving over 20 companies regularly active in the bunkering industry.

The MPA states that it intends to make the process fully iterative: “Feedback from users will continue to be gathered to improve the solutions, with plans to make digital bunkering a mandatory requirement by the end of 2024.” Plus, the MPA will continue to explore and work with the industry on other enhancements, including automating the data flow from mass flow meters.

Japanese container shipping

n A number of successful trials for digital bunkering processes have been completed in Singapore, including by ONE. MPA is targeting a mandatory system by the end of 2024

partnership, Ocean Network Express (ONE) has been involved in the process by successfully completing an e-BDN adoption trial. It notes: “As part of the trial, the cargo officer, chief engineer, and bunker surveyor logged in to the platform via their unique link and one-time password to complete the electronic bunkering documentation for pre and post-delivery. Upon completion, the bunkering documents were transmitted to all parties before the vessels departed.”

BRIEFS

Eurogate picks Conroo

The Gate Pass solution from CONROO is being introduced at Eurogate Container Terminal Hamburg (CTH). This new app solution enables full digital verification of truck drivers, which will improve operating efficiencies and increase terminal security. It works on all common mobile devices and covers the entire process from registration and fully digital driver verification to DAKOSY route planning (TR02) and on-site instructions.

Oldendorf & Harbor Lab

Major dry bulk shipping company, Oldendorf Carriers, has signed a new deal with specialist in maritime technology for centralising and simplifying port disbursement costs, Harbor Lab. As a result, Harbor Lab’s software-as-a-service (SaaS) platform will provide realtime, accurate information on disbursements that will streamline processes, save money through accurate invoicing and bring transparency to shipping.

GSBN Reveals Savings

Global Shipping Business Network (GSBN) has published the study, “Impact of Digitalization in Driving Decarbonization in Shipping.” Key conclusions suggest that the absence of a universally adopted digital platform creates interoperability challenges, complicating eff orts to reduce carbon emissions. Also, shipping stakeholders are urged to recognise the environmental and operational benefi ts of digital solutions, such as waste reduction and streamlined processes, that are crucial to achieving the industry’s decarbonisation goals.

KALMAR SCORES ELECTRIC APMT PIER 400 DEAL….

Kalmar, part of Cargotec, has signed a new contract with APM Terminals’ Pier 400 Los Angeles to supply two new Kalmar electric AutoStrads™ and undertake a retrofit of two existing hybrid straddle carriers. These new and retrofitted units are part of APM Terminals’ US$60 million electrification pilot programme, an initiative also underway in Aqaba Container Terminal, APM Terminals Barcelona, APM Terminals

Mobile, and the Suez Canal Container Terminal.

This latest deal in Los Angeles was booked as part of Cargotec’s Q1 2024 order intake, with the equipment due to be delivered in Q4 2024. Jon Poelma, Managing Director, APM Terminals, Pier 400, explains: “With this pilot we look to gain greater understanding of how to convert our existing hybrid equipment fleet to fully electric with our on-site mechanic workforce. Electrifying straddle carriers is an essential task for us. We’re confident they will be able to meet the significant operational demands of the terminal. We have made the

commitment to our customers to decarbonise supply chains and are aiming for net-zero emissions at the terminal before 2030.”

Kalmar adds that the two Kalmar electric straddle carriers participating in the electrification pilot project will feature high-power batteries with an operation time of 45–50 minutes and a charging time of

approximately five to six minutes. Charging of the equipment will be performed at two Kalmar FastCharge™ charging stations strategically located on the machines’ working routes. All charging related decisions are performed automatically by Kalmar One Fleet Optimiser’s energy management module. Pier 400 covers an area of 507

n Kalmar is supplying APMT’s Pier 400 facility with two new electric straddle units, plus retrofitting two additional units as part of a wider electrification initiative

acres and is home to 19 Super Post-Panamax ship-to-shore (STS) cranes. The terminal currently operates a total of 132 Kalmar AutoStrads™, all of which have hybrid electric drivetrains.

….AND CONFIRMS A WIDE RANGE OF OTHER AGREEMENTS

Kalmar has also announced a raft of other deals across a wide geographical range of companies, including: Intermodal Terminal Company (ITC) has ordered six electric reachstackers and two electric empty container handlers, all powered by lithium-ion batteries, at the

RST Crane Plan

Rotterdam Shortsea Terminals (RST) is looking to source new cranes from Europe due to cost increases elsewhere. The operator has explained that it has seen the price of cranes manufactured in China rise by 40 per cent since 2018, meaning that quotes from Dutch and other Europeanbased manufacturers are being sought. RST provides feeder ship and inland waterway services from the Port of Rotterdam to European ports.

new A$400 million Somerton Intermodal Terminal (SIT) being developed in Melbourne, Australia, scheduled to arrive in Q1 2025 as the facility opens.

A deal for autonomous terminal tractor solutions with Forterra (formerly RRAI).

Kalmar will develop the

Van Oord Boosts Profit

Global marine construction and dredging specialist, Van Oord, has announced record high revenue and a doubling of profits for 2023. The Rotterdambased company confirmed a revenue increase of 42 per cent to €2.9bn from €2.0bn in 2022, with net profit rising from €6 million to €127 million. Growth across both the Dredging & Infra and Offshore Energy business units was achieved with EBITDA rising from €243 million in 2022 to €379 million for 2023.

automation-ready terminal tractor (including Kalmar

One fleet automation management system) with Forterra providing its AutoDrive platform for autonomous operations.

Supplying Hutchison Ports’ ECT Delta terminal with two fully electric straddle carriers by Q4

Liebherr in Italy

Liebherr Container Cranes Ltd. has confirmed the handover of four electric Rubber-Tyred Gantry cranes (ERTG) to facilities in Italy. One ERTG has been delivered to Salerno Container Terminal (SCT), operated by the Gallozzi Group, with the other three units passed to Consorzio Napoletano Terminal Containers, Naples (Conateco), an MSC company. Each machine has a hybrid powertrain employing both diesel and electricity.

2024, piloting the use of battery technologies.

Three diesel-electric straddle carriers for the Ile de la Reunion Terminal on Reunion Island, in the Indian Ocean, with delivery scheduled during Q4 2024.

BRIEFS

Digital Tyre App

Continental has launched a new ContiConnect Lite app, for digital tyre management. This new tool allows for professional tyre monitoring in tyres for port and terminal duty. Continental’s radial off-the-road (OTR) tyres are fitted with a Bluetoothenabled sensor ex-factory, ready for ContiConnect Lite. This tool supplies data on tyre pressure and temperature for optimised tyre management and ensures a free-of-charge gateway to key digital features.

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RECORD ORDER FOR APM TERMINALS MAASVLAKTE II

APM Terminals Maasvlakte II has confirmed the signing of a contract for 62 Automated Rail Mounted Gantry Cranes (ARMGs) with Austrian crane builder Kuenz. The electric cranes will feature ABB control and information systems, automation solutions/ sensors, and software, alongside remote-control features aimed at optimising crane efficiency through remote management.

This is reportedly the largest ever crane order in Europe made by APM Terminals. The first ARMG unit is scheduled for delivery in April 2025.

The aerodynamic design and relatively low energy

consumption of Kuenz’s ARMGs made the choice the logical one according to Hans Jongejan, Project Director MVII-Expansion, who explains: “This is an important step in the expansion of APMT MVII. Kuenz and ABB once again proved to be the best solution for the handling of our containers. The combination between the reliable automatic handling provided by Kuenz and ABB’s aerodynamic cranes makes this a sustainable choice. This allows us to not only become the most modern gateway to Europe but also the most efficient and sustainable.”

“The Kuenz ARMG Concept 2.0,

introduced in the current facility of APMT MVII, was characterized by innovative new features, especially in the hoist unit. This groundbreaking development not only increased the performance of the cranes, but also significantly reduced operating costs. The positive effects of this pioneering innovation have been fully realised,” says David Moosbrugger, Managing Director of Kuenz.

Due to the projected technological development and efficiency of these ARMGs, the capacity of APMT MVII is expected to significantly increase, indeed almost double by end 2027.

ENTER THE BIESTE BUCKET BULK HANDLING SOLUTION

Latvia-based Bleste Sia has introduced its new ‘Bleste Bucket’ bulk handling solution. The company said that the Bleste Bucket is a modern iteration of the traditional bulk grab in container format (see picture) while also being an innovative yet simple product that improves dry bulk handling for companies looking for efficiency, cost and speed gains.

According to Dinis Hruscovs, Managing Director, Bleste Bucket, speeds up bulk cargo logistics, especially for terminals, and in a durable way. The bucket is reportedly manufactured to a very sturdy quality and with dimensions that suit terminals, trucks, vessels, and (mobile) cranes. “Dump trucks can drive right into the bucket, a unique feature. This means no spill-over onto the pier, reducing waste, dirt and dust as well as less time and cost spent on cleaning up afterwards. The crane operator then lifts the bucket from the pier onto the vessel to discharge, again with less dust than caused by, for example, orange-peel grabs.”

The company states that due to its smart design, there is no need for extra employees or equipment when using the Bleste Bucket -

only a crane operator and dump truck driver are needed, perfect for environments where infrastructure or port handling equipment is scarce. The Bleste Bucket is reported to provide savings on time spent on loading and discharging, clean-up time and cost, and use of personnel.

The Bleste Bucket is additionally said to be especially useful for scarcely or nonequipped piers, as the Bucket can be handled on a vessel that already has a boom crane which makes for easier handling in those circumstances. Multiple cranes can be used for parallel loading, reportedly making it even more

cost and time efficient. It also comes standard with links and chains for immediate hook-up with a crane, although as the bucket can actually take up to 30t of bulk, stronger links and chains can be installed if clients wish to use it at that capacity.

Bleste feels that Africa will be a key market for this new product – where many piers and quaysides are not equipped with a crane. As the crane and bucket are already on the vessel, all that is needed is for the crane to move the Bleste Bucket on the pier for loading.

BRIEFS

Contecon Guayaquil Tracker

ICTSI’s Contecon Guayaquil SA (CGSA) terminal has confirmed implementation of a new terminal tracker for its rubber tyred gantry (RTG) fleet. Delivered by RFID and wireless sensor network provider Identec Solutions, the tracker provides increased visibility and real-time awareness of yard activities to deliver accurate stow positions and container weights to the Terminal Operating System (TOS).

BEST Countdown Begins

The arrival of the Onshore Power Supply (OPS) system to supply electricity to container ships arriving at the BEST terminal marks the beginning of the countdown to connect the first container ships in July for the Port of Barcelona. The OPS substation comprises six modules assembled in Denmark by the PowerCon company and will allow two container ships to connect simultaneously. Barcelona is targeting becoming a carbon-neutral port by 2050.

Four LBS 800 for Chibatao

Liebherr has delivered four LBS 800 barge slewing cranes to Porto Chibato, Brazil, marking the entrance of these new generation cranes into service for the first time. The cranes basically employ the superstructure from its mobile harbour cranes, mounted on a barge, and are intended to provide a flexible handling capability. Liebherr states that the LBS 800 cranes are the largest such models available with a maximum capacity of 104 tonnes and slightly longer boom length than standard at 66 metres, facilitating a reach over 23 rows of containers.

n Bleste Buckets are produced on demand within one month

THENEWYORKER

BARRY PARKER

These days, politics is being infused into the transportation business more than ever before, now complemented by a fear-factor. It’s not clear to me whether protectionism, or maritime/port security, is piloting this boat.

The Republican half of the Congressional duo behind the Ocean Shipping Reform Act of 2022 (OSRA 2022), which brought a pro-cargo shipper regulatory bite to a Federal agency previously known for its deregulation of liner shipping, is now at it again.

In an increasingly partisan legislative environment, the House of Representatives passed a bill dubbed “Ocean Shipping Reform 2.0” (introduced into Congress in 2023), which takes aim at: “…Chinese state-sponsored LOGINK software and allows the Federal Maritime Commission (FMC) to investigate foreign shipping exchanges like the Shanghai Shipping Exchange

POLITICS PROGRESSIVELY A FACTOR IN THE SUPPY CHAIN

(SSE) to preempt improper business practices.”

The bill’s prospects in the Senate are unclear. The LOGINK platform has, at the time of writing, not been deployed directly in U.S. ports, but does figure in relation to digital platforms (some of which are cooperating with the SSE) used by logisticians handling cargo moved into the States.

Meantime, recent concerns about maritime cyber-security have put cargo cranes used in multiple U.S. ports into the spotlight; language in an end-February Biden administration Executive Order encouraging purchases of cranes to be manufactured in the States (a work-in-progress at this point), is aimed at “bringing domestic onshore manufacturing capacity back to America to provide safe, secure cranes to U.S. ports – thanks to an over

THEANALYST

PETER DE LANGEN

The energy and raw materials transition, critical for achieving a sustainable and (more) circular economy, creates a huge demand for new private investments in ports, in activities like production, assembly, storage and maintenance of offshore windmills, hydrogen plants to convert sustainable energy in hydrogen and ammonia, plants for biofuels and circular recycling and production activities.

Many ports struggle with land availability, especially in advanced economies, in which port expansion projects more or less by definition are ‘contested projects’. Relatively small expansion projects may be feasible, but I wonder whether there is a case for some well

US$20 billion investment in U.S. port infrastructure under President Biden’s Investing in America Agenda.”

While these battles are raging on Capitol Hill (which I point out is approximately 40 miles from the deep-sea docks at Baltimore and 150 miles from the terminals in the Norfolk area if you bypass the I-95 motorway). some realism is always a good thing. The recent monthly web-blast from a large media- savvy U.S. West Coast port featured an interview with a highly-informed top liner carrier executive handling trade into the Pacific region.

In referring specifically to the Chinese cranes, the interviewee (responding to a reporter’s question on cyber-matters) said: “The steel/assembly is Chinese, but the control systems - which communicate… are non-PRC. They are from countries like Germany, Japan

and Malaysia.” I do not claim to have seen these cranes up close and personally, but perhaps the House and Senate might organise a bus tour over to Baltimore and Norfolk to check out the relevant hardware.

Resources for readers:

5 https://homeland. house.gov/2024/03/12/ wtas-joint-investigationintoccp-backed-companysupplying-cranes-to-u-s-portsreveals-shocking-findings/

5 https://www.whitehouse. gov/briefing-room/statementsreleases/2024/02/21/ fact-sheet-biden-harrisadministration-announcesinitiative-to-bolstercybersecurity-of-u-s-ports/

5 https://dustyjohnson.house. gov/media/press-releases/ johnson-garamendis-oceanshipping-reform-20-passesus-house

SUSTAINABLE PORT INDUSTRIAL ISLANDS?

located new ‘port industrial islands’?

Such islands may take the same approach of real islands, where offshore wind is converted into hydrogen and ammonia and these are used in downstream production activities. But ‘islands’ can also be thought of in more metaphorical terms: areas created specifically for port-industrial

n The port of Huelva, Spain – is seen as port offering ‘industrial island capacity’ for energy and other products

activities without residents/urban areas in the vicinity.

Even though Rotterdam’s Maasvlakte 2 is not a true ‘island’ it can be regarded as an island in this sense. And while there was initially a lot of debate about

whether it was needed in the first place, in hindsight a larger Maasvlakte would have been instrumental in speeding up the sustainability transition. The surge of sustainable investments in (somewhat) remote ports such as Raahe, Groningen and Huelva can be explained because they can be considered as ‘port industrial islands’ where land for industrial activities is still available.

In some countries there may be an opportunity space to develop true new port industrial islands, that may also be of value in coastal protection given rising water levels. In other countries there may be a need to improve regulatory frameworks and policies to secure existing ports can operate as such ‘islands’ in an otherwise increasingly nuisance free service economy.

THEECONOMIST

BEN HACKETT

THE GLOBAL ECONOMY REMAINS UNDER STRESS

2023 was not a good year and 2024 looks uncertain for the maritime industry.

2023 was a year of relatively low economic activity, with the exception of the U.S. In Asia China struggled to maintain economic growth at or near five per cent while Europe was mostly flatlining with growth hovering plus/minus zero per cent with the former economic growth engine, Germany, entering into a technical recession. In contrast, the U.S. Real GDP increased 2.5 per cent in 2023 compared with an increase of 1.9 percent in 2022.

This year does not look much different, with the World Bank and the international Monetary Fund remaining very cautious with global growth projected at 3.1 per cent in 2024, which is less than the 3.8 per cent average between 2000-2019. It would be lower were it not for the robust U.S. growth which continues to suck in

imports, primarily from Asia. Europe is expected to grow marginally while both China and the U.S. are expected to weaken. Overall, not a picture of health and expectations that we shall see a rebound in the maritime sector this year.

The panic over the Red Sea Houthi attacks on vessels is all

THESTRATEGIST

MIKE MUNDY

All hail the potential of digitalisation to positively impact shipping’s decarbonisation!

This is the message that comes across loud and clear in a new study published by Global Shipping Business Network (GSBN), a neutral, not for profit consortium.

GSBN commissioned SIA Partners to implement the study entitled, Impact of Digitalization in Driving Decarbonization in Shipping. At its heart the study addresses the positive impact of digitalised documentation processes including the adoption of electronic Bills of Lading (EbL) and the use of paperless solutions during the cargo release process.

The study contends that the absence of a universally adopted digital platform creates

their normal seven day services at the European ports of call. Freight rates have also declined following the initial panic surge which worked to the benefit of carriers. This reversed the financial losses that most lines suffered in 2023 with Quarter 4 earnings falling into negative territory for the first time since 2018 according to Alphaliner.

but over as ship operators are avoiding the route and opting for the round Africa voyage. The fears over the impact on the supply chain and inflation have subsided as container carriers, as expected, have brought in extra capacity, increased speed, and focused on west Mediterranean transshipment ports to return to

In general, ports are managing to survive the economic and political pressures although transshipment ports in the eastern Mediterranean are suffering with the shift of the large container ships to the western ports. North American ports are experiencing preemptive shifts of cargo from the East Coast to the West Coast against a background of the labour union negotiations on the East coming up imminently.

Looking forward, we remain in an uncertain environment with U.S. political chaos, the continuing war in the Ukraine and the populist political mood in Europe impacting consumer confidence and industrial expansion.

NEW STUDY HIGHLIGHTS THE DECARBONISING POWER OF DIGITALISATION

“interoperability challenges, complicating efforts to reduce carbon emissions.” And suggests that against this backdrop, GSBN’s comprehensive data infrastructure emerges as a good candidate to support interoperability and to generally facilitate the transition to a digital ecosystem.

Study highlights include:

As carriers pledge to adopt eBLs by 2030, the transition of the estimated 16 million paper

bills issued annually could reduce CO2e emissions by up to 107,000 tonnes.

The potential CO2e reduction per electronic bill of lading is between 2.1 and 6.8kg and between 9.8 and 1.4 kg for an electronic delivery order.

In 2023, over 120,000 eBLs and more than one million shipments using GSBN’s Cargo Release solution contributed to an estimated CO2e

reduction of up to 14,972 tonnes.

The study concludes with actionable recommendations for the industry, emphasising the need for broad-based digital adoption, enhanced data integrity and interoperability, as well as the removal of legal barriers “to accelerate towards a greener future for global shipping.”

It is further interesting to note that the study proposes comprehensive models based on live cases to quantify the opportunities that digitalised documentation processes represent. Practically speaking, for example, it looks at a number of the leading container lines and scales up, based on specific scenarios, the potential impact of the adoption of eBLs – as per Figure 1.

n Figure 1: Estimated CO2e savings per carrier, per year worldwide based on the study results

INVESTING IN TRANSSHIPMENT

Southeast Asia is a crucial region supporting container transshipment activity. But is it in danger of overdeveloping and generating too much capacity? A J Keyes assesses the position

Source: Ports, dataand.com

Source: Ports, dataand.com

“Though there was a concerted push for economic recovery in many developed countries, the global economy remained fraught with turbulence in 2023 and the world continued to experience inflation, rising interest rates, tight labour markets, geopolitical tensions and ongoing wars, all of which destabilised the outlook for recovery and disrupted supply chains,” announced Tan Chong Meng, Group CEO of PSA when recently confirming how Singapore’s total container volumes handled in 2023 recorded 38.8 million TEU.

So, what level of infrastructure is currently responsible for handling these substantial container transshipment volumes?

So, what level of infrastructure is currently responsible for handling these substan8al container transshipment volumes? Table 1 provides a summary of the overall facili8es at each of the three hub ports and, unsurprisingly, the numbers confirm the size and scale of the ports. There is a tremendous amount of quay, deep water, and a high number of large ship-to-ship cranes.

Table 1 provides a summary of the overall facilities at each of the three hub ports and, unsurprisingly, the numbers confirm the size and scale of the ports. There is a tremendous amount of quay, deep water, and a high number of large ship-to-ship cranes.

Generally, transshipment ports are able to operate at higher u8lisa8on ra8os than gateway (importexport) facili8es, so these hub facili8es regularly surpass the 85 per cent industry benchmark total aIer which terminal efficiency levels can be impacted. At an es8mated 70.5 per cent at Port Klang and 78.0 per cent for PSA Singapore (which excludes Tuas port), both of these facili8es have space and even Tanjung Pelepas at 84 per cent can rightly argue to have some exis8ng capacity to use.

Despite these comments being echoed throughout the container industry, Singapore still recorded an improvement in container volumes handled of 4.8 per cent over 2022. Yet this executive is clearly remaining cautious. “Looking ahead to 2024, the outlook for recovery of the global economy remains unclear, and the world braces itself for further potential geopolitical volatility.”

TOO MUCH TOO SOON?

Generally, transshipment ports are able to operate at higher utilisation ratios than gateway (import-export) facilities, so these hub facilities regularly surpass the 85 per cent industry benchmark total after which terminal efficiency levels can be impacted. At an estimated 70.5 per cent at Port Klang and 78.0 per cent for PSA Singapore (which excludes Tuas port), both of these facilities have space and even Tanjung Pelepas at 84 per cent can rightly argue to have some existing capacity to use.

Table 1: Summary of Container Port Infrastructure at Hub Ports in South East Asia, Start of 2024 Infrastructure Port Klang Port Tanjung Pelepas

The Port of Singapore and the two Malaysian ports of Port Klang and Tanjung Pelepas are each adding to their existing substantial terminals, infrastructure and container handling capabilities. However, is there a danger of overcapacity?

The development of Singapore’s container volumes since 2010 is shown in Figure 1, where it can be seen that the port suffered some volatility in the middle of the past decade, but overall activity has increased from 28.6 million TEU at the start of the period up to 38.8 million TEU in 2023 (reflecting 2.4 per cent per annum).

Both Port Klang and Tanjung Pelepas have seen increases over the same period, with Port Klang rising from almost 8.9 million TEU to just over 14.0 million TEU (3.6 per cent per annum) and Tanjung Pelepas up from 6.3 million TEU to almost 14.8 million TEU (four per cent per annum). Although Singapore’s annual growth total is the lowest, the port’s volumes are more than 30 per cent higher than the combined throughput total of the two facilities in Malaysia in 2023.

Note: Includes es5mates. Phase 1 of Tuas opened in 2022

Source: Ports listed, port authori5es

A NEW CHAPTER

There are known, confirmed and ongoing expansion plans underway in each of these locations. In Singapore, the existing 55 berths at Tanjong Pagar, Keppel, Brani and Pasir Panjang container terminals generate a total handling capacity of 50 million twenty-foot equivalent units (TEU) per annum, although all of the PSA Singapore container terminals are being consolidated at a single location – on Singapore’s western seaboard at Tuas. When completed in the 2040s, Tuas Port will be the largest automated container terminal in the world, with an annual handling capacity of 65 million TEU. By comparison, Pasir Panjang Terminal has 37 berths with a handling capacity of 34 million TEU annually. Tuas Port will occupy about 1,337ha of land when completed, with 66 berths collectively offering 26km of quay. Port operations at Tuas Port Phase 1 commenced in Q3 2022 and will have 21 deep-water berths that can handle 20 million TEU annually when fully operational in 2027. PSA is expecting to move its operations at Tanjong Pagar, Keppel, and Brani

n Figure 1: Total Container Volumes Handled at Transshipment Hub Ports in Southeast Asia 2010-2023e, in TEU

Note: Includes estimates. Phase 1 of Tuas opened in 2022

Terminals to Tuas Port by 2027, with the Pasir Panjang Terminal activity fully consolidated at Tuas Port by the 2040s.

With a population of only 5.6 million, Singapore cannot rely on import-export activity, so its long history of being a primary hub for regional cargo, aggregating containers from ASEAN countries, such as Vietnam and Indonesia, will continue. This is proven by 85 per cent of the incoming cargo to the port being destined for other ports – a trend expected to continue.

EQUIPMENT & EXPANSION AT PTP

Tanjung Pelepas is planning to expand its current capacity, with investment in equipment and phased expansion. The current annual capacity of 12.5 million TEU will see a further 3.5 million TEU generated, as the port expands its footprint over five phases with more than 430ha added. In terms of the port’s development, Phase 3 of its expansion is expected to commence in 2025, with a target completion in 2028.

Investment in equipment is ongoing and constant. At the start of April 2024, PTP reached agreement with Shanghai Zhenhua Heavy Industries Co. Ltd (ZPMC) for the purchase of five Ultra Large Container Vessel (ULCV) Quay Cranes. This news followed a February 2024 agreement with Sany Marine Heavy Industry Co Ltd for six ultra large container vessel (ULCV) quay cranes.

Mark Hardiman, new CEO of PTP, notes that these purchases are within PTP’s broader equipment modernisation strategy, with the focus on efforts to expand capacity, upgrade, and add machinery and facilities, as well as improve terminal efficiency and port-related activities to consolidate PTP’s position as a trade and shipping hub in the region.

“Beyond boosting capacity, PTP also sees the purchase of these new ULCV quay cranes as an opportunity to advance its sustainability goals. These cranes are expected to contribute to a 45% emissions reduction by 2030, supporting PTP’s commitment to the Paris Agreement and efficient operations,” he states.

These two announcements followed news in December 2023 that 48 new electric rubber-tyre gantry units (RTGs) were on order, with delivery by Q3 2025. Another step in the port’s sustainability drive towards decarbonisation.

KLANG: “GAME CHANGER” PLANNED

Port Klang currently comprises Westport and Northport, which are its main international terminals, but despite confirmed expansion here, a massive “game changer” is on the horizon.

Development of a new 4.8km wharf at Westport in Port Klang is expected to be completed in 15 years, adding capacity for an extra 13 million TEU to be handled, according

Source: Ports listed, port authorities

to Ng Sze Han, Chairman of the Malaysian State Investment, Trade & Mobility Committee.

Furthermore, the government of Malaysia is also planning to develop a massive greenfield terminal on Carey Island, Port Klang. Originally considered in 2017 the project is expected to progress following a formal feasibility study, with Capt. K Subramaniam, General Manager of Port Klang Authority (PKA), referring to the development as a “game changer” and advising that the process had ticked “90 per cent of the boxes” necessary.

When completed in the 2040s, Tuas Port will be the largest automated container terminal in the world, with an annual handling capacity of 65 million TEU

The US$5.9bn project is expected to comprise both container and conventional berths, offering handling capacities of 30 million TEU and 20 million tonnes, respectively, when full build-out is achieved. To put the project into perspective, it could develop 15km of berthing, which is equivalent to the entire existing Port Klang port across all cargo activities.

The greenfield port plan is not dissimilar to Tuas Port, under development in rival Singapore, although unlike Tuas Port the Carey Island project is not designed to replace existing terminals. It does though face challenges. Its location further offshore means the wave heights may necessitate breakwaters plus around 90 per cent of Carey Island is a palm oil plantation owned by Malaysian company, Sime Darby –not to mention that the location is home to the indigenous Mah Mari tribe who cannot be displaced. As such, it clearly has some hurdles to overcome if it is to come to fruition.

n Table 1:

Summary of Container Port Infrastructure at Hub Ports in South East Asia, Start of 2024

REGIONAL ROLE AFFIRMED

Indonesia is a key trading partner for Singapore, with this transshipment hub responsible for aggregating container traffic for the country, AJ Keyes asks how ports in Indonesia are developing to keep pace with future demand and whether current dynamics will change?

Indonesia is an island nation comprising more than 17,000 islands and collectively a very populous country. Despite an estimated 110 commercial ports able to accommodate larger cargo ships, container-handling facilities are limited. Port infrastructure in many places is old and obsolete, resulting in very high logistical costs and longer vessel turnaround times as some ports are operating beyond realistic capacity limits.

The government has been modernising and upgrading infrastructure in certain locations, most notably in Jakarta (Tanjung Priok), but even so challenges remain.

Jakarta, on the island of Java, is the capital, the largest Indonesian city and an important centre of commerce and education. Its port, Tanjung Priok, is the principal port of the country.

Jakarta is situated on the northern coast of Java Island. Its economy depends on manufacturing electricals, automobiles, mechanical engineering products and chemicals.

Established in 1999, Jakarta International Container Terminal (JICT), located at Tanjung Priok, is a joint venture between Hutchison Ports and Pelabuhan Indonesia (Persero). The facility is the largest container terminal in Indonesia and offers a capacity of 2.5 million TEU per annum. The 45.5ha facility has eight berths and 1640m of quay, with water depths ranging between 12m and 16m. There is also the Koja terminal, another Hutchison facility situated adjacent to JIT, which has a 620,000 TEU capacity.

EXPANSION AGENDA

The port has largescale expansion plans with these focused on the “Newpriok” area of the port. Newpriok Container Terminal 1 is already operational offering a 1.5 million TEU annual capacity and with a draught of 16.5m is reportedly

capable of handling Ultra Large Container Ships (ULCS). The four shareholders behind this project comprise: Pelindo II (IPC); Mitsui & Co., Ltd, PSA International PTE Ltd. and NYK Line.

According to Alphaliner, there are further planned facilities including: CT2 (1.5 million TEU per annum), CT3 (1.5 million TEU), plus CT4, CT5, CT6 and CT7 are each due to introduce a capacity of 1.75 million TEU per annum. There are no confirmed dates for the construction of these terminals at the present time.

Yet despite the desire to develop substantial additional capacity, with space to do so, the major users of this port confirm that ships calling are exclusively serving intra-Asian trade routes, supplemented by coastal services.

Based on Q1 2024, the biggest users of Jakarta Port, according to TEU capacity, are identified in Table 1. It can be seen that MSC’s weekly capacity of 4210 TEU (applicable in March 2024) includes the largest ships calling on the operator’s intra-Asia service linking Indonesia to Qingdao, Shenzhen, Singapore and ports in South Korea, Vietnam and Thailand.

SURABAYA SPLIT

Indonesia’s other major container facility is Tanjung Perak (Surabaya), but it is a port with a more uncertain future.

DP World (DPW) decided not to renew its operating contract and 49 per cent share in the PT Terminal Petikemas Surabaya (TPS) facility when its concession ended in 2019 –this resulted in TPS returning to being a 100 per cent subsidiary of Pelindo III.

DPW stated at the time that the new terms offered did not meet its requirements: “It is unfortunate that the significant positive contributions made by global terminal operators in Indonesia have not been fully recognised, despite our successful track record.”

n There is an expansion agenda at Newpriok with a continuing emphasis on serving vessels operating in intraAsian trade

Instead, DPW, in quick order, signed a US$1.2bn agreement with the Indonesia-based Maspion Group to develop a new three million TEU capacity terminal in Eastern Java with an adjacent industrial facility. This new development is less than 10 miles from the company’s previous operation, TPS, and has more capacity (TPS was capped at a maximum of 2.5 million TEU per annum). DPW states that this project is the first of its kind in Indonesia that involves a partnership between a private foreign investor and a private-sector Indonesian company. In October 2023, ground was finally broken on the 110ha project site.

ENTER EJMT

However, DPW is not the only global operator developing facilities in Indonesia. Also in Q4 2023, International Container Terminal Services Inc. (ICTSI) confirmed development of a multipurpose terminal, with operations commencing in Q4 2024.

The government has been modernising and upgrading port infrastructure in certain locations, most notably in Jakarta (Tanjung Priok), but nevertheless challenges remain ‘‘

The project is being undertaken by the company’s business unit in East Java, East Java Multipurpose Terminal (EJMT). A 300m quay, breakwater and breakbulk area catering for super heavy lift cargoes are planned, along with dredging of the navigational channel to 13.5 meters. It will be supported by two post-Panamax mobile harbour cranes and other cargo handling equipment, with the aim of serving

hinterlands in Lamongan, Tuban and central Java.

Gerard Langes, Head of Business Development for Asia Pacific and the Philippines, ICTSI, explains the company’s approach: “By building positive relationships with stakeholders, ICTSI is contributing to the sustainable economic and social well-being of the local community.” Based on the company’s ongoing expansion on a global basis, this is a strategy that clearly works well.

There is substantial space and capacity potential at Jakarta, while DPW is developing a new largescale facility close to the original container terminal in Surabaya. These ports will clearly offer long-term potential for container handling, but sizes of ships calling will be a crucial factor. The ICTSI project will also be part of the competitive landscape with operations scheduled to commence in 2024 and the ability to serve container vessels of a size typical to the Indonesian market.

Vessels calling in the country are typically smaller in nature and are exclusively intra-regional and/or coastal, linking with major hubs like Singapore. Port container volumes continue to grow and support expansion of terminal capacity. It appears, however, that for the foreseeable future this will be in the context of regional port development linked to major established hub facilities.

n Table 1: Main Container

n ICTSI is pressing ahead with the development of its new East Java Multipurpose Terminal which will serve hinterlands in Lamongan, Tuban and central Java

Source: Alphaliner, dataand.com

ALTERNATIVE FUELS CATALYST?

Royal HaskoningDHV investigates to what extent the EU Emission Trading System (ETS) incentivises shipping companies to switch from traditional fuels towards low(er) carbon fuels

THE SET-UP OF EU ETS

As outlined by the European Commission, the inclusion of maritime transportation into the EU Emissions Trading System (ETS), together with the monitoring, reporting and verification (MRV) of ships’ emissions, is one of the Commission’s main tools to reduce the greenhouse gas emissions of maritime transport. Under the new legislation, shipping companies need to surrender EU ETS allowances (EUAs) for greenhouse gases (GHG) emitted by commercial cargo and passenger ships of 5,000 gross tonnage (GT) and above. This analysis investigates to what extent EU ETS incentivises shipping companies to switch from traditional shipping fuels towards greener fuels. The alternative fuels in the scope of this analysis are LNG, e-methanol and e-ammonia.

DEALING WITH UNCERTAINTY

The analysis takes the perspective of the operational costs of a container shipping company and includes 1) fuel costs, 2) charter costs and 3) expected EU ETS costs for different fuel types. The charter costs are included to reflect the premium that container shipping companies pay for investing in newbuild vessels that are powered by alternative fuels, or for chartering those vessels. Royal HaskoningDHV notes the

1IRENA innovation outlook renewable methanol (2021) and renewable ammonia (2022).

2IEA World Energy Outlook 2023.

relevant ‘markets’ for some alternative fuels are not mature (or even existing) yet and assumptions have to be made to assess the operational costs for vessels using alternative fuels.

In order to estimate the future impact of EU ETS, assumptions are made regarding alternative fuel prices and the EU ETS price in 2030/2040/2050, based on reports from IRENA(1) and the International Energy Agency (IEA)(2). Although there is a high degree of uncertainty regarding these future prices, the expectation is that fuel prices of e-methanol and e-ammonia will decrease going forward as a result of technological development and economies of scale. The future price of LNG - similar to HFO - is assumed to remain constant going forward. Table 1 shows the main assumptions.

Case study: current market prices

The operational costs for a shipping company are calculated for a specific case i.e. sailing from Marsaxlokk (Malta) to Rotterdam (Netherlands) with a 20,000TEU container vessel. Please note this route has a 100 per cent EU ETS application as it is intra-European. Figure 1 shows the operational cost for a shipping company assuming current ‘market rates’ for charter costs, fuel costs and ETS costs. It is concluded that there exists a significant cost disadvantage for e-methanol and e-ammonia powered vessels, which is mainly the result of higher fuel costs (based on the price in Heavy Fuel Oil – HFO – energy equivalent). The EU ETS costs for e-methanol are shown striped in the

n Royal HaskoningDHV calculates that based on current market insights, there will be a financial incentive to switch to LNG and e-methanol (assuming a zero-carbon emission factor) by 2040 and to e-ammonia by 2050

n Table 1. Main Assumptions Underpinning the Analysis

Source: Royal HaskoningDHV

The gradual substitution of fossil fuels by zero/low carbon fuels requires both the carrot (EU ETS) and the stick (FEUM, IMO)

graph (Figure 1) as the carbon emission factor for e-methanol under EU ETS is still uncertain. The operational costs for an LNG powered vessel are relatively close to an HFO powered vessel. The results show that based on current ‘market rates’, the EU ETS price should be much higher to provide a financial incentive for shipping companies to switch towards clean fuels especially e-methanol and e-ammonia.

Case study: future market prices

The key question is whether a decrease of alternative fuel prices and an increase of the EU ETS price will promote the uptake of alternative fuels going forward. Royal HaskoningDHV has calculated the ceteris paribus (assuming all else equal) impact of lower e-methanol and e-ammonia prices and a higher EU ETS price. An EU ETS ‘break-even price’ is calculated, which is the theoretical EU ETS price for which the operational costs are identical between an HFO powered vessel and an alternative fuel powered vessel.

If the theoretical break-even price is above the forecast EU ETS price, this implies that there is no financial incentive for shipping companies to switch towards alternative fuels. Figure 2 shows that, based on current market insights, there will be a financial incentive to switch to LNG and e-methanol (assuming a zero-carbon emission factor) by 2040 and to e-ammonia only by 2050.

WHAT IS NEXT?

Do these results imply that alternative shipping fuels are not forthcoming? Not necessarily. There are several reasons to anticipate an increasing share of alternative fuel powered vessels going forward. Firstly, the European fit-for-55 package also includes FEUM, which provides an obligation for shipping companies to gradually reduce the GHG intensity of their activities. As the FEUM reduction targets become more stringent over time, the required reduction of the GHG intensity cannot be achieved via fossil LNG, given its high carbon emission factor. Secondly, the global IMO strategy on reduction of GHG emissions from international shipping has been updated in 2023 and is far more ambitious than its predecessor. The IMO strategy to reach net-zero GHG emissions by or around 2050 is currently being translated into more detailed technical and economic components. IMO guidelines have a well-to-wake basis which provide a

n Figure 1. Cost Comparison

When the delta is positive, there is no financial incentive to switch from HFO towards this fuel type.

n Figure 2. Delta Forecast EU ETS Price and Break-Even Price

further financial stimulus for alternative fuels compared to the tank-to-wake basis of EU ETS.

Thirdly, several other public and private initiatives are developed or under development to bridge the cost gap in favour of alternative fuels. These initiatives either aim to reduce the future price of alternative fuels (e.g. future EU Innovation Fund subsidies to the benefit of hydrogen and alternative fuel production or contracts for difference schemes initiatives) or aim to better align and aggregate supply and demand (e.g. the German H2Global auctions or green corridor initiatives). The gradual substitution of fossil fuels by zero/low carbon fuels requires both the carrot (EU ETS) and the stick (FEUM, IMO).

Article authored by Michiel Verduijn, Senior Maritime Economist, Royal HaskoningDHV

n Next up is the IMO strategy to achieve net zero by 2050 – this is now moving from concept to detail

(current prices

Source: Royal HaskoningDHV

Source: Royal HaskoningDHV

COMBATTING ILLICIT CARGO

Captain Steve Bomgardner, VP Shipping & Offshore, Pole Star Global, highlights the deceptive shipping practices rampant in illicit cargo transportation and identifies key preventative measures

The global maritime and transportation industries are pivotal in facilitating the movement of goods and people worldwide. However, these sectors are increasingly targeted by bad actors seeking to exploit vulnerabilities for illicit purposes, such as smuggling contraband, circumventing sanctions, and money laundering.

In a recent announcement, the U.S. Department of the Treasury’s Office of Foreign Assets Control (OFAC) has issued a warning call, urging port executives and industry stakeholders to bolster defences against the rising tide of illicit cargo shipments. Critical in the fight against these negative aspects are the compliance measures highlighted by OFAC as well as leveraging maritime intelligence to fortify the port industry against these challenges.

DECEPTIVE SHIPPING PRACTICES

Deceptive shipping practices pose significant risks to port operations and, at the same time, undermine the integrity and security of global supply chains. Illicit actors manipulate location or identification data by tampering with vessel tracking systems such as AIS, falsifying vessel documentation, or assuming false identities to obscure the identity or location of cargo. These practices not only facilitate the clandestine movement of illicit goods but erode transparency and trust within port and terminal operations.

Furthermore, the falsification of cargo and vessel documents is prevalent, involving counterfeiting shipping documents, altering goods descriptions, or forging certificates of origin to disguise the true nature of cargo. These fraudulent activities represent significant safety and security risks within port facilities, and also compromise the reliability of essential documentation required to ensure efficient port and terminal operations.

Ship-to-ship transfers at sea is another tactic employed by illicit actors to obscure the origin and destination of cargo, presenting formidable challenges to port authorities in monitoring and regulating maritime traffic, thereby increasing the risk of illicit activities within port premises.

Moreover, these bad actors often utilise complex ownership or management structures to obscure vessel or company ownership, complicating efforts to identify the true beneficiaries of illicit shipments. This obfuscation has the joint effect of facilitating illicit activities within ports jurisdictions, while at the same time hampering efforts to hold accountable those responsible for illegal operations.

OFAC’s FIVE KEY MEASURES

To mitigate these risks, OFAC emphasises the importance of implementing the following compliance measures:

• Establishing effective sanctions and export control compliance programmes: Companies should develop comprehensive policies and procedures to identify and mitigate potential sanctions violations. This includes screening transactions against government lists, conducting due diligence on counterparties, and training personnel on compliance requirements.

• Implementing location monitoring best practices: Organisations should monitor the location history of

vessels, vehicles, and aircraft to identify prior manipulation or disabling of location or identification tracking data. This can be done through a variety of methods, such as Automatic Identification System (AIS) monitoring, satellite imagery, and physical inspections.

• Conducting thorough “Know Your Customer” (KYC) investigations: Companies should conduct rigorous background checks on counterparties to ensure their legitimacy and adherence to relevant regulations. This includes verifying their legal registration, financial standing, and business activities.

• Exercising supply chain due diligence: Entities should evaluate the potential risks associated with their supply chains and take steps to mitigate those risks. This includes verifying the authenticity of shipping documents, ensuring that cargo is not diverted to prohibited destinations, and conducting due diligence on all intermediaries involved in the supply chain.

• Sharing information with law enforcement: Companies should report any suspicious activities to relevant authorities promptly. Information sharing plays a crucial role in disrupting illicit trade networks and identifying the perpetrators of these crimes.

LEVERAGING INTELLIGENCE TECHNOLOGY

Maritime intelligence technology offers powerful tools to fortify port security and combat deceptive shipping practices. Advanced platforms provide real-time tracking and monitoring of vessel movements, enabling port authorities and executives to detect anomalies and suspicious activities. Predictive analytics can assess the risk associated with incoming vessels and cargo, allowing for targeted inspections and enforcement measures to take place. This collaborative information sharing among port officials and communities, in conjunction with robust compliance functionalities, can help to streamline regulatory compliance processes.

n Illicit cargo practices represent a growing business risk – key guidelines from OFAC aim to mitigate this risk

BIG INVESTMENTS SCHEDULED

Key politicians spoke big investment stories at the recent Intermodal South America Conference and trade show held in Sao Paulo, Brazil

The Intermodal South America conference and trade show 2024, held in Sao Paulo, Brazil, broke all attendance records, with more than 44,000 participants. Held over the three days in March it was a buzzing venue with big-hitters out in force.

Brazil’s Transport Minister Renan Filho, led the way, but he was closely followed by Ports and Airports Minister Silvio Costa Filho and Tarcisio De Freitas, the Governor of the State of Sao Paulo, who carries extra clout as he was formerly the Ports Minister during the presidency of Jair Bolsonaro (January 2019 to 2023). He is said to have a long-lasting influence over affairs in South America’s largest port of Santos.

A total of Reais21 billion (US$4.14 billion) has been earmarked to be spent on projects for the port of Santos alone over the next four years ‘‘

This triumvirate of heavyweight politicians were united in calling for improvements in Brazil’s under-funded and inadequate infrastructure and all of them – despite political differences between De Freitas and the Brasilia based duo –seemed confident that billions of dollars will be forthcoming for the much-needed investments in infrastructure.

In fact, a total of Reais21 billion (US$4.14 billion) has been earmarked to be spent on projects for the port of Santos alone over the next four years, with some Reais6 billion of that going on a tunnel to connect the right and left banks of the Port of Santos, to give improved connectivity for South America’s largest port. There is also Reais1.4 billion set aside for a new passenger terminal in Valongo, on the site of the Ecoporto port terminal, which will move to Saboo.

Much of the remainder will go on road and rail improvements, including Reais1BN on rail that will boost freight capacity from 50 million to 115 million tons per annum.

Also, very good news for the port community is the Reais324.1 million promised for the deepening of the navigation channel down to 16 metres over the next five years.

“This dredging is absolutely key for Santos if it is become an ECSA hub and accommodate the biggest vessels coming to South America,” said Leandro Carelli Barreto, of Solve Consultancy, who attended the IM show.

De Freitas was equally effusive regarding the need for improved infrastructure and logistics:

“This fair is the biggest of all time and brings opportunities to connect with service providers and talk about intelligent transport systems, at an extremely interesting moment for Brazil,” he enthused.

INTERLOG SUMMIT

As part of IM, the Interlog Summit staged a key debate: Strategic connections: Agribusiness logistics, which highlighted logistic problems suffered by one of Brazil’s key exporting sectors, one which is responsible for 49% of the country’s 2023 US$98 billion trade surplus.

“In many ways Brazil’s biggest competitor is actually ourselves, internally. And the secret to overcoming this and not having bottlenecks is an adequate infrastructure network for grain production,” said Eudis Furtado Filho, a director of railroad company Rumo.

But not everyone is entirely happy with the way things are panning out in Santos, which is responsible for around 31% of all Brazil’s foreign trade, and some say could face a capacity crunch in the near future.

Patricio Junior, Director of investments for Terminal Investment Limited, the stevedoring arm of MSC, which has a 50% stake in BTP, notes: “The Intermodal Show has been a great success and I have never seen so many people attending. However, I do believe that we will face some infrastructure problems due to bottlenecks in Brazilian ports caused by a lack of capacity, so I hope that the government will rethink the STS10 Project.”

STS10 was scrapped when Lula came to power last year.

n On the occasion of the 28th edition of the Intermodal show, more than 500 national and international exhibiting brands were present, including 101 new exhibitors – Sao Paulo, Brazil

Marina Bay Sands, Singapore

Green Ports and Shipping Congress will identify and prioritise the areas that ports-based organisations and shipping companies need to collaborate on to reduce emissions.

Green Ports & Shipping Congress will cover a range of topics addressing the aspects of energy transition plans and implementation as they affect port operations and ships.

Conference Programme

Sponsors

For further information contact the Events team on +44 1329 825335 or email info@greenseascongress.com

DAY ONE – Wednesday 8th May 2024

08:00 Coffee & Registration

09:00

Welcome by Chairman/Moderator

Keynote Panel: Ports and Shipping - collaboration to achieve 2050 goals

Shipping already has regulations to follow from the IMO but what do they need from Ports to achieve these goals?

09:10 Shipping already has regulations to follow from the IMO but what do they need from Ports

-09:50 to achieve these goals? Confirmed panellists include

Moderator: James Forsdyke, Managing Director, Lloyd’s Register Maritime Decarbonisation Hub

Er Tham Wai Wah, Chief Sustainability Officer, MPA

Dr Sanjay C Kuttan, Chief Technology Officer, Global Centre for Maritime Decarbonisation

Lars Robert Pedersen, Deputy Secretary General, BIMCO

Captain K. Subramaniam, General Manager, Port Klang Authority and Past President, IAPH

Antonis Michail, Technical Director, International Association of Ports and Harbors / World Ports

Sustainability Program

Evelyn Teng, Head of Contract Pricing, Maersk Southeast Asia Ocean

09:50 Question & Answer Session

10:30 Coffee & Networking

Session 1: Future marine low and zero-carbon fuels

Future marine low and zero-carbon fuels including biofuels, methanol, ammonia, and potentially hydrogen. Alternative fuels hold the key to decarbonising the maritime industry, through both emission-free powering of vessels and port operations.

Moderator: Lars Robert Pedersen, Deputy Secretary General, BIMCO

10:55 Maritime Forecast to 2050

-11:40 Girish Sreeraman, Area Business Development Manager, Maritime, DNV

The Maritime Forecast to 2050 outlines how the maritime industry should continue to collaborate with fuel suppliers and other stakeholders from an early stage so that clarity over demand can be established, paving the way for final investment decisions across the value chain, both onboard and onshore.

Methanol: A Future-Proof Marine Fuel

Christopher D. Chatterton, COO, Methanol Institute

Methanol has emerged as a leading alternative marine fuel, now dominating the orderbook for newbuild container ships. Let’s explore methanol’s role as a practical, affordable, and sustainable marine fuel, across the full range of shipping

11:40 Question & Answer Session

12:15 Lunch & Networking

Session 2: Infrastructure Development

This session will cover solutions for creating a sustainable port infrastructure including future fuels bunkering requirements.

Moderator: Ashish Anilan, Assistant Director iCARE, Sustainability Lead, BV

13:40 The potential of ports in developing Sustainable First Mover Initiatives

-14:40 Jack Spiros Pringle, Lead Consultant, Lloyd’s Register

Supporting the Global Shipping Industry Decarbonise: the importance of robust port land use planning and smarter landside infrastructure delivery at key ‘energy ports’ and terminals

Jason Sprott, Executive Director (Ports & Airports), National Transport Research Organisation (NTRO)

The presentation will address: the principles of robust network / master / land use planning to enable the successful development of key energy ports that will play a key role in the decarbonisation of the shipping sector and, the landside decarbonisation opportunities for port and terminal projects.

From a ports perspective

Han Ning, Principle Consultant, Drewry Maritime Advisors

Key insights from a leading consultant in the region. Drawing on experience of three greenfield port projects and her work as head of port business in Southeast Asia

14:40 Question & Answer Session

15:00 Coffee & Networking

Session 3: Green Finance

The session will be a discussion between banks, regarding sustainable loans and how they will help, as well as a classification society, a shipper and a port on how they have utilised green finance.

Moderator: Jackie Spiteri, Managing Director, Sustainable ESG

15:30 Raising money for decarbonization with green, sustainability-linked and transition loans and bonds

Pang Toh Wee, Senior Consultant - Maritime Advisory, DNV Sustainable finance in growing exponentially across industries. In the maritime industry, many ship owners, yards and terminal operators have already secured or issued – green, sustainability-linked or transition – loans and bonds. Learn how DNV can support obtaining Sustainable Finance.

15:45 ASEAN Taxonomy for Sustainable Finance

Eugene Wong, Chief Executive Officer, Sustainable Finance Institute Asia

The ASEAN Taxonomy is an initiative under the auspices of the ASEAN Finance Ministers and Central Bank Governors to promote sustainable activities and investments, in order to drive the region’s sustainability agenda.

16:00 A bank’s view on financing zero-carbon shipping

Jens Van Yperzeele, Director, Sector Coverage Transport & Logistics - Shipping, ING

16:15 Port Decarbonisation Fund

David Albertani, Chief Executive Officer, Catalytic Finance Foundation

The Catalytic Finance Foundation, funded by Bloomberg Philanthropies, is pursuing a blended finance initiative under the Catalytic Cities program to decarbonize shipping and ports. The Catalytic Finance Foundation has concluded that targeted investments in proven and standardized technologies at ports can accelerate the transition.

16:30 Question & Answer Session

16:50 Day 1 Conference Close

08:30 Coffee & Registration

09:00 Opening by Chairman/Moderator

Session 4: Green Shipping Corridors

Ports and shippers are signing deals which establish shipping corridors, allowing shipping routes to respond quickly to policy and make rapid decisions to create more sustainable container movement. Hearing from different green corridor projects and partners as to their involvement and collaboration for sustainability.

Moderator: Lars Robert Pedersen, Deputy Secretary General, BIMCO

09:15 Annual Progress Report on Green Shipping Corridors

Elena Talalasova, Senior Project Manager, Global Maritime Forum

The second edition of the Annual Progress Report on Green Shipping Corridors provides a checkpoint for a movement that, in just over a year, has grown in both numbers and maturity. Learn about a doubling number of initiatives and the notable increase in the level of maturity of these initiatives

09:30 Silk Alliance: An implementation plan

A Member from the Silk Alliance

Strategically positioned to lead the maritime energy transition, the Silk Alliance is a Green Corridor and first-mover initiative on zero-emissions shipping, with a fleet that operates across the Indian and Pacific Oceans and fosters partnerships with stakeholders across the maritime supply chain

09:45 MPA’s Green Shipping Corridor Projects

Mr Wei Siang New, Director, Maritime Decarbonisation & Net-Zero Pathways, MPA Green Shipping Corridors are maritime shipping routes that showcase low- and zero-emission life cycle fuels and technologies to achieve zero greenhouse gas emissions. Such corridors can spur early and rapid adoption of fuels and technologies that, on a lifecycle basis, deliver low- and zero-emissions across the maritime sector, placing the sector on a pathway to full decarbonization. Join this session to gain valuable insights into MPA’s various Green Shipping Corridors and its strategies to support the decarbonisation of the maritime industry.

10:00 Emerging Lessons from Global Initiatives

Mark Button, Associate, ARUP

This presentation will bring together lessons from Arup’s support to Green Shipping Corridor initiatives around the world. This includes technical lessons around energy supply to ports and development of port infrastructure, which can be key bottlenecks in developing zero carbon fuel supply ecosystems.

10:15 Question & Answer

10:35 Coffee & Networking

Session 5: Maritime Digitalisation

This session will feature case studies showcasing the digitalisation solutions and tools supporting ports and shipping in their journey to become more efficient and sustainable.

10:55 The Blue Visby Solution – A multilateral platform for reducing shipping GHG emissions through eradicating “Sail Fast Then Wait”

Haris Zografakis, Partner, Stephenson Harwood LLP

The Blue Visby Solution is a neutral, independent, and collaborative platform. comprised an algorithm, an operational system, a sharing mechanism, and a contractual architecture. It combines technology with two of the maritime industry’s most remarkable and enduring features: the inter-connectedness of stakeholders through agreements and long-standing traditions of collaboration in the face of common threats.

11:10 Modelling Green Corridors for Maritime Decarbonization

Ilias Soultanias, Managing Principal Engineer, Sustainability, ABS

In recent years, green corridors have been proposed to accelerate maritime decarbonization by addressing various technical, operational, and regulatory hurdles to adopt zero and near-zero emission fuels. To analyse the end-to-end decarbonization needs of the green corridor supply-chain, this presentation proposes a techno-economic optimization model that considers stakeholder interactions.

11:25 Port Optimization for GHG Emissions Reductions

Brendan Curtis, Chief Commercial Officer, OMC International

Ports and shipping channels are critical components of many nations’ transport infrastructure and make a significant contribution to the economy. This paper will present a case study for the latest digital solutions that integrate AI, IoT and advanced numerical modelling to maximise the efficiency of port operations, allowing ports to safely facilitate larger, deeper vessels, with a focus on the CO2 emissions reductions that have been achieved.

11:55 Question & Answer Session

12:15

Lunch & Networking

Session 6.1: Onshore Power Supply

Onshore Power Supply and what is needed for ports and shippers to be able to utilise this evolving technology.

Moderator: Antonis Michail, Technical Director, International Association of Ports and Harbors / World Ports Sustainability Program IAPH

13:45 New Shore Power class rules for tankers

Kapil Berry, Business Development Director, Maritime, DNV

DNV is the first class society globally to introduce new class rules for electrical shore connections specifically tailored for tankers, contributing to setting sector norms.

14:00 Flexible Systems solve the “Connection dilemma” for the climate-neutral port of the future”

Mr. Martin Tiling, Head of Business Unit Shore Power, igus GmbH

Ports vary in design and equipment. Container ships use cable drums for shore power, but their position on the ship varies. The Port of Hamburg uses igus’s iMSPO system, a movable socket solution that adjusts to the ship’s connection point, accommodating different ship sizes and docking positions.

14:15 Alternative Maritime Power: The key to greener ports

Dimitris Tsoulos, BLUE CONNECT Director, ERMA FIRST

As the gateways to global trade, ports are critical economic and commercial hubs, but they are also a major source of pollution. By connecting to an onshore power supply (OPS), a vessel deploying AMP can receive all the energy it needs to meet hotel load requirements, and so shut down its generators at berth to eliminate emissions, noise and vibrations.

14:30 Making the connection

Chris Poyner, Business Manager - Land Based Shore Connection, ABB

As a leading global supplier of both ship and land-side electrical infrastructure, ABB shares an insight into the available technologies for shore connection and charging, supported by real-world case studies detailing how these have been implemented.

14:45 Question & Answer Sessiob

Session 6.2: Green Technologies

Ports and shippers are introducing green technology, enhancing sustainability, and reducing their carbon footprint. This session will detail these technologies and how it affects both the portside and seaside.

Moderator: Ilias Soultanias, Managing Principal Engineer, Sustainability, ABS

13:45 Carbon Capture Projects in Europe and Southeast Asia, Challenges and Opportunities

Dr. Haoxin Xu, Lead Consultant, Department of Waste-to-Energy & Carbon Capture, Ramboll

This presentation delves into case studies derived from Ramboll’s hands-on involvement in Carbon Capture projects within Waste-toEnergy and Cement manufacturing facilities in Europe. Specifically, we analyze the technology landscape, procurement strategy, and commercial setup, as well as assess the financial viability of these initiatives.

14:00 ECOsubsea AS sustainable hull cleaning

Tor Østervold, Co-founder and CEO, ECOsubsea AS Biofouling removal is essential to optimize vessel performance, save fuel and reduce emissions, while at the same time protecting the marine ecosystem from the scourge of invasive species transfer between geographies as well as microplastics pollution.

14:15 Project REMARCCABLE

Eng Kiong, Director, Research & Projects, Global Centre for Maritime Decarbonisation

Project REMARCCABLE (Realising Maritime Carbon Capture to demonstrate the Ability to Lower Emissions) is the world’s first project aimed to demonstrate end-to-end shipboard carbon capture at scale.

14:30 Onboard Carbon Capture – Technologies, Regulations, Challenges & Value Chain

Mike Watt, Director iCARE / Future Shipping

Team SAZ, Bureau Veritas Marine

This session dives into onboard carbon capture (OCC) for cleaner shipping. It explores the technology’s current state, its potential for emission reduction, and existing capture methods. Finally, the presentation will explore how Bureau Veritas, a classification society, contributes to the OCC value chain through expertise, safety assessments, and compliance verification.

14:45 Question & Answer Session

Session 7: Collaborative projects

Collaborative projects to advance the deployment of zero/low-carbon solutions in the maritime industry. Detailing different projects that utilise different stages of the logistics chain.

Moderator: Lars Robert Pedersen, Deputy Secretary General, BIMCO

15:35 Solving the challenges for decarbonization of the maritime industry

Peter Bos, Leading professional Maritime solutions for Renewable energies, Royal HaskoningDHV

The maritime industry is eager to embrace change but faces hurdles in decarbonization. Challenges include unclear regulations, profitability concerns, renewable energy shortages, infrastructure investment dilemmas, unresolved technical and efficiency issues, and the fear of making wrong choices. To navigate these challenges, collaboration is essential to create a concrete roadmap for a sustainable future.

15:50 Collaboration with Green Marine on methanol bunkering training

and other collaborative projects

Siti Noraini Zaini, Regional Manager (Asia), IBIA

IBIA and Green Marine have worked together with the crew from the supplying tanker and the bunker surveyors involved in the methanol bunkering pilot in Singapore, identifying and plugging the training gaps and competency needs prior to the pilot.

16:05 Routes-based action plans: a toolkit

Taylor Wamberg, Regional Maritime Commercial Markets Manager, Lloyd’s Register

16:20 Multi-stakeholder action: Why cities and ports should work together

Archana Kannan, Senior Manager, Green Shipping Corridors, C40 Cities  and Strategy Consultant, Advisory, Arup

This presentation will look at the importance of a multi-stakeholder approach for success in maritime decarbonization, with a particular focus on the necessary collaboration between ports and cities.

It will look at strategies and initiatives for collaborative emissions reduction, innovation, and sustainable practices, with examples from leading port cities worldwide. The session will also discuss the key enablers and best practices for fostering successful collaboration.

16:35 Question & Answer Session

16:55 Conference Wrap up by Conference Chairman/Moderator

17:10 Conference Close

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Lunch and refreshments on both days

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BRAZIL: TERMINAL RESALES?

There is a lot of talk in Brazil about terminal resales but so far that is it all it amounts to, albeit well informed talk. Rob Ward identifies the players and actions to-date

Amidst a sea of speculation over a Bloomberg article that revealed a key shareholding was about to be sold to PSA International, the global port operator, Wilson, Sons, the variegated shipping group based in Brazil has just returned record profits of Reais404.9M (US$80.2 million) for 2023, up 19.5% over the previous year, and the share price has jumped 78% in a year.

During the recent Intermodal South America trade show, and prior to it, there was also much talk of Santos Brasil – still the biggest port operator for containers in the South American country - being sold to Terminal Investment Limited (TIL), the terminal operating arm of MSC, but the two parties are reported by informed sources, “not to have been able to agree a price.”

Some commentators suggest that the recent hike in the share prices for both companies is the main reason why sale prices cannot be agreed upon ‘‘

Santos Brasil has also returned very good figures for the fourth quarter (Q4) of 2023 and for the full year in conjunction with its container operations (in Santos, Imbituba and Vila do Conde). As PS went to press the share price was Reais13.41 per share, up 40% over the past three months.

Some commentators suggest that the recent hike in the share prices for both companies is the main reason why sale prices cannot be agreed upon. It is understood that with Wilsons it is the 56.5% shareholding of Ocean Wilsons –owned mostly by the Salomon family, headed by William –that is up for sale.

“PSA would probably be a better fit for Wilson, Sons than MSC as its sister company, PSA Marine, operate a fleet of [80] tugs globally and so this offer is a much more serious one than those from last year,” says a maritime consultant based in Sao Paulo, who has for many years been monitoring the entrance of global players into the once insular Brazilian market. Santos Brasil and Wilson, Sons are the only sizeable container terminals still in local, mostly Brazilian, hands,

especially after Libra Terminais closed for business five years ago, with PSA showing interest in that facility at the time.

FASTER PICK-UP

“On top of all this the Brazilian economy is picking up faster than expectations, following the new interventionist government of Lula [from January 2023], and in a very volatile world Brazil is now seen as a fairly safe bet for investment. It is understood that a Chinese company, possibly China Merchants, is also showing some interest in Wilsons, but PSA are favourites to take over.”

Last summer PS reported that Wilson, Sons had received an offer for its entire business portfolio – which includes Offshore Support Vessels and a shipyard as well as tugs and port terminals - from MSC, and the company admitted there had been talks but nothing concrete. This year they have repeated, officially, that some offers of a “non-binding” nature have been made through their advisers, Banco BTG Pactual SA, but nothing has yet been agreed and they are considering “all potential strategic options.” Wilsons has also issued two “clarifications” to stories in the Brazilian media and Bloomberg along the same lines.

And it is well known within Brazilian port circles that MSC and Maersk are manoeuvring to dismantle their longstanding global co-operation agreement and that this will impact on the BTP box terminal joint venture (on the right bank of the port of Santos) at some point.

The consensus amongst insiders is that either Maersk or MSC will probably take over Santos Brasil’s Tecon Santos facility (on the left bank of Santos port) and the company that doesn’t will be allowed to take over an extra land area to allow BTP to achieve significant expansion. This is a legacy from the failed STS10 new tender project. Sources at Santos Brasil say they cannot comment as it is a listed company.

It is common knowledge that PSA is “dying to get its hands oIt is common knowledge that PSA is “dying to get its hands on a Brazilian port terminal,” to add to its growing world-wide portfolio. The Singaporean outfit already has offices and inland freight terminals in Brazil but still doesn’t have a quayside terminal, but it’s not for the want of trying. With the Ocean Wilsons shares seemingly up for grabs this could be the best opportunity for PSA to finally breakthrough into Brazil’s terminal operations arena – at a price!

n Santos Brasil: one of the terminals in Brazil where there is talk of an equity sale

CONTAINER

PERU: COMPETITION BUILDS

APMT Callao has been resourceful and navigated through a difficult year by capturing transshipment cargo. But does this just portend the shape of things to come as competition for cargo hots up? Rob Ward investigates

Seeing an opportunity to balance out what was always going to be a difficult year throughput wise and with one eye on the opening of the Chancay Super Port at the end of this year, APMT Callao, has targeted transshipment cargo for the entire West Coast of South America, as being its salvation.

Fernando Fauche, Commercial Director, APMT Callao, and his commercial team saw early on that last year was not going to be a good one for Peru in terms of the economy and therefore the general cargo and bulk cargoes that are usually its staple diet.

“We knew it would be a bad year for the Peruvian economy and it was, with a -2 per cent contraction, but instead of just accepting it we took the situation in hand, agreed to bring forward our planned future investments into 2023 and we went for as much transshipment cargo as possible,” Fauche tells PS. “And it worked out very well!”

Indeed it did, with APMT Callao increasing its container transshipment handling by an astonishing 62 per cent, up to 302,000TEU out of a total of 1.106MTEU, a figure up 14 per cent from the 971,000TEU throughput in 2022. As well as ports in the south of Peru, the main targets were the north Chilean ports, including Iquique, but even those in the central belt of Chile –San Antonio and Valparaiso – also bled cargoes to APMT Callao. Thanks to this transshipment booster APMT Callao topped one million TEU throughput in 2023 for the first time.

I envisage, in a few years time, that we will be talking about the Callao-Chancay port cluster and it will serve more than just Peru, it will be a hub for the entire WCSA

Fernando Fauche, Commercial Director, APMT Callao

Although a significant player in boxes, APMT Callao’s traditional strength is in general cargo where it handles 100 per cent of the cars that are imported/exported into Peru, 70 per cent of general cargo as a whole, as well as 70 per cent of the corn and wheat that Peru imports. Cargo volumes across these sectors were significantly down, by 10 per cent, with 9.6 million tons handled in 2023, compared to 10.7 million tons in 2022. However, they are starting to bounce back, with the first three months of 2024 registering 2.6 million tons, up 2 per cent.

Fauche says the vast majority of car imports are from China, so that sector might come under pressure once Chancay is fully up and running given that Chancay will be operated by Chinese shipping company Cosco; although there are some vehicles that come from Brazil, Mexico and the US.

In terms of containers, APMT Callao, operating out of the Multipurpose North Terminal (TNM) competes in Peru’s Gateway port with DP World, which operates out of the South Terminal, and so invested heavily last year to be more competitive.

“We invested in an extra Ship to Shore Gantry Cane [from ZPMC] and to bring our berthing moves per hour up to 130,

which may not seem that high in terms of Asian productivity but is the highest in all of WCSA today,” claims Fauche.

DP World Callao remains the bigger terminal for boxes, handling 1.64 million TEU in 2023, up 11 per cent on the previous year and also including some increases in transhipment but nowhere near as much as its rivals. Last year DPW Callao completed its latest investment spree, of US$350 million, so it can better compete with the new US$3.6 billion port of Chancay being developed by China’s COSCO 60 kilometres north of the capital city of Lima. DPW has now invested US$1 billion in Callao since its start up in 2006.

FURTHER INVESTMENT

APMT Callao is also prepping for Chancay competition in the bulk sector. Fauche says that by July this year various June to June throughput figures will trigger a clause in the concession contract that will prompt the start of Phase 3 b, of the facility’s Investment Plan. Phases One and Two saw US$600 million invested in the terminal, Phase 3 A, last year, saw US$95 million [mainly on grain and general cargo terminals], and 3 B will see another US$450 million invested.

“Once this key phase is triggered,” explained Fauche, “we will build another deepwater berth for containers, purchase four more STSGs, 12 more RTGs and 14 more Terminal Tractors, and utilise an extra four hectares of land [to be reclaimed from the bay].

“I envisage, in a few years time, that we will be talking about the Callao-Chancay port cluster and it will serve more than just Peru, it will be a hub for the entire WCSA.”

APMT Callao is 51 per cent owned by APMT, 20 per cent by Peru’s Unimar Group with the remaining 29 per cent share owned by Terminal Investment Limited.

One Lima-based port consultant, who did not wish to be named, said that APMT Callao was “getting ahead of the game”, in terms of realising there probably won’t be enough Peru/Lima cargo for all three operators and that the best way to maintain profitability, now that Chancay is about to open, is to start attracting lots of transshipment cargo.

“Clearly the two Callao incumbents are working out their strategies to compete with Chancay’s opening,” said the veteran consultant.

n APMT Callao will soon move onto another investment phase designed to consolidate and expand its position in an increasingly competitive marketplace

REVOLUTION AT THE GATE

New innovations with automated gate systems mean they can play an increasingly influential role in optimising container terminal performance

SECTOR ANALYSIS: AI OFFERS MORE FOR AUTOMATED GATES

Automated gate systems play an important role in boosting container terminal efficiency and will further enhance productivity with the advancement of artificial intelligence (AI). Gate automation helps terminal operators in their quest to raise container throughput and achieve quick truck turnaround times by reducing congestion, transactions and wait times. As Chloe Grams, Product Manager, Gate Solutions, Tideworks Technology, points out, it has the added advantage of reducing operating costs, and creating a safer and more

sustainable working environment due to reduced truck idling and eliminating unnecessary moves. “Looking ahead, she suggests, “the increased adoption and advancement of AI in gate operations will redefi ne what is considered possible in terminal performance and planning.” Recent contracts and innovations, as detailed in the review below, underline the increasing adoption and development of automated gate systems within container terminals, with port operators reaping the ensuing benefits.

PRODUCT DEVELOPMENTS, INNOVATIONS, R&D AND CONTRACTS

Camco: US-headquartered Camco has launched The Bridge, a web-based platform that connects gate operating systems, rail optical character recognition (OCR), RTLS and crane OCRs. In the past, these systems had different user interfaces. This platform allows operators to manage and monitor their container terminal on a single screen. Another new feature is its compact All-In-One gate kiosk, which is smartphone enabled. This is deployed at truck driver self-service terminals where drivers perform

Certus Automation: Netherland-based Certus Automation has recently won new contracts for its automated gate solutions in container terminals and reveals that over the past few years, it has updated its AutoGate offerings. All of its OCR engines algorithms have been moved to deep learning engines, assuring even higher recognition rates and making additional features available. “In combination with the latest camera technology, higher productivity is achieved by means of accurate data capture and automated gate inspections,” it explains. Certus Automation has signed an

identification and registration tasks while remaining seated in their truck cabin. The robust kiosk suits harsh environments, and is customisable with optional components like printers, finger scan, barcode reader, and RFID/ID cards. Camco reports that its gate operating system (GOS) software includes a visual overview of gate operation, via graphical user interface, real-time process monitoring and built-in monitoring and diagnostic capabilities.

agreement with Nigeria’s Lekki Freeport Terminal, to deliver its Automated Gate Solution combined with Fleet Telematics and Position Detection to support gate and yard processes. The solution includes an automated gate which consists of five gate OCR portals, Weigh in Motion scales, 15 Gate Lanes equipped with kiosks, RFID readers and traffic control equipment and the GOS software suite together with a vehicle booking system. And last year Certus provided a new gate automation system for Associated British Port’s (ABP) Immingham Container Terminal.”

n ABP’s Immingham Container Terminal reports faster truck turnaround times following the implementation of Certus’s automated gate system

Identec Solutions: The company’s Terminal Tracker is currently used in gates across multiple sites globally. One such terminal that leverages the solution to improve visibility and turn times of trucks is the Georgia Port Authority (GPA) facility in Savannah, GA. USA. This terminal has an estimated 12,000 gate moves per day, all trucks entering the facility are using the RFID tag that is fixed to the truck. This tag helps GPA get rapid identification of the driver thus speeding up gate transactions. The system reportedly works well in complimenting existing OCR and GOS systems while assisting the TOS in recognising which driver has arrived. The same tag is then leveraged during the yard operation hand off to the CHE to container handoff and job promotion. So, the

Kaleris: US-headquartered Kaleris has recently launched new gate functionality across its Navis TOS solutions to streamline and simplify gate management while also reducing carbon emissions. SmartAccess is a digital portal that optimises gate operations by connecting terminals and their communities via a web-based tool. Trucking companies, line operators, agents, and beneficial cargo owners can use SmartAccess to manage appointments, bookings, and pre-advise on pick-ups or drop-offs of

OneStop: At the close of 2023, OneStop launched OptiBook, their next generation container management solution, seamlessly integrated with the OneStop Vehicle Booking System (VBS).The OneStop VBS stands as a cornerstone in the industry, and the launch of OptiBook aims to elevate container terminal transactions by leveraging data analytics to streamline vehicle bookings, drive efficiency, and optimise landside demand management in alignment with real-time terminal operations. With its ability to harness real-time insights, OptiBook empowers stakeholders to navigate market dynamics with agility, ensuring seamless operations

smart-Tecs: US-headquartered smart-Tecs says that its gate operating system is “consistently and proactively upgraded for efficiency and security”. The automated system is available as either a standalone system or integrated with any TOS system. It includes customisable gate kiosks and a standard set of devices for data collection and driver instruction. A configurable user interface and streamlined user experience

Tideworks Technology: US-headquartered Tideworks Technology’s terminal operating system (TOS) offers integration capabilities with gate operating and vehicle booking systems. Chloe Grams, Product Manager, Gate Solutions, Tideworks Technology says: “These integrations help terminal operators manage activity before truckers arrive at the gate. Once at the terminal, the automation technologies allow real-time monitoring to determine the status and location of containers. This

Visy: Visy has developed a trio of new solutions as part of its participation in the Business Finland funded project SMARTER, which took place between March 2021 and February 2023. The Finland company’s contribution focused on AI for lightweight terminal access infrastructure. It developed a mobile solution for cargo traffic at the gate, explaining that while in most ports today, driver check-ins are manual, it believes that this will “transform into hand-help apps in the near future”, with benefits including a reduction in both check-in time and physical hardware as well as providing a better understanding of the people who are inside the facility. The company has piloted the system to aid its further development. It is also piloting a track-and-

beneficial use of the tag extends beyond the gate. The identification at the foot of the CHE takes place automatically thus the equipment operator is not required to input any data or make confirmations manually. The position detection and PLC interface takes over from this point forward to update the TOS of the position automatically. Identec Solutions makes the point that while RF technology has been in use for many years in ports and general industry Identec’s proprietary system has been true to the cause of automation for many years. While active RF technology remains superior in order to achieve yard automation, less expensive passive systems are now being used in gate areas by many customers in conjunction with Terminal Tracker.

imports, exports, or empty containers. SmartAccess is part of the Kaleris Execution and Visibility Suite of solutions and leverages appointment logic from the TOS to schedule and maintain appointments. Trucking companies can use the Navis Terminal Visits mobile app to manage appointments and enter the terminal by scanning an in-app QR code at the gate. Navis integrates its Navis TOS gate modules with physical gate kiosks provided by hardware companies.

and mitigating congestion. This innovative solution not only enhances operational efficiency but also fosters collaboration and informed decision-making among stakeholders. OptiBook was first deployed at Patrick’s container terminal in East Swanson, Melbourne with Michael Jovicic, CEO, Patrick Terminals, reporting that the system provides the ability to optimise landside container management to the benefit of transport operators, truck drivers and the terminal team. It is, he says, effectively a win-win. OptiBook, OneStop emphasises, is not just a solution—it’s a catalyst for progress, setting a new standard for efficiency and innovation in the logistics industry.

provide terminals with real time data visibility through dashboards and reporting. The US based company says that it has a recorded 99.99% uptime rate measured during working hours, eliminating lost working hours, improving productivity, and increasing gate capacity. Additional features and solutions include RFID, OCR, LPR or WIMs to boost data driven decisions and optimise operations.

visibility for the trucking community and terminal operators impacts yard equipment productivity and the consistency of truck turnaround times.” Genesee & Wyoming Inc. (G&W) leverages Tideworks’ Intermodal TOS to power automated gate solutions for its UK rail and container terminal operations. Tideworks Intermodal Pro and Traffic Control solutions are integrated with Advent eModal’s vehicle booking and Camco Technologies’ gate management systems.

trace system, Visy Area, that uses overview cameras. The cameras work together facilitating a smooth handover of tracked vehicles between cameras. The solution integrates data with the Visy Gate Operating System and license plate recognition, thus keeping track of vehicle and cargo identities and locations throughout the facility. Its third solution, Virtual Trigger, implements gate events triggering directly from the video stream instead of via physical ground loops, photo cells, or laser scanners. While this feature is already in production, Visy has introduced a new angle as during the project it moved the AI component from the server to the edge (inside the camera). This decreases the need for CPU power network bandwidth, and configuration.

IFRS-S2 GAME CHANGER

Jaret Fattori, Programme Director, Climate & Environment, BMT, considers how port management strategies are evolving in response to climate risk and climate reporting standards, and what the implications are for operational resilience and corporate responsibility?

In the dynamic intersection of environmental stewardship and global commerce, the maritime industry, particularly port authorities and terminal operators, is witnessing a pivotal transformation. The dual imperatives of addressing climate risk and adhering to upcoming climate reporting requirements are catalysing a significant shift in management strategies. This shift is not only redefining operational resilience but also recalibrating the essence of corporate responsibility within this vital sector.

The last decade has seen an exponential surge in the demand for logistics services, driven by robust freightforwarding needs across various industries and a consumerled explosion in e-commerce. This demand has positioned ports at the vanguard of climate action and innovation.

Given that over 80 per cent of the volume of international trade in goods is transported by sea, the role of port operators in crafting sustainable and future-ready terminals for intermodal users is more critical than ever[1].. Amidst a backdrop of rising greenhouse gas emissions from the transport sector, which saw a four per cent increase in 2022, ports stand as key influencers in the journey towards sectorwide decarbonisation.

Traditionally, ports and terminals have pursued sustainability through initiatives aimed at decarbonising operations and fostering low-carbon transportation networks, epitomising corporate responsibility. These initiatives served as a testament to an organisation’s dedication to regional sustainability and environmental conservation. However, the

[1].Review of Maritime Transport 2023, UNITED NATIONS CONFERENCE ON TRADE AND DEVELOPMENT, 2023.

emergence of new reporting standards, such as the International Financial Reporting Standards (IFRS) S-2 on climate risk, mandates a paradigm shift. This framework underscores the need for a comprehensive understanding of climate change’s impact on entities, spanning asset management, financial robustness, and operational resilience.

IFRS-S2: DIFFERENT ESG FRAMEWORK

IFRS-S2 specifically, absorbing the previous Task Force on Climate-related Financial Disclosures (TCFD) framework, is tailored to climate related risks and opportunities, and is therefore slightly different from other Environmental Social Governance (ESG) frameworks that exist. It largely seeks to evaluate how the climate will affect the business/ organisation, instead of employing the corporate responsibility lens of how the business/organisation will influence the environment. As such, governance around these risks seeks to establish the operational resilience of the business to the risks posed by climate change. These risks may be in the form of physical impacts, health and safety, market trends, and access to financing, among others, and are being assessed by investors who want to ensure they are aware of all vulnerabilities affecting an organisation.

This necessitates a more reflective approach to management strategies, compelling ports to assess not only their influence on the climate but also the reciprocal effects of climate variability on their operations. Efforts like integrating resilient design into port infrastructure, updating maintenance and operations plans to reflect changing climate conditions, electrifying port-handling equipment and implementing energy-efficient warehousing are

n IFRS-S2 seeks to evaluate how the climate will affect the business/ organisation and heralds new scope for corporate responsibility reporting

By adopting a holistic approach that addresses both climate change and digitalisation, port operators can redefine their roles in the global supply chain ‘‘

Jaret Fattori, Programme Director for Climate & Environment, BMT

foundational steps toward minimising a ports exposure to physical and transitional risks.

Yet, the maritime sector’s broader shift, marked by the advent of part-battery-operated vessels and governmental funding for zero-emission ships, heralds a deeper transformation. The growing inclination towards domestic inland shipping, which promises significant reductions in road traffic, highlights the transformative role of ports in sculpting a sustainable logistics framework.

The journey to net-zero practices demands substantial investments in infrastructure, from the installation of docking station charge-points to the provision of alternative fuels like hydrogen or ammonia.

Leveraging automation, machine learning, and robotics presents cost-effective solutions to labour shortages, bolstering safety and ensuring continuity in supply chains.

The progression towards Smart Ports, characterised by digitalisation and enhanced freight movement visualisation, aligns with broader climate management efforts, offering a comprehensive vision for the future of port operations.

However, this transition toward net-zero and digital modernisation is not devoid of challenges. The inherent risks associated with new fuels, such as hydrogen, including safety and operational hazards, alongside the imperative to consider the full lifecycle emissions of alternative fuels, pose significant hurdles. The intricacies of carbon accounting and the imperative to delineate liability for environmental pollution across the freight journey are crucial in precluding litigation

and facilitating a seamless transition to sustainable practices.

Anticipating and mitigating physical climate risks, from coastal erosion to extreme weather phenomena, is essential for safeguarding ports and their assets. Furthermore, evaluating an organisation’s reliance to upstream dependencies such as supply chains, utility networks, workforces can help identify further risks, and highlight areas to improve management and strategic decisions.

TRANSFORMATION ANTICIPATED

Looking forward, the port landscape is poised for a transformation driven by net-zero objectives and digital imperatives, shaped by stakeholder expectations, regulatory mandates, and the pursuit of operational efficiency. Yet, this forward march requires a nuanced balance between seizing emergent opportunities and adeptly navigating the complex maze of operational and logistical challenges.

Collaboration stands out as a pivotal strategy in this context, fostering innovation and fortifying the resilience of ports as they evolve into sustainable, interconnected nexuses of future transportation. By adopting a holistic approach that addresses both climate change and digitalisation, port operators can redefine their roles in the global supply chain, ensuring enduring relevance and leadership amidst the evolving environmental and technological landscapes.

In summary, the ongoing evolution of management strategies in ports, prompted by climate risk and climate reporting, signifies a fundamental shift towards enhanced operational resilience and a reimagined scope of corporate responsibility. With authoritative entities like BMT at the helm, the maritime sector is well-placed to navigate the multifaceted challenges and opportunities presented by climate change, ensuring that ports remain indispensable pillars of global trade and environmental guardianship.

Specifically, BMT’s advisory role in climate risk analysis and climate disclosures underscores its commitment to enhancing transparency and uniformity in climate-related disclosures. With IFRS-S2 mandates gaining traction globally, BMT’s services in carbon accounting and climate risk are invaluable for clients aiming to meet IFRS-S2 and ESG objectives.

n Evaluating an organisation’s reliance on upstream dependencies such as supply chains can help identify risks and highlight areas to improve management and strategic decisions

AI IN TOS: UNLOCKING BENEFITS

Chad Van Derrick, Vice President, Product Management, Tideworks Technology, highlights the opportunities presented by the adoption of AI in TOS and charts a practical path to its implementation

The opportunity to harness Artificial Intelligence (AI) in Terminal Operating Systems (TOS) represents a significant advancement in optimising terminal operations. This innovation promises to boost operational efficiency by automating manual tasks and utilising predictive models to anticipate future needs. From minimising yard congestion to anticipating equipment maintenance and monitoring environmental conditions for worker safety and cargo integrity, the potential applications are vast.

AI isn’t as novel as some might believe. In the data community, we’ve been developing algorithms, crafting data models, and delving into predictive analytics for quite some time. AI seeks to leverage those technologies and apply automation, reducing human involvement where possible. With tools like ChatGPT and Microsoft Co-Pilot, data is swiftly collected and analysed. Consequently, when one prompts the model with a question, words are automatically woven together in a predicted manner to form a response.

Likewise, the fundamentals of this same technology can be implemented within terminals. For example, container data can be quickly gathered and updated, then compared to analogous historical data to forecast the future movement of a container. Leveraging this prediction, AI can automate the necessary equipment tasks. This can help reduce operational costs while increasing terminal safety.

LAYING THE FOUNDATIONS FOR AI

As TOS is integral to a terminal’s technology ecosystem, certain components are essential before pursuing AI integration. Three key capabilities emerge as essential pillars

as terminals seek to optimize their operations: data governance; digital twins, and simulation. These elements collectively contribute to enhancing efficiency, ensuring safety, and driving innovation within terminal environments.

Data governance is an essential yet often overlooked area in terminal management and a prerequisite for AI to ensure that the data used for optimising operations is accurate, reliable, and compliant with regulations. Without proper governance, terminals risk using flawed or biased data, leading to inefficiencies and potential safety hazards. Data governance establishes rules, policies, and procedures for data management, including data quality control, access control, and data privacy protection. Implementing robust data governance practices can help terminals maintain trust in their AI systems, mitigate risks, and ensure that AI-driven insights drive positive outcomes.

Further, software that provides visualisation and management of equipment through digital twins offers significant value in terminal management by creating virtual replicas of terminal infrastructure and operations. These digital twins leverage real-time data from sensors, IoT devices, and other sources to mirror the behaviour and performance of terminal assets and processes. This allows terminals to monitor and analyse operations in real time, predict maintenance needs, and optimise resource utilisation. By integrating AI with digital twin technology, terminals can unlock insights, improve decision-making, and drive innovation to enhance overall terminal efficiency and performance.

Lastly, simulation software plays a crucial role in terminal management by allowing operators to test and validate AI

n AI in TOS offers the potential for significant operational benefits but a measured approach is required to its implementation

ADOPTING AI IN TERMINAL OPERATING SYSTEMS

models in a virtual environment before deploying them in real-world scenarios. Simulations enable terminals to explore various operational scenarios, optimise resource allocation, and assess the impact of changes without disrupting actual operations. This capability is particularly valuable in complex terminal environments where safety, efficiency, and reliability are paramount. By simulating different scenarios, terminals can enhance decision-making, improve productivity, and reduce downtime. Additionally, simulation facilitates continuous learning and refinement of AI models, leading to better performance in real-world terminal operations.

IMPLEMENTING AI IN TOS

As AI becomes more commonly integrated into TOS solutions, it’s redefining terminal operations—making them more proactive and predictive. Though it may be tempting to rush into AI integration with TOS, given its many advantages, the decision must be thought through carefully.

To initiate improvements with AI, pinpoint areas with significant inefficiencies or where measurable business value can be realised with low risk and high staff adoption probability. Avoid trying to tackle multiple problems simultaneously or searching for a single solution for optimisation. Instead, start by addressing a small, easily definable problem that can be measured. Gradually expand upon this success one piece at a time, and you’ll soon see substantial optimisation and improved business outcomes.

EVALUATING AI INTEGRATION

Implementing AI within TOS is not just about adopting new technology in pursuit of hopeful gains — it’s about implementing the right optimisation tool for the right problem.

It’s also crucial to evaluate the existing technology stack. AI should not be an isolated addition but rather a complementary resource that expands or supports current systems. Understanding how AI will integrate with current tools is key to maintaining sound data privacy and security while ensuring a seamless user experience.

When shopping for an AI tool, thorough market research is vital. Beware of “black box” solutions that fail to disclose how they operate. There is no special element here; users must understand the technology to trust and adopt it. Operators should evaluate available AI solutions that address the specific problem at the terminal, weighing their capabilities against the terminal’s specific requirements and long-term strategic goals.

SAFE AND EFFECTIVE INTEGRATION

As terminals integrate AI into their TOS, a measured adoption is the best way to navigate AI integration effectively. Gradual incorporation allows for the refinement of secure and safe practices and a smoother transition, minimising disruptions that could arise from a rapid, broad implementation approach.

To effectively leverage the transformative potential of AI, operators must also navigate the complexities of user interaction. The human element remains vital to terminal operations ensuring that the new tools enhance, rather than complicate processes, and ensure that safety remains paramount. Developing usage guidelines and providing thorough staff training cannot be underestimated. Supporting adoption and employee proficiency with AI tools can maximise their benefits.

It’s also helpful to remember that AI serves as an enhancement, not a replacement, for human oversight. AI assists in decision-making and can perform complex, detailoriented tasks, but it is not the “magic bullet” solution and requires the guidance and understanding that only people

The integration of AI within TOS solutions marks a pivotal moment in terminal operations, with the potential to redefine the global supply chain ‘‘

Chad Van Derrick, Vice President, Product Management, Tideworks Technology

can provide. Maintaining this balance is essential for achieving the full potential of AI in TOS and avoiding costly mistakes.

ADVANTAGES

Embracing AI transforms TOS into more agile, forward-looking systems, aligning terminals with the evolving demands of the global marketplace. By integrating AI, terminals can enhance operational efficiency, predict demand fluctuations, reduce costs through automation, improve customer service, and enable data-driven decision-making.

An example of how AI enhances operations is by predicting a container’s dwell time. This helps the terminal reduce container set-asides. Machine Learning aids terminal planning by accurately predicting dwell time, providing terminal operators with reliable insights into the optimal decking location and surface considerations before executing a move.

FUTURE PROSPECTS OF AI IN TOS

For terminals to evolve to meet today’s demands, they must strive for continuous, responsible innovation. The integration of AI within TOS solutions marks a pivotal moment in terminal operations, with the potential to redefine the global supply chain. Using AI-driven tools makes operations more streamlined, interconnected, and automated. These advancements promise to enhance the current logistics landscape and drive the industry toward a more efficient future.

As AI technology becomes more sophisticated, it’s likely to lead to additional breakthroughs that were previously out of reach, setting a new benchmark for what is possible as the supply chain industry aims to become more efficient. However, the successful adoption of AI in terminals depends on a thoughtful, strategic approach that accounts for the unique needs of each facility. AI in TOS will continue to grow and impact the way terminals operate, driving the path for further technological innovation for the supply chain industry.

Chad Van Derrick, Vice President, Product Management, Tideworks Technology:

Chad joined Tideworks Technology with over 20 years of experience delivering innovative large-scale products and services to market across a range of industries. Heading Tideworks’ Product Management organisation, Chad is responsible for injecting innovation, continuous improvement, and increased stability across Tideworks’ product suite.

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THE GREEN CONNECTION

Alexandros Trachanas, Chief Operating Officer of Harbor Lab*, shares his thoughts on the importance of connecting vessel operators with port agents offering sustainable portside solutions

Agents perform essential duties in ports and terminals around the world, facilitating fleets’ needs and performing a myriad of operations. With the ever-growing scrutiny on decarbonisation at sea and in ports themselves, ‘green’ agents are becoming key stakeholders in portside emissions reduction solutions.

With the International Maritime Organization’s (IMO) decarbonisation goal of achieving net-zero by or around 2050, the main focus has been on shipping’s more visible onboard emission reduction methods, including the adoption of alternative fuels.

However, the maritime sector must also look to land to bolster its decarbonisation credentials. The European Union’s Green Deal also sets an ambitious goal of a 90 per cent emissions reduction in EU port cities by 2050. Port-side operations must look to become more sustainable by employing more modern and efficient ways of working, from utilising new loading/unloading methods to reducing the release of pollutants from a vessel while berthed.

This is where the ‘green agent’ comes into focus. These are forward-thinking agents who are differentiating themselves in the market by offering sustainable solutions, enabling Principals to bolster sustainability strategies as their vessels remain docked. For this to be meaningful, however, green agents must be able to seamlessly connect with operators looking for eco-friendly partners.

This is where the ‘green agent’ comes into focus. These are forward-thinking agents who are differentiating themselves in the market by offering sustainable solutions ‘‘

Alexandros Trachanas, Chief Operating Officer, Harbor Lab

DECARBONISING PORT SIDE

Decarbonising portside operations can have a notable impact on the maritime sector’s sustainability strategies, and a positive effect on local port cities that are vital in day-to-day supply chains. While different solutions offer varying decarbonisation potential, and have separate practical and financial considerations, ports and agents are already implementing greener services. For example, ports are investing in new tugboats capable of running on cleaner fuels and have hybrid propulsion, as well as electrically powered cranes.

Agents themselves are supporting the green transition in different ways - many are monitoring their own carbon footprint with increasing transparency. An important role agents can perform is partnering with and promoting local green vendors, that can offer electric or low-emission launch boats and shore transportation (taxis/vans), carbon neutral stayovers, and delivery using drones to name a few functions.

*Harbor Lab is an independent maritime technology company serving key industry sectors and employing extensive digital technology. https://www.harborlab.com/

However, it is inevitable that some of these solutions may have financial implications for Principals that choose to use them. Many of the new technologies are, by their very nature, in need of substantial investment and Principals must be prepared to help front that cost. On the other hand, Principals would be able to market the result of their green practices to their own clients and potentially pass part or the whole cost to the next part of the value chain. Furthermore, some ports, recognising the importance and the impact green solutions can bring to the local community and ecosystem, subsidise the use of greener practices which can help offset any increased costs.

UNTAPPED POTENTIAL

For agents, offering green services can be a beneficial way of differentiating themselves in a very competitive market. At the same time, vessel operators are looking for more environmentally friendly practices, and shining a light on agents who adopt such practices. Showcasing their green credentials alongside their operational prowess, will make them more accessible and relevant to the wider marketplace.

At Harbor Lab, we have made great steps to adapt our online marketplace, bringing together Principals globally with suitable and recommended agents and vendors, to meet their changing demands as they seek new partners. We continue to ensure we respond to our clients’ feedback, when they are seeking more data on the green credentials of their agents to make more informed decisions. Highlighting the incredible work on offer by green agents is an important step in the platform’s future evolution.

Showcasing agents and vendors that offer greener services, is another step in boosting trust and enhancing transparency within the maritime ecosystem. This is part of Harbor Lab’s wider effort to democratise the agents’ market, enabling agents and vendors of all sizes to compete on a level playing field.

n Alexandros Trachanas, Chief Operating Officer of Harbor Lab presents the case for ‘green’ port agencies representing vessel operators

OPTIMISING THE BERTHING PROCESS

SAFE MOORING SCRUTINISED

The accident statistics relating to vessel berthing and related in-harbour movements are too high. T T Club partnering with Port Strategy recently opened the doors on wide-ranging discussions on how to bring these down

There is little doubt that the subject of optimising the berthing process, or safe mooring as it can alternatively be described, is an aspect that is worthy of more discussion and generally a higher profile than it presently enjoys. Certainly, this reflects the consensus of opinion as expressed at the Safe Mooring Seminar organised jointly by the Through Transport Club (TT Club) and Port Strategy at the end of March in London.

A whole day event, the seminar addressed the subject of safe mooring in both a macro and micro context. It was acknowledged early on, in the opening Port Strategy presentation, that particularly with the digital technology available today it is no longer appropriate to consider safe mooring as just a subject that is relevant to operations within the harbour limits. Optimising voyage planning can particularly aid safe mooring by ensuring arrival within an allocated window with all the benefits this brings in terms of complementing planned reception arrangements, avoiding harbour congestion and delivering satellite benefits such as reduced fuel consumption and carbon emissions.

RightShip, in an interesting presentation, expanded on this theme citing the benefits of the pre-arrival screening of vessels for safer port operations and providing informed perspective through mooring insights and statistics. The company’s digital platform accesses proprietary and thirdparty data to power the results of vessel vetting and inspections. It offers access to 235,000 vessels, 8,274 companies, 1.7 million Port State Control Records, 183,000

incidents, 50,000 terminal feedback reports, 18,000 RightShip inspections, 101,500 ratings and 625,000 vet requests.

The message was the RightPORT element of its platform can work to automatically screen inbound vessels for specific risks, consolidate risk analysis into simple Low, Medium and High vessel risk categories and generally empower proactive risk management facilitating safety and operational efficiencies. Further, more detailed analytical data is available spanning a wide range of criteria including risk by vessel type and insight into ship mooring lines, equipment and crew handling skills.

RightShip was also one of a number of the presenters to highlight the reality that ports are facing increased risks from vessels calling. It calculates that 51.5% of incidents occur

n A recent incident at Evyap Port, Turkey saw a 14,000TEU containership take out three ship-toshore cranes

n Regularly checking the structural integrity of bollards is an area often overlooked

OPTIMISING THE BERTHING PROCESS

within port limits, by far the biggest area where incidents occur, even more than at sea.

SECTOR PERSPECTIVES

The next two presentations – one from the UK Harbour Masters Association and the other from the port of Felixstowefocused more on the challenges of catering for different vessel types and the associated mooring arrangements.

There was a common theme to both presentations –basically the upscaling in size of different vessel types and In the former respect, the point was made the typical coaster today is now 190m LOA, twice the size of the previous generation, the growth in average tanker size was also pointed out and the inherent difficulties of mooring high sided car carriers, which, of course, will soon see a new, even bigger, generation enter service.

The port of Felixstowe presentation identified the largest containerships now being accommodated as typically having a LOA of 400m, beam of 61.5m, draft of 17m, a GT of 235, 580 tonnes and 24,000TEU capacity. The point was underlined in conjunction with vessels of this type of the need for particularly good communication between ship and shore to achieve efficient mooring. Ships’ crew operating with manual winches have to be particularly diligent to achieve equal tension in mooring lines and if auto-tension winches are employed they must be set properly. Crew awareness needs to be paramount. It takes half an hour to walk from one end

‘‘

The UK P&I Club recorded a total of 31 deaths and 858 people injured with mooring incidents alone between its 2017 and 2021 policy years –telling statistics!

of a container ship of this type to the other, so achieving equal tension in mooring lines requires some concentration.

The UK P&I Club was the next up relaying some more telling statistics. In mooring incidents alone between its 2017 and 2021 policy years it recorded a total of 858 people injured and 31 deaths – an alarming scenario! It was further pointed out that common causes underpinning these incidents comprise commercial pressure and fully understanding the risks involved in certain operations.

TECHNICAL FOCUS

The next series of presentations had an inherently technical focus – what can go wrong and what are the solutions available. These will be reviewed in Part II of the Safe Mooring Seminar Review which will feature in the May-June issue of Port Strategy.

Through Transport Club: A Proactive Approach

T T Club, as a provider of insurance and risk management services, is well known for taking a proactive approach to reducing key areas of risk in the international transport and logistics markets. Partnering with Port Strategy to deliver the first Safe Mooring Seminar is typical of this proactive approach. As Mike Yarwood, Managing Director Loss Prevention, explains:

“We identify the aspect of vessel berthing and all that it entails as an area where accident and fatality statistics are too high as

well as damage to vessels and quay and pier structures. In the preceding days to the seminar we have seen the Dali incident, an exceptional case, but also at Turkey’s Evyapport a containership hit the quay and take out three ship-to-shore cranes. There was also an incident with a bulk carrier in Australia’s Northern Territory, where a cyclone caused a bulk carrier to smash into its loading pier resulting in severe damage.

“The incidence of such events is too frequent and the cost in terms of lives and

n The accidents keep coming – at the beginning of April this bulker hit the quayside during mooring operations at the port of Lázaro Cárdenas, Mexico causing extensive damage to the quay

injury as well as port and vessel damage too high. The seminar achieved a real meeting of minds where it became evident that building channels of dialogue and information can play a big part in promoting best practice in safe mooring to the benefit of all concerned. We look forward to building on the positive experience of the Seminar.

TT Club’s services include specialist underwriting, claims management and risk and loss management advice, supported by a global office network.

BERTHING SYSTEM INNOVATION

Data and analytics are being increasingly deployed to boost the safety and efficiency of the berthing process

SECTOR ANALYSIS: APPLYING SCIENCE TO BERTHING

An increase in the size of vessels and climate change means that there is an ever greater drive to deploy data and analytics within mooring solutions. Royal HaskoningDHV, Port consultant Koos Toebes says: “Vessels are becoming ever larger, but at the same time, the traditional infrastructure of bollards, quays and fenders remain in use. There is also climate change to consider, with winds and storms becoming heavier and more frequent, as well as appearing out of their traditional seasons. This makes data driven digital tools very valuable.” He explains that by using data to predict bollard forces, the combination of ever larger vessels with aging infrastructure can still be possible up to certain

limits. Furthermore, by using data analytics to provide insight into weather windows, ports can learn where it is still feasible and safe to moor vessels. This means that port authorities might postpone investments in new quay infrastructure, like bollards. The topic of mooring is an important part of the ‘smart port’ focus, with Toebes stating: “There are still many accidents and injuries with people around mooring operations so it is a part of the whole port process where it is important to improve and provide more insights on.” Across the board, innovation is taking place in conjunction with the berthing process. Featured below is a company by company review of some of the more prominent developments.

DIGITAL FOCUS, MAXIMISING SAFETY AND PRODUCT INNOVATION

BollardScan: UK-headquartered BollardScan is an alternative to the load testing of bollards with tugboats, heavy wires and other machinery. This portable and lightweight equipment allows port operators to gain a comprehensive picture of the state of their bollards and indicates whether a replacement or corrective maintenance is needed. When scanning a bollard, sensors are placed on the surface of the structure above the ground. A vibration is initiated by tapping on the bollard in various directions and forces. The returned vibrations are recorded and analysed by a computer programme, with the results forming a basis for reporting including a risk analysis. BollardScan is certified by Lloyd’s Register, which says: “The inspection provides an empirical, non-destructive method of assessing and monitoring the structural integrity of a bollard and its mountings.”

n Cavotec’s MoorMaster NxG vacuum mooring systems have been installed at Port of Kapellskär, the first application of its kind in Sweden

n Testing the structural integrity of a bollard - the methodology developed by BollardScan is based on the transmission of vibration and sound through the structure allowing faults to be detected

Cavotec: Switzerland’s Cavotec has scooped new port contracts for its MoorMaster NxG vacuum mooring system. In October last year its system entered service at Port of Kapellskär, part of Ports of Stockholm – a milestone, as this is the first application of its kind in Sweden. It is being used to moor Finnlines’ new ropax Finnsirius, mooring and releasing the vessel in less than 30 and 15 seconds, respectively. “[The] vacuum technology improves sustainability by providing a safer working environment and reduced environmental

Geobrugg: This company has recently been engaged in developing what it describes as “a suite of validated snapback solutions that can drastically improve mooring efficiency and safety. while reducing maintenance downtime and revenue loss.” Snapback is basically when a mooring lime ruptures at which time it can pose a serious threat to the nearby personnel both in terms of death and severe injury. Geobrugg quotes the alarming statistic that one in seven incidents can result in a fatality and the equally disconcerting statistic that one in five results in serious harm. To underline the threat posed it emphasises that a parted line can reach speeds of 1200km/hr. Geobrugg has developed its product range in collaboration with Holmes Solutions, specialists in

MacGregor: Finland’s MacGregor was the company behind the mooring solution for the world’s first autonomous container ship, Yara Birkeland, which enables mooring operations to be deployed without human intervention. The fully electrical system is based on a seven-axis robotic arm that takes the mooring ropes with loops and wraps them around bollards on the dock. The mooring system has redundant kinematics, with built-in movement compensation

Portchain: Provider of berth alignment and planning software for container terminals, Portchain has celebrated a milestone with the 100th terminal to be included in its Portchain Connect network, reaching 20 per cent of world capacity. This comes on the back of the Danish start-up’s announcement that it has raised a US$5m investment round from Angular Ventures. The latest funding for Portchain Connect, which was launched in 2021, takes external investment in Denmark’s Portchain to US$10 million. Portchain Connect streamlines the berth alignment process between terminals and shipping lines, enhancing the quality and speed of communication through ‘digital handshakes’ (indicators to identify when action is needed to re-align with a partner) and secure data sharing. Thor Thorup, CCO and co-founder of Portchain notes; “Portchain Connect empowers all 100 terminals in the Network to receive real-time updates directly from carrier systems, facilitating rapid responses and counter-proposals to align vessel schedules with terminal berth plans.” Portchain unveils future plans, saying it “looks forward to further collaboration in simplifying communication channels and improving overall berth alignment”. Its latest implementation is with Eurogate Container Terminal Wilhelmshaven (CTW). CTW will use Portchain Connect to increase the quality and speed of its berth alignment with customers.

RightShip: The Singapore-headquartered digital maritime platform has launched RightPORT, a risk management solution aimed at boosting operational efficiency and decision making for terminal operators during vessel pre-arrival preparations. Built using RightShip’s database, the solution’s features include pre-arrival checks and reviews to streamline processes and it provides full visibility of vessels’ risk profiles before they arrive in port. “This

impact,” explains Johan Wallén, Chief Commercial Officer at Ports of Stockholm. Using MoorMaster enables ships engines’ to be shut off sooner after arrival in port, resulting in significant fuel savings and reduced NOx and CO2 emissions and noise reductions . Cavotec, which provides shore- and ship-based shore power connection systems, explains that MoorMaster eliminates the need for potentially hazardous mooring lines with automated vacuum pads that moor and release vessels “in seconds at the push of a button”.

testing and validation with both companies initially responding to a requirement expressed by the BHP

Mitsubishi Hay Point Coal Terminal in Australia. This facility, Geobrugg explains, had already adopted many snapback control measures such as hook tension monitoring, mooring analysis and line management protocols. Despite this, however, in 2020 a high speed mooring line failure was captured on camera leading to the introduction of Geobrugg to come up with a solution. The basis of the Geobrugg snapback protection system is to provide physical barriers –permanent and others – to protect personnel and the vessel concerned. The company states that it was developed using a science-based and data driven approach.

and track planning. The vessel’s position against the quay informs the robotic arm where each bollard is located, and the track planning is automatically generated by the control system. When the loop has been placed around the bollard, load-controlled winches hold the vessel in the correct position against the quay. MacGregor says that its system “increases safety and eco-efficiency compared with conventional mooring operations”.

facilitates proactive risk mitigation for operators, but also supports effective resource allocation, berth management, and efficient operational processes”, says the company. The technology is fully automated, and integrated digital forms and terminal questionnaires enable swift communication between ports and incoming vessels, which the company says further optimises resource usage and reduces labour intensity.

n Portchain Connect streamlines the berth alignment process between terminals and shipping lines, reportedly enhancing the quality and speed of communication through digital handshakes and secure data sharing – it recently signed up the 100th terminal in its network

OPTIMISING THE BERTHING PROCESS

Royal HaskoningDHV: The Netherlands-headquartered consultancy’s Twinn Smart Mooring solution combines the results of hydrodynamic calculations and simulations of moored ships with local weather forecasts, in an online tool with a user interface that can be used in daily operations. The tool predicts mooring line forces, vessel motions, fender deflections and bollard forces days in advance. Royal HaskoningDHV port consultant Koos Toebes says: “Over the last 18 months, we have rebuilt the whole application from proof of concept into a really professional software package that is ready for the future and ready to scale up.” The company is planning to add a new insight into mitigation measures, either this year or the next. Toebes explains:

Samson: US developer of synthetic rope solutions Samson has introduced Defender Fuse. Designed to complement standard mooring systems, Defender Fuse is an overload warning system engineered to mitigate ‘snapback’ (mooring line recoil) situations before they occur. Consisting of a trigger and a catch, the catch material

ShoreTension: Netherlands’ ShoreTension has won a clutch of recent contracts for its cylindrical stand-alone device that anchors ships of any size to the quay. The company explains that it significantly reduces movement caused by strong winds, currents, swell or passing ships. It also aims to allow terminals to operate more efficiently. “Because ships are moored alongside the quay with greater stability, the ShoreTension promotes unhindered quay crane operations and significantly reduces the risk of damage during unloading and loading,” says the company. Furthermore,

Straatman Mooring Systems: Straatman Mooring Systems has launched Smart Bollard, which uses advanced technology to improve safety and efficiency in mooring operations. The bollard is equipped with sensors to measure the load on mooring lines and translate the structural movement arising from mooring line tension. The company explains that they increase safety by giving a real-time overview of the loads on the mooring lines and provide a better understanding of overall mooring forces as data is

Trelleborg: Dubai-headquartered Trelleborg Marine and Infrastructure has boosted the use of its mooring solution DynaMoor with a trial in Japan that is slated to commence this year. This marks the debut of DynaMoor in a Japanese port. The company has entered into an agreement with power generation company JERA Co. Inc. and NYK to trial two DynaMoor Type-L ship mooring systems at JERA’s Hitachinaka thermal power station. The system will be installed at the coal unloading berth and tested to assess its ability to minimise vessel movements and improve the overall cargo handling process. Richard Hepworth, Business Unit President, Trelleborg Marine and Infrastructure, reports:

Wilhelmsen Ships Service: Norway’s Wilhelmsen Ships Service’s total mooring solution consists of rope products, technical services and digital innovation. Included in the portfolio is its Line Management Application which provides a holistic overview of mooring lines in one app. It combines forecasting with Wilhelmsen’s AI system to allow the evaluation of surface-level rope abrasion, thereby reducing accidents and enhancing compliance of the vessel. Elsewhere, its digital mooring system Timm Smart Ropes has been developed and refined over the past three years. A measuring unit transmits key tension, time and temperature information via wireless communication to a

“Currently, we predict situations, but the next step is what are the effective solutions to mitigate situations. For example, how many tugs are needed to push the vessel against the quay to reduce the mooring line load and for which time slots? That is a black box at the moment for many port authorities.” Twinn is also taking part in a pilot project with the Port of Rotterdam, whereby smart bollards have been implemented on one berth, that measure the forces on them. The data that they are collecting is being measured against Twinn’s predictions in a validation programme. “If our predictions are in line with what is being measured, then we can really prove that our solution adds value,” says Toebes. The project is expected to finish in the third quarter of this year.

will elongate until it reaches its final length, up to 150 per cent more than its original, before complete rupture. In this way, the elongating material acts as an early warning system. The product, launched in October last year, has been designed to absorb energy within the entire mooring system.

operations can continue for much longer in bad weather, and visiting ships can be handled more quickly. In October last year, ShoreTension received an order to deliver eight more Dynamic Mooring Systems to the Port of Jorf Lasfar, Morocco, bringing the number of systems in the port to 20. ShoreTension is being used at the port to provide safety and stability to moored vessels in (long) swell periods. In August last year it announced that four of its Dynamic Mooring Systems have been purchased by Port of Salalah, bringing the total number of systems to eight at the port.

logged. The system’s dashboard displays and logs pivotal data for analysis, including load on the bollard ship, line, direction and angle, tide level, weather conditions and vessel history (using AIS data). Administrators can add users, establish alarms, and integrate the data into other systems through the provided API. The Netherlands-based manufacturer’s mooring and berthing equipment also includes Quick Release Mooring Hooks, Berthing Aid Systems, Ship-to-Shore Link systems and solar power systems.

“The challenging sea conditions at this location often result in mooring line breakage during ship unloading, which impacts operational efficiency and poses safety risks. The DynaMoor system will enable effective control of mooring line tension, minimising the likelihood of line breakage and ensuring safer and smoother operations.” DynaMoor features an electronically controlled hydraulic damper that regulates the tension of the mooring rope, resulting in reduced ship surge movement while in port. By balancing loads on the ship’s mooring lines, it ensures a more secure mooring experience. It Incorporates computer-aided design, finite element analysis, and hydrodynamic analysis technologies.

command module located on the bridge. This data is processed and transferred to a live feed, backed-up in the cloud, making mooring operations safer and more efficient. Elsewhere, in December 2022 Timm’s Snap Back Arrestor (SBA) received DNV’s Certified Technology approval – which it says is the world’s first and only SBA rope to receive this. “Wilhelmsen Ships Service have with their Snap Back Arrestor developed new technology going beyond existing standards. The intention of the technology is to increase safety in maritime by minimising the effect of snap-back in case of rope failure,” says Ingrid Skutle Høgsæt, Principal Engineer, DNV.

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

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

Bedeschi S.p.A

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

Via Praimbole 38, 35010 Limena (PD) – Italy

Tel: : +39 049 7663100

Fax: +39 049 8848006

Email: sales@bedeschi.com

Web: www.bedeschi.com

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

Overland Conveyor

Pipe Conveyor

Stacker & Reclaimer

Shiploader

Tel.: +49 2521 240

E-mail: info@beumer.com

Web: www.beumer.com

Telestack are a leading global manufacturer of equipment for the bulk material handling industry including Ship Loaders/Unloaders, Hopper Feeders, Truck Unloaders, Bulk Reception Feeders, Stockpiling Conveyors, Link Conveyors and Telescopic Stackers.

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LASE Industrielle

Lasertechnik GmbH

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

Rudolf-Diesel-Str 111

D-46485 Wesel, Germany

Tel: +49 (0) 281 - 9 59 90 - 0 info@lase.de www.lase.de

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HANDLING SYSTEMS :

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VIGAN Engineering S.A.

Belgium

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

DELLNER DAMPERS AB

Customised damper and buffer solutions for container spreaders and ship-to-shore, rail mounted gantry and process crane’s. When fitted to spreaders, our dampers protect the hydraulics’ and reduce noise. Our HYBUFF buffers protect operators and prevent damage in the event of an involuntary impact. P.O. Box 51, SE-642 22, Sweden +46-(0)157-45 43 40 www.dellnerdampers.se/

Rohde Nielsen A/S

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

Nyhavn 20

Copenhagen K. DK-1051

Denmark +45 33 91 25 07

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E LECTRIFICATION SOLUTIONS

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.

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C ARGO HANDLING EQUIPMENT

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

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

PACECO® CORP.

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ShibataFenderTeam Group

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Heavy duty rol e-chain® P4HD.56R The new heavy-duty rol e-chain meets all the relevant requirements for container cranes of the next and next-but-one generations. Longer and longer travels, greater dynamics, short stress cycles, zero failures.

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

Gemini House Cambridgeshire Business Park, 1 Bartholomew’s Walk, Ely Cambridgeshire CB7 4EA England, United Kingdom (UK)

Gemini House Cambridgeshire Business Park, 1 Bartholomew’s Walk, Ely Cambridgeshire CB7 4EA England, United Kingdom (UK)

Tel: +44 1353 665001

Taylor Machine Works, Inc.

Taylor Machine Works designs, engineers, and manufactures more than 100 models of industrial lift equipment with lift capacities from 4,000-lbs. to 125,000-lbs.

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igus® GmbH Spicher Str. 1a D-51147 Köln, Germany

igus® GmbH Spicher Str. 1a, 51147 Köln, Germany

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Tel. +49-2203-9649-0 info@igus.eu igus.eu/P4.1

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

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

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

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

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

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.

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Orts GMBH Maschinenfabrik

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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.

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

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

IDENTEC SOLUTIONS is an industry-leading, trusted partner in managing and monitoring reefer containers and optimizing entire terminal operations through solutions like Reefer Runner and Terminal Tracker. Contact: Stephan Piworus, Global VP Sales Marine & Ports, spiworus@identecsolutions.com; Mobile: +49 151 74122606 www.identecsolutions.com

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

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

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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.

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The Brain of Logistics

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MAFI Transport-Systeme GmbH

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w IRE ROPES

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Brunton Shaw UK is a successful manufacturer of high quality wire ropes for a wide range of applications. The company effectively combines more than 130 years of experience and tradition with an up to the minute range of products, and a customer service package ideal for the modern market place.

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Email: info@brunton-shaw.co.uk

www.brunton-shaw.com

•

Chinese built container cranes for US duty have been identified as a security risk. But does this proposition stack-up? While the Biden administration clearly thinks it does - hence funding of two billion US dollars to replace these cranes - when you dig into the detail of the proposition it does not seem that solid, especially when assessing the practicalities of replacing the cranes

POSTSCRIPT

LET’S TALK SENSE

One of the most startling aspects of worsening relations between the US and China (for the port sector) has been moves by the Biden Administration to ‘ban’ Chinese container cranes from US ports. What has happened and what does this really mean? Biden signed an executive order on 21 February with the aim of radically transforming cyber security at US ports. The centre of concern has been container cranes manufactured by state-owned Shanghai Zhenhua Heavy Industries (more often known as ZPMC). The highly automated cranes have been found to have systems that can spy on trade flows and even – potentially – could disrupt or stall crane operations. Of course, ZPMC denies these accusations.

Despite these strong denials, US congressional committees continue to question the Chinese state-owned company’s work on cranes installed and bound for the United States. The controversy has deepened with the committees also scrutinising ZPMC’s installation of Swiss engineering group ABB’s equipment onto US destined ship-to-shore cranes. In January congress asked ABB executives to attend public hearings to clarify its relationship with ZPMC, which they said had raised “significant concerns”.

WHAT NEXT?

How this will play out remains unclear, but the expansion of the enquiry to include ZPMC’s suppliers is significantly complicating the situation.

All this is not simply election year hype from Biden as a special budget of US20 billion has been allocated to ‘replace’ Chinese-built port equipment with cranes manufactured in America, Japan, or the United States itself. On the surface at least, this has the potential to massively disrupt container trade not just between China and the US but could also disrupt capacity calculations at US container ports in general.

So, what does this all mean in reality? How many cranes are involved? How realistic is it to replace them with alternative suppliers and how quickly could this be done?

It is estimated that ZPMC accounts for over 70 per cent of the global market in container gantry cranes. The US Coast Guard estimates that there are over 200 Chinese-made cranes at US ports, or ‘nearly 80

per cent’ of the total. The driving force for this has been the low cost of production at the massive factory located on Changxing Island in the Yangtze River estuary. Estimates on costs vary but this has been a clear example of subsidies from the Chinese government. The strategic potential cannot be overstated.

If followed though as currently described the scope for disruption is enormous. The American Association of Port Authorities (AAPA) have played down the implied risks and state that no known security breaches have been identified to date but that moves to encourage production in the US are to be welcomed.

So where would the cranes be produced? The main beneficiary would be the PACECO Corporation, a US-based subsidiary of Japan’s Mitsui E&S (and a pioneer of container crane development), and the US Government has signed up an agreement with the company to build up manufacturing capacity for such equipment. It is clear that replacement of these cranes (and allowing for new capacity as the market expands) would be a herculean task for even the most integrated company. In fact, it’s simply not realistic – assuming a highly optimistic production run of ten cranes per month this looks like a three-to-five-year programme just to replace existing capacity.

No one can deny that tensions between the US and China are worsening dramatically and that there are many key points where Chinese influence has the potential to cause major disruption to the US – and global – economy. However, it’s very important that headlines are distinguished from reality and realistic proposals are defined based on real deliverability.

In this instance, it’s unclear just what the threat is and this needs to be defined. Also, the ability to deliver on the proposed approach is highly uncertain. We can expect much more of this in the next six months, and in the longer run there will be some major global readjustments, but in the meantime lets have some sensible proposals, please!

n The current concerns over Chinese-built cranes for US duty are reminiscent of the ‘storm ina tea-cup’ over DP World’s acquisition of US terminals from P&O Ports

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