Quarterly - 4th Edition 2016
TERMINAL OPERATORS Hutchison Ports Sohar raises efficiency with new autogate system P.26 MEGA VESSELS COSCO shipping lines: optimized end-to-end transport service P.52 CONTAINER HANDLING AND CRANE TECHNOLOGY The world’s largest automated inland harbour P.62 TERMINAL OPERATING SYSTEMS Jade Master Terminal at Messina Line P.74 CUSTOMS SECURITY & SURVEILLANCE Transparency and security for efficient deliveries helping a fragmented logistics industry P.82 MOORING & BERTHING Fender Systems – A holistic approach P.88
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2017 TIME TO GO BACK TO BASICS
PUBLISHER & CEO Liam Williams liam@flipflopmedia.ae Associate Publisher Sam Khan skhan@flipflopmedia.ae +971 4 369 9061 Managing Director Harry Norman harry@flipflopmedia.ae +971 4 369 9062 Sales Manager Ben Westwood ben@flipflopmedia.ae +971 4 369 9063 EDITORIAL Editor Sunil Thakur sunil@flipflopmedia.ae +971 4 369 9063 Staff Writer Rachel Stracey info@flipflopmedia.ae DESIGN Head of Design Marlou Delaben design@flipflopmedia.ae CIRCULATION & PRODUCTION Circulation and Distribution Manager Antonio de Marco circulationdm@flipflopmedia.ae +971 4 369 9063 Database and Circulation Manager Aaliya Khan databaseandcm@flipflopmedia.ae +971 4 369 9063 Production Manager Juan Vasquez productionmanager@flipflopmedia.ae +971 4 369 9063 DIGITAL webmaster@flipflopmedia.ae PUBLISHED BY
EDITOR’S NOTE
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he winds of change are blowing across the seven seas. The tides are getting higher and less predictable. 2017 is already seeing some dramatic developments in the shipping industry. From Hanjin’s liquidation proceedings to Hamburg Sud’s sale to Maersk, container shipping looks set to see another round of frantic mergers and acquisitions. Terminal Operators so far have not been affected too much but 2017 may be the year that separates the winners from the also rans. Abu Dhabi Ports have had a successful 2016 - in more ways than one. By leveraging the right technologies, expanding co-operation with shipping lines and making intermodal transport more seamless, the company hopes to see even greater successes this year. DP World has begun work on the new phase of its logistics parks at London Gateway. Speed of operations and simplification of processes have also received a boost with London Gateway receiving full Authorised Economic Operator status. Read all about it in our in-depth feature. Despite rate cuts and cancelled sailings Greek shipping companies have bucked the trend and seen significant growth in 2016. In the Mega Vessels section, a report on the Hellenic shipping industry brings you details on companies and fleet analyses. COSCO Shipping lines too has seen significant growth thanks to its focus on customer service. Maersk is going full steam ahead with digitizing its operations in a big way. Another company with a firm focus on technology is Kalmar. Its Technology and Competence Centre in Tampere, Finland that is constantly innovating all kinds of port and terminal technologies is an impressive testimony towards that. Jade Master Terminal’s implementation at Messina Line has boosted the company’s performance in recent times. Find out how in out Terminal Operating Systems section. In the Mooring and Berthing section we show how the ShibataFenderTeam focus on in-house design and manufacturing is helping it provide its customers with fender solutions tailored to their precise needs. When the going gets tough, the tough get going. This just might be the year that will separate the men from the boys. Find out the why, who and how as Terminal Operator brings you the most significant products and events that will shape the industry moving forward in 2017. Happy reading.
Sunil Thakur Editor Registered at Fujairah Free Zone PO Box 26734 Dubai, UAE Tel: +971 4 369 9063 Fax: +971 4 369 8989 www.flipflopmedia.ae © Copyright 2016 FlipFlop Media All rights reserved While the publisher has made every effort to ensure the accuracy of all information in this magazine, they will not be held responsible for any errors therein.
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Contents TERMINAL OPERATORS
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HUTCHISON PORTS SOHAR RAISES EFFICIENCY WITH NEW AUTOGATE SYSTEM
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2016: A RECORD PERFORMANCE YEAR FOR ABU DHABI PORTS
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42 LONDON GATEWAY LOGISTICS CENTRE PHASE II BEGINS
TUSDEER
TANGER MED TO TRANSFORM INTO BIGGEST CONTAINER PORT IN AFRICA
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46 TUSDEER IS THE KINGDOM’S FIRST BONDED AND RE-EXPORT ZONE
CONTRACT AWARDED FOR EXPANSION OF SHAHID RAJAEE PORT
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Contents MEGA VESSELS
TERMINAL OPERATING SYSTEMS
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JADE MASTER TERMINAL AT MESSINA LINE GREEK SHIPPING FLEETS GROW BY 10.26% IN CAPACITY AND BY 6.5% IN NUMBERS DURING 2016 SAYS PETROFIN RESEARCH
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COSCO SHIPPING LINES: OPTIMIZED END-TO-END TRANSPORT SERVICE
CHANGE OF FACE FOR MAERSK AS IT STEERS TOWARDS ‘A DIGITAL WORLD OF LOGISTICS’
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NAVIS ANNOUNCES IMPROVEMENTS IN TERMINAL SOFTWARE WITH LAUNCH OF N4 3.3
CUSTOMS SECURITY & SURVEILLANCE
58 TASNEEF WORKING TO CREATE A SUSTAINABLE MARITIME ECONOMY BASED IN THE UAE
82 TRANSPARENCY AND SECURITY FOR EFFICIENT DELIVERIES HELPING A FRAGMENTED LOGISTICS INDUSTRY
CONTAINER HANDLING & CRANE TECHNOLOGY
MOORING & BERTHING
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62 THE WORLD’S LARGEST AUTOMATED INLAND HARBOUR
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68 ZPMC DELIVERS TWO STS CRANES TO DP WORLD ST JOHN, CANADA
LIEBHERR OPENS NEW OFFICE IN KINGDOM OF SAUDI ARABIA
FENDER SYSTEMS – A HOLISTIC APPROACH
TOC ME
HOW CAN WE IMPROVE IN THE FACE OF TODAY’S CHALLENGING TIMES TOC Middle East Conference & Exhibition
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he container supply chain system is undergoing seismic shifts which can be managed through collaboration and technology, according to port operator DP World. In the keynote speech opening TOC Middle East in Dubai, Mr Mohammed Al Muallem, SVP & Managing Director at DP World UAE Region, noted the poor growth forecasts for trade and the global
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economy. “How can we improve in the face of these challenging times?” he asked. “We need to look and be creative…It’s a matter of survival. The world is under stress. “For us, the way forward is very clear: collaboration, technology and optimising resources.” He called on the industry to work better together for the benefit of all. “We need to be together at every supply chain link. We should look at areas where we can improve, be more productive and efficient and remove barriers so we can help each other go forward.”
Technology will be key to the future, he added, noting that automation would improve efficiencies and relieve cost pressures. DP World is already using drones to help improve traffic flows. But, Mr Al Muallem said, “the hyperloop is the biggest of all, and we want to use it for moving cargo. It’s environmentally friendly, and it’s a technology where things move, without friction, and fast. “It will change the way business is done,” he said, adding that the sealed shipments would be very efficient for cross-border trade. “Let’s work together to really be successful
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TOC ME
“FOR US, THE WAY FORWARD IS VERY CLEAR: COLLABORATION, TECHNOLOGY AND OPTIMISING RESOURCES.”
in moving cargo and trade across countries and all around the world.” Also featuring in the opening of TOC Middle East was a presentation from Mr Ndabo Khoza, CEO at KwaZuluNatal (KZN). Mr Khoza noted that KZN is looking forward to welcoming TOC delegates to Durban, South Africa next year, and he also confirmed there were numerous business opportunities in South Africa. “We want to bring more context to what our economy is about, and learn how we can become more significant players, even at the bottom of the continent. We think there are a lot of big opportunities, and many of you are not doing business in Africa.” l
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TERMINAL OPERATOR EXCELLENCE AWARDS 2016
TERMINAL OPERATOR AWARDS: AN ‘EVENING OF EXCELLENCE’ The Terminal Operator Excellence Awards were held in Dubai in December 2016 where the best of the best in the ports, terminals and shipping industry were celebrated and recognized for their outstanding efforts and contributions.
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o achieve operational efficiencies, technology is playing a critical role. At the Terminal Operator Excellence Awards, technology was a major focus. The evening began with a keynote speech by Yvo Saanen, Managing Director of TBA which set the stage for the announcement of the technical awards. This was followed by shipping lines that had achieved excellence in their operations. The Mega Vessel of the Year award was bagged by UASC’s Al Dahna. The region’s best ports and terminals were then awarded for their performance in various categories. In the individual awards category, Capt Juma Al Shamisi, CEO of Abu Dhabi Ports won the CEO of the Year 2016 Award, while the Phoenix Company and MUSCO Lighting won honours for products and projects that provided the best lighting solutions for ports and terminals in the last year. The evening also saw top executives from across the world networking and holding discussions on plans for future cooperation. l
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TERMINAL OPERATOR OF THE YEAR 2016 — DP WORLD AUTOMATED TERMINAL SOFTWARE OF THE YEAR 2016 — TBA CEO OF THE YEAR 2016 — CAPT. MOHAMED JUMA AL SHAMISI, CEO, ABU DHABI PORTS INNOVATIVE SECURITY MANUFACTURER OF THE YEAR 2016 — SMITHS DETECTION BONDED & RE-EXPORT ZONE OF THE YEAR 2016 — TUSDEER PORT AND TERMINAL LIGHTING PROJECT OF THE YEAR — THE PHOENIX COMPANY GREEN LIGHTING SOLUTION PROVIDER OF THE YEAR — MUSCO LIGHTING PORT TYRE MANUFACTURER OF THE YEAR — BALAKRISHNA INDUSTRIES LIMITED (BKT) BEST TECHNOLOGY INNOVATION OF THE YEAR — NAVIS TERMINAL AUTOMATION SUPPLIER OF THE YEAR 2016 — ZPMC TOS TECHNOLOGY COMPANY OF THE YEAR 2016 — JADE SOFTWARE GREEN SHIPPING AWARD 2016 — UNITED ARAB SHIPPING CO. MOST SUCCESSFUL INTEGRATION 2016 — COSCO SHIPPING LINES MEGA VESSEL OF THE YEAR 2016 – UNITED ARAB SHIPPING CO , AL DAHNA OFFICIAL GATEWAY TERMINAL 2016 OMAN — HUTCHISON PORTS SOHAR THE OFFICIAL GATEWAY TERMINAL 2016 KSA — HUTCHISON PORTS DAMMAM
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CMA CGM
TO AWARDS
a leading worldwide shipping group
CMA CGM, founded and led by Jacques R. SaadĂŠ is today a leading worldwide shipping group. With Its 445 vessels, CMA CGM serves 400 commercial ports out of 521 in the world. CMA CGM Group employs nearly 20,000 people worldwide, through a network of 650 agencies in more than 160 countries. The Group is, also, partner with numerous logistics and port projects all around the world. For more information, please visit www.cma-cgm.com
www.cma-cgm.com
TERMINAL OPERATOR EXCELLENCE AWARDS 2016
Terminal Operator of the Year 2016 — DP World Automated Terminal Software of the Year 2016 — TBA CEO of the Year 2016 — Capt. Mohamed Juma Al Shamisi, CEO, Abu Dhabi Ports Innovative Security Manufacturer of the Year 2016 — Smiths Detection Bonded & Re-export Zone of the Year 2016 — Tusdeer Port and Terminal Lighting Project of the Year — The Phoenix Company Green Lighting Solution Provider of the Year — MUSCO Lighting Port Tyre Manufacturer of the Year — Balakrishna Industries Limited (BKT) Best Technology Innovation of the Year — NAVIS Terminal Automation Supplier of the Year 2016 — ZPMC TOS Technology Company of the Year 2016 — Jade Software Green Shipping Award 2016 — United Arab Shipping Co. Most Successful Integration 2016 — COSCO Shipping Lines Mega Vessel of the Year 2016 – United Arab Shipping Co , Al Dahna Official Gateway Terminal 2016 Oman — Hutchison Ports Sohar The Official Gateway Terminal 2016 KSA — Hutchison Ports Dammam
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TERMINAL OPERATOR EXCELLENCE AWARDS 2016
2016
AWARDS
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HUTCHISON PORTS SOHAR RAISES EFFICIENCY WITH NEW AUTOGATE SYSTEM Hutchison Ports Sohar (formerly, Oman International Container Terminal) invests in gate automation to raise the efficiency of cargo deliveries and pickups. Gate automation is the latest step towards modernizing Sohar Port’s container terminal. The new technology promises to make shipments faster, safer and more secure. Hutchison Ports Sohar will ensure all shipping companies and their drivers become familiar with the new system
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utchison Ports Sohar is taking another bold step towards modernizing its operations in Sohar Port with the launch of the first phase of new gate automation system. Combined with a truck appointment system launched earlier in 2016, gate automation promises to make shipments at the port faster and more secure, thereby further strengthening Sohar’s reputation as one of the region’s leading container ports. As an official gateway of Oman, the drive for modernization is one of the primary directives of Hutchison Ports Sohar. To this end, the facility has rolled out a host of enhancements over the past year, including the launching of remote controlled crane operations and even the opening of a new terminal, Terminal C, which is expected to greatly increase capacity. These advancements are in line with Oman Vision 2040, a long-term country-wide vision that benefits from local, regional and international,
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“IN THE END, ALL THESE INVESTMENTS ARE GEARED TOWARD DEVELOPING THE SOHAR REGION INTO A COMMERCIAL AND INDUSTRIAL PORT THAT IS MORE ATTRACTIVE TO INVESTORS AND TRADERS. I BELIEVE THE GATES WILL HELP OPEN UP NEW OPPORTUNITIES FOR OMAN,” MR PANG SAID. social and economic developments. The Vision foresees exponential growth in trade and logistics, which will require more streamlined operations at the port. “This necessitates automation at every stage of operations. That’s why we have invested in truck booking systems and remotely operated gantries and cranes. The terminals of the future need to have faster and more efficient ways to process millions of containers. The addition of
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gate automation will help by making document processing at the gates up to ten times faster and even more secure,” said Albert Pang, Chief Executive Officer of Hutchison Ports Sohar. Gate automation utilizes smart technologies to allow drivers to simply drive through the gates with no documentation or delays. Drivers can remain inside their vehicles during inspection, security checks, and container movements. The system includes machine-readable cards that store driver information, cameras using optical character recognition that recognizes trucks, gate kiosks that read shipping codes, and a truck ID system to improve port security.
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“In the end, all these investments are geared toward developing the Sohar region into a commercial and industrial port that is more attractive to investors and traders. I believe the gates will help open up new opportunities for Oman,” Pang said. Following the success of the Truck Appointment System (TAS), launched in January 2016, Hutchison Ports Sohar has launched the first phase of the automated gate system last December. The new system uses a staateof-the-art smart card technology, optical character recognition (OCR) cameras and unmanned gate kiosks to allow registered drivers to simply drive through Hutchison Ports Sohar terminal gates with no documentation or delays. Drivers will no longer need to exit their vehicles while shipping and logistics companies can expect easier gate transactions with Hutchison Ports Sohar.
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“WE EXPECT SHIPPING AND LOGISTICS COMPANIES AND THEIR DRIVERS TO COMPLY WITH THE REQUIREMENTS OF THE NEW SYSTEM SINCE THIS WILL BE TO THEIR BENEFIT.” According to Albert Pang, gate automation, when combined with the TAS, will make pickups and deliveries from the terminal more efficient in a number of ways. “Gate automation is the latest innovation from Hutchison Ports Sohar. We are continuously looking for new ways to optimize and modernize operations at our Sohar Port terminal. With these new technologies, we aim to benefit our stakeholders, including drivers and logistics service providers, as well as the economy of Oman. “Container terminals are always aiming for more efficient operations and higher productivity, this is why automated terminals are fast becoming the norm. Our new automated gate system will strengthen the
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reputation of Sohar Port’s container terminal as a true world-class port,” he continued. The gate automation smart cards store driver information and are machine readable, cameras that allow the system to recognize pre-registered trucks, and gate kiosks to scan the smart cards and shipment codes. Together these technologies allow drivers to remain safely inside their vehicles for inspection, security checks, and the picking up and dropping off of shipments. Safety is important to Hutchison Ports Sohar and these modern innovations deliver a safe and efficient working environment for the logistics community in Sohar. For gate automation to achieve its promise of faster and safer shipments, all drivers and trucks must register with Hutchison Ports Sohar, and companies need to conduct transactions through a web portal. “We expect shipping and logistics companies and their drivers to comply with the requirements of the new system since this will be to their benefit,” said Mr Pang. “Hutchison Ports Sohar will of course help ease the transition to the new system by providing training to drivers at the start of the program,” Mr Pang concluded. l
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TERMINAL OPERATORS
2016: A RECORD PERFORMANCE YEAR FOR ABU DHABI PORTS Abu Dhabi Ports, the master developer, operator and manager of the emirate’s commercial and community ports as well as Khalifa Industrial Zone Abu Dhabi (KIZAD), has gone from strength to strength in 2016. Notching up a number of significant milestones, the company has been an integral part of the emirate’s rapid growth in line with Abu Dhabi’s Vision 2030.
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en years after its establishment, Abu Dhabi Ports has steadily grown and gained a prominent position in the logistics and trade sectors on a local, regional, and international scale. Throughout 2016, the company has focussed its strategies on three main aspects: expansion and growth, customer-centric processes supported by smart systems, as well as further developing its capacity.
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HIGH FINANCIAL PERFORMANCE With a remarkable financial performance, Abu Dhabi Ports has shown commitment to economic diversification through developing non-oil sectors, such as trade, logistics, transportation, manufacturing and tourism. As a result, the company has contributed more than 3% of Abu Dhabi’s non-oil GDP and 1.8% of the UAE’s non-oil GDP.
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Witnessing over 140% increase in net profits and about 90% increase in EBITDA (Earnings before interest, tax, depreciation and amortisation) compared to 2015, as well as major growth in port traffic across most sectors despite a global slowdown, Abu Dhabi Ports is celebrating a very successful 2016. The unique strategic location offers access to the US$7.8 trillion market of the Middle East, Africa and South Asia region. Furthermore, Abu Dhabi Ports is keeping up the momentum of progress by investing in its people, technology and infrastructure to drive the growth of the company and industry at large. 2016 has also seen Abu Dhabi Ports recover all accumulated losses since inception ahead of the business plan, and contribute more than 70% of to the Emirate’s customs revenue having worked closely with partners in the Department of Finance – Customs Directorate, to provide smart solutions that facilitate the import and export process for Abu Dhabi traders. CONTINUED EXPANSION AND GROWTH 2016 saw Abu Dhabi Ports sign a major container terminal concession agreement with COSCO SHIPPING Ports Limited - Abu Dhabi (CSPL SPV), a wholly-owned subsidiary of COSCO SHIPPING Ports Limited, a subsidiary of China COSCO SHIPPING Corporation Limited, one of the leading container terminal operators in the world. The Chinese company will operate a new container terminal in 2018 with a draft depth of 18 metres, and 1200 metres of quay wall and adjacent land. This will significantly expand trade between China, the UAE and the wider region, greatly enhancing Abu Dhabi’s and the UAE’s role as a key logistics and trade hub linking East and West in addition to further diversifying the UAE’s dynamic economy. Due to the immense growth at Khalifa Port since its inauguration in 2012, Abu Dhabi Ports has also
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ZAYED PORT IS ABU DHABI’S OLDEST COMMERCIAL PORT AND HAS BEEN THE MAIN CITY PORT FOR THE LAST 40 YEARS. IT COVERS AN AREA OF 5.1 SQUARE KILOMETRES AND HAS REMAINED A VITAL PLAYER IN ENABLING MARITIME TRADE IN THE CAPITAL THROUGHOUT 2016.
announced an additional expansion plan by awarding a contract to National Dredging Company (NDC) which will add 1,000 metres of quay wall, and deepen Khalifa Port’s main channel and basin from 16 metres to 18 metres. Moreover, Khalifa Port has reached a significant milestone this year, having handled five million twenty-foot equivalent units (TEUs) since its inception in December 2012 as one of the fastest-growing ports in
the world. The port has also welcomed three new ship-to-shore (STS) cranes and 10 new automated stacking cranes (ASC), bringing the total up to 12 ship-to-shore cranes and 52 automated stacking cranes. ZAYED PORT Zayed Port is Abu Dhabi’s oldest commercial port and has been the main city port for the last 40 years. It covers an area of 5.1 square kilometres and has remained a vital player in enabling maritime trade in the Capital throughout 2016. In August this year, Abu Dhabi Ports signed a long term contract with Abu Dhabi Ship Building (ADSB) for the construction of a fully-operational ship repair facility with a floating dock capability within Zayed Port. This agreement aimed to boost Abu Dhabi’s trade and maritime industry, with Phase 1 of the project including the development and operation of a dedicated berth of 430 linear metres of quay wall and more than 12,000 sqm of yard facilities. Earlier in the year, the company has also procured a range of new advanced equipment part of an ongoing upgrade to all of the general cargo and Roll-on-roll-off (RoRo) handling equipment at both Khalifa Port and Zayed Port. The new equipment, including forklift trucks, terminal tractors, roll trailers and truck-mounted mobile cranes, significantly enhance the efficiency and
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safety of port operations, and reduce vessel turnaround time. Much of the new equipment also has an improved ergonomic design that provides equipment operators and drivers with better working comfort. KHALIFA INDUSTRIAL ZONE ABU DHABI (KIZAD) KIZAD, Abu Dhabi Ports’ integrated trade, logistics and industrial hub, has been at the forefront of the company’s success in 2016, having leased over two million square metres of land to local, regional, and international customers. Recognised for offering tenants unparalleled accessibility to exceptional road, sea, air, and rail networks, KIZAD’s Logistics Park has fully leased its pre-built warehouses in Phase 1 and launched Phase 2 to meet growing demand in the market. KHALIFA PORT FREE TRADE ZONE In response to the growing demand for free zones, Abu Dhabi Ports has introduced Khalifa Port FTZ within KIZAD this year, increasing its total free zone space to over 100 square kilometres. Within the additional free zone land allocated in Kizad Area A, reaching a gross area of 16 million m2, KIZAD is drafting a master plan that includes a business park, two district centres and four local centres. The business park will offer multiple real estate opportunities and welcome interested suppliers to serve the needs of over 50,000 customers.
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Within the gross area of 100 square kilometres (across Areas A and B), the wide portfolio of investment sectors in Khalifa Port FTZ includes aluminium, automotive, engineered metals, port logistics, food processing, pharmaceuticals, polymers as well as other industries that rely on Khalifa Port. The Free Zone warehouses are among the most anticipated projects at Khalifa Port FTZ, while the Light Industrial Units (LIU) Cluster is expected to be a major attraction at KIZAD for SMEs. INTERNATIONAL OPERATIONS In support of its strategic partner Emirates Global Aluminium (EGA), Abu Dhabi Ports has signed this year its first international management services agreement with Guinea Alumina Corporation (GAC), a wholly-owned subsidiary of EGA, to manage and operate a cargo terminal at Port Kamsar in the Republic of Guinea. Apart from general trade, the terminal serves EGA’s development of a bauxite mine in Guinea. The current expansion of Khalifa Port will support large ships bringing bauxite into Abu Dhabi, helping keep the UAE at the forefront of the growing aluminium manufacturing industry, which uses bauxite as a key raw material.
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TERMINAL OPERATORS
POSITIONING ABU DHABI ON THE INTERNATIONAL CRUISE TOURISM MAP Abu Dhabi Ports has played a vital role in diversifying income sources to support the economic development of the UAE in 2016. With cruise tourism as a fundamental avenue to achieve this goal, the company has made a number of significant investments in order to position Abu Dhabi competitively on the international cruise tourism map, benefiting from the Emirate’s diversified and unique tourism experiences. Abu Dhabi Ports has made a major contribution to the remarkable growth witnessed in the cruise sector this year. This growth has set expectations for the 2016/2017 season, projecting a 21 per cent increase in vessel calls
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compared to last year with 137 cruise ships, 10 of which will be calling in Abu Dhabi for the first time. Boasting state-of-the-art technology and retail offerings, the new Abu Dhabi Cruise Terminal at Zayed Port has welcomed 231,660 tourists in the 2015/2016 season, compared
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to 35,366 passengers who arrived at the port 10 years ago during cruise season 2006/2007. With cruise passenger traffic estimated to grow by eight per cent in the 2016/2017, Abu Dhabi Ports recently launched the first dedicated cruise beach and eco-tourism stopover in the Arabian Gulf, Sir Bani Yas Island Cruise Beach. The new destination offers tailor-made operational
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solutions in combination with unique beach and wildlife activities. REACHING NEW MILESTONES New milestones for the year included the launch of Abu Dhabi Marine Services’ (Safeen) four new state-of-the-art tugboats, which specialise in towing and escorting the world’s largest ships that now regularly call at locations in Abu Dhabi. The 75 BP ASD Azimuth Stern Drive tugs based at Khalifa Port can support the latest generation postPanamax container vessels capable of handling some 18,000 20-foot equivalent units (TEU). In addition, Safeen has achieved industry distinctions from leading international bodies, including the International Maritime Organization (IMO) for safety management, the International Safety Management (ISM) certification and the International Standard for Maritime Pilot Organizations (ISPO) - the industry gold standard. Safeen has also received the internationally prestigious ISO 14001: 2004 recognising best practices in environmental management systems, and the OHSAS 18001: 2007 issued by Lloyd’s of London certifying bestin-class occupational health and safety in the maritime, shipping and logistics sectors.
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IN ACKNOWLEDGEMENT OF THE COMPANY’S COMMITMENT TO HIGHEST LEVELS OF CUSTOMER SERVICE, ABU DHABI PORTS ALSO OBTAINED THE ISO 10002:2014 CERTIFICATION, WHICH ENSURES BEST GLOBAL PRACTICE IN HANDLING CUSTOMER SERVICE COMPLAINTS.
In acknowledgement of the company’s commitment to highest levels of customer service, Abu Dhabi Ports also obtained the ISO 10002:2014 certification, which ensures best global practice in handling customer service complaints. As part of its strategy, the company is committed to serving its customers with a focus on maintaining relationships as well as engaging with partners and stakeholders in order to gain their continued support and collaboration. The certification validates Abu Dhabi Ports’ advanced customer feedback management system and long-standing portfolio of customer service initiatives. It covers all units of Abu Dhabi Ports and its subsidiaries, such as Khalifa Industrial Zone, Safeen, and Maqta Gateway as well as operations at Khalifa Port, Zayed Porta and Musaffah Port. In line with our commitment to ensure best-in-class customer service, Abu Dhabi Ports strives to hone the skills of its workforce in order to guarantee an exceptional customer experience. The certification endorses the transparent, open-
to-feedback approach the company has adopted with regard to customer complaint resolution, to enhance the effectiveness of procedures and increase customer satisfaction. TECHNOLOGICAL ADVANCEMENTS AND SMART SYSTEMS Following the path to technological advancement and knowledge-based economy embraced by the UAE, Abu Dhabi Ports has spared no efforts in adopting cutting-edge technology to realise its vision of becoming the preferred provider of world-class integrated ports and industrial zone services. Maqta Gateway, a wholly owned subsidiary of Abu Dhabi Ports and an innovative port community system that provides a single online window for Abu Dhabi trade customers, has achieved another significant milestone with the completion of Phase 2 of its development this year. 2016 also witnessed the launch of Maqta Gateway’s digital vessel management system. Moreover, the company has become the first regional host of the annual conference of the International Port Community Systems Association (IPCSA) that hosted over 100
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executives and industry professionals in Abu Dhabi in December. AWARDS AND RECOGNITIONS • 2016 Maritime Standard Awards of the Middle East and Subcontinent: • Deal of the Year Award for the recent agreement signed with COSCO SHIPPING Ports Limited – Abu Dhabi • Technology and Innovation Award in recognition of the Maqta Gateway port community system • Maritime Standard Woman in Shipping Award for Noura Rashed Al Dhaheri, Cruise Terminal Manager, for her valuable contribution to developing the cruise terminal at Zayed Port • 2016 Seatrade Maritime Awards of the Middle East, Indian Subcontinent and Africa: • Port Authority Award • 2016 International Bulk Journal Awards: • Special Achievements Award in recognition of Maqta Gateway’s outstanding development in a short period of time.
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TALENT DEVELOPMENT The maritime industry is a crucial element of the emirate’s economic development plan, and Abu Dhabi Ports has spearheaded the cultivation of talent that will lead the future growth of this sector. In partnership with the Australian Maritime College (AMC), Abu Dhabi Ports launched a specialised marine training programme, to qualify 16 Emirati trainees, 4 of which are female participants for the first time in the region. Championing the cause of empowering female employees, Abu Dhabi Ports has also launched a Women’s Committee this year with a focus on reinforcing the unique role women play in the maritime sector. The committee aims to eliminate all obstacles standing in the way of women’s advancement and ensure that all employees, male or female, reach their full potential. EMIRATISATION Supporting and enabling UAE nationals in their career aspirations is an important goal for Abu Dhabi Ports. By doing so, the organisation creates meaningful skilled careers for Emiratis and supports one of the core objectives of the Abu Dhabi Economic Vision 2030. In 2016, Abu Dhabi Ports has achieved over 54 per cent Emiratisation and is proud to have most of its senior management positions held by UAE nationals.
The organisation remains strongly committed to the Absher Initiative, introduced by the UAE Ministry of Presidential Affairs in 2013. As part of the nationwide campaign, Abu Dhabi Ports is working to create job vacancies across its business units to adopt more Emirati talents. OTHER AGREEMENTS AND CONTRACTS • Lease agreement signed with Agthia Group PJSC • Mustaha agreement signed with ADNOC Distribution • Contract signed with Wintershall Middle East GmbH • Memorandum of Understanding signed with Khalifa University • Contract signed with Dolphin Energy With the vision and mission in mind, Abu Dhabi Ports has navigated 2016 with confidence and strength with the aim of enabling maritime trade and becoming the preferred provider of integrated ports and industrial zone services. The success over the past year was a result of a comprehensive ecosystem built around the guidance of the UAE’s wise government, partnerships with other government entities, and working closely with industry partners and customers. This has helped the company create unmatched solutions and services that has placed its ports and industrial zone among the best in the world. Contributing significantly to the UAE’s economic growth, Abu Dhabi Ports looks forward to making more strides in 2017 and beyond. l
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CARGO SCREENING OPERATIONS
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TERMINAL OPERATORS
LONDON GATEWAY LOGISTICS CENTRE PHASE II BEGINS Construction has begun on Phase Two of the DP World London Gateway Logistics Centre.
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he new expansion will provide 180,000 sq ft of new warehousing and office space at the DP World London Gateway Logistics Park. There will also be additional separate office space made available for occupation. This marks the second and final phase of the DP World London Gateway Logistics Centre after the successful delivery of Phase One – The 207,000 sq ft warehouse and office space that was completed in 2015. The combined developments of Phases One and Two equate to an enormous 387,000 sq ft at the DP World Centre.
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This development provides a rare opportunity for fast occupation of a high-spec cross-dock distribution warehouse facility, in a prime South East location, adjacent to the rapidly expanding, state-of-the-art, deep-sea port of London Gateway. Tenants located at DP World London Gateway Logistics Park will benefit from the hub’s location as it is just 10 miles from the M25 and 25 miles from Central London. A large labour pool of over three million people live within a 45 minute drive and a specialist in-house team are able to assist and advise on creating additional supply chain value. In addition, full-service estates management is provided by Knight Frank. Reflecting on the work, Logistics Park Development Director Oliver Treneman, said: “We’re delighted to announce the commencement of work on further warehousing space at DP World London Gateway Logistics Park, which will form an extension to the existing DP World London Gateway Logistics Centre. “This is a unique opportunity for a company to locate part of its operations at one of the
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TERMINAL OPERATORS
UK’s most integrated logistics hubs. DP World London Gateway Port is witnessing exponential growth, with a number of new deep-sea shipping services to new markets, so now is a great time to capitalise on available space at the Logistics Park and engage with us to create even more value in the supply chain.” It has also been announced that the DP World London Gateway Port has achieved full Authorised Economic Operator status. The internationally recognised quality mark, issued by Her Majesty’s Revenue & Customs, indicates that the Port’s role in the international supply chain is secure and that customs controls and procedures are efficient and compliant. Achieving the status will lead to a reduction in delays to cargo passing through the terminal as customs procedures will be simplified, whilst the highest levels of security are upheld. DP World CEO, Chris Lewis said “DP World London Gateway Port is continuously looking at ways it can better serve its customers. Achieving Authorised Economic
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IT HAS ALSO BEEN ANNOUNCED THAT THE DP WORLD LONDON GATEWAY PORT HAS ACHIEVED FULL AUTHORISED ECONOMIC OPERATOR STATUS. THE INTERNATIONALLY RECOGNISED QUALITY MARK, ISSUED BY HER MAJESTY’S REVENUE & CUSTOMS, INDICATES THAT THE PORT’S ROLE IN THE INTERNATIONAL SUPPLY CHAIN IS SECURE AND THAT CUSTOMS CONTROLS AND PROCEDURES ARE EFFICIENT AND COMPLIANT. Operator status does this. It grants peace of mind to UK customs and our customers, while enabling us to deliver a simplified, more efficient service”. “Ports have a vital role to play in ensuring that the international supply chain is secure and that customs procedures are simple but robust and consistent. This designation is evidence that DP World London Gateway Port takes that role very seriously.” FULL AUTHORISED ECONOMIC OPERATOR STATUS DP World London Gateway has also been recognised for services to shipping. The logistics park and port has achieved full Authorised Economic Operator status.
The internationally recognised quality mark, issued by Her Majesty’s Revenue & Customs. indicates that the port’s role in the international supply chain is secure and that customs controls and procedures are efficient and compliant. The status will lead to a reduction in delays to cargo passing through the terminal as customs procedures will be simplified, while the highest levels of security are upheld. The AEO initiative was introduced by the European Commission through the Union Customs Code to simplify the customs process. The designation follows a three-day audit of the site which scrutinised the port’s security, IT and fiscal systems, and its storage, processing and employment procedures.
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TERMINAL OPERATORS
Chris Lewis, chief executive of DP World London Gateway, said: “DP World London Gateway Port is continuously looking at ways it can better serve its customers. “Achieving Authorised Economic Operator status does this. It grants peace of mind to UK Customs and our customers, while enabling us to deliver a simplified, more efficient service. “Ports have a vital role to play in ensuring that the international supply chain is secure and that customs procedures are simple but robust and consistent. “This designation is evidence that DP World London Gateway Port takes that role very seriously.” LIDL OPENS DISTRIBUTION CENTRE A MAJOR supermarket is set to open a distribution centre at a Thurrock port and logistics park. Lidl, one of the UK’s fastest growing supermarkets, is setting up a distribution facility at DP World London Gateway, in Stanford-le-Hope. Lidl will begin operating out of the 187,000 square foot distribution facility from February. The supermarket says the centre’s location will enhance its distribution network to its 640-strong network of UK stores. Lidl will occupy the warehouse areas of the Logistics Centre, which became vacant earlier last year. Adrienne Howells, Lidl’s Head of Warehouse Expansion, said: “As we push forward with our UK expansion plans we continue to strengthen our core infrastructure in order to support our new and existing stores up and down the country.
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“We are, therefore, pleased to have found a viable facility at DP World London Gateway Logistics Park that meets our current distribution requirements.” Oliver Treneman, Property Development Director, DP World London Gateway, said: “We are delighted to have been able to work with Lidl in providing a solution to this aspect of its rapidly expanding distribution operation in the UK. “DP World London Gateway is exceptionally well positioned to help retailers and third party logistics businesses to decrease time and cost in their supply chains. “Our team of experts are able to assist with solutions and with one of Europe’s largest landbanks for distribution warehousing, on the same estate as the UK’s most advanced deep-sea container port, the advantages to cargo owners in utilising this facility are compelling.”
The supermarket also has a store in Daiglen Drive, South Ockendon, so this will not be the supermarket’s first venture into Thurrock. DP World London Gateway works with 70 terminals in 31 countries across six continents with a significant presence in both high-growth and mature markets. A team of more than 36,000 employees at the logistics park work with long-standing relationships with governments, shipping lines, importers and exporters, communities, and many other important constituents of the global supply chain, to add value and provide quality services. NEW CMA CGM SERVICE WELCOMED CMA CGM’s Caribbean Service called for the first time ever in January this year at the DP World London Gateway Port. The service is set to run following improvements to the line’s North Europe to Central America service rotation.
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TERMINAL OPERATORS
The service, that is dedicated to reefer transport, provides one of the shortest transit times on the market with an extremely speedy transit between Central America and North Europe. It also enables the UK to connect with the whole of the Caribbean region through CMA CGM’s strategic hub in Kingston, Jamaica. The new ECS rotation will be: Puerto Limon, Kingston, Rotterdam, DP World London Gateway, Hamburg, Antwerp, Le Havre, Caucedo, Kingston, Santo Tomas de Castilla, Puerto Cortes and Puerto Limon. Offered in cooperation with Hapag–Lloyd, the service will be run by five 2300 TEU capacity, state-of-the-art CMA CGM vessels and one Hapag– Lloyd vessel. Rob Waterman, CEO, CMA CGM UK, said: “We’re extremely pleased to be able to offer our customers an enhanced service offering between Central America and North Europe.
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“DP WORLD LONDON GATEWAY IS EXCEPTIONALLY WELL EQUIPPED TO HANDLE REEFER CONTAINERS AND WE LOOK FORWARD TO BUILDING ON OUR GOOD RELATIONSHIP WITH THE PORT TO FURTHER ENHANCE THIS SERVICE LOOP FOR OUR CUSTOMERS.” “These improvements will lead to shorter transit times and provide greater choice to shippers moving goods between Central America & the Caribbean to the UK. “DP World London Gateway is exceptionally well equipped to handle reefer containers and we look forward to building on our good relationship with the Port to further enhance this service loop for our customers.” James Leeson, Head of Port Commercial, DP World London Gateway, also commented on the
news saying, “This is a great win, not just for DP World London Gateway, but for the UK, too. “The start of the improved ECS weekly service will broaden the Port’s trade route offering and provide shippers with a highly competitive transit option between the UK and important Central America markets. We look forward to receiving the first call by a vessel on the ECS service in the same week that the enhanced CMA CGM NEMO service begins calling at DP World London Gateway Port”. l
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TANGER MED TO TRANSFORM INTO BIGGEST CONTAINER PORT IN AFRICA Contracts have been awarded recently that will transform Tanger Med in Morocco “into the biggest container port in Africa”, Pan African magazine African Business wrote. The facility is already handling as much cargo as Durban in South Africa, the magazine noted.
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PM Terminals (APMT) is developing the fourth terminal at the port, named MedPort Tangier, which will take total port capacity up to 9m TEU a year. TEU measures a ship’s cargo carrying capacity, and the measurement is equivalent to 20 feet in length and 8 feet in height. Netherlands-based APMT signed deals to buy 44 new cranes for the facility in late October, while the project management contract on the venture was awarded on 5 December, according to sources. “With annual handling capacity of 5 TEUs a year, it will be by far the biggest container terminal on the African continent, more than twice the size of the largest terminal at Durban, which has a capacity of 3m TEU,” African Business pointed out, adding that there will be scope to add a further 1m TEU at a later date. “The existing three terminals currently handle more than 3m TEU a year, beyond their combined design capacity of 2.8m TEU. Tanger Med has
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“THE EXISTING THREE TERMINALS CURRENTLY HANDLE MORE THAN 3M TEU A YEAR, BEYOND THEIR COMBINED DESIGN CAPACITY OF 2.8M TEU. TANGER MED HAS ALREADY WON SOME BUSINESS FROM THE PORT OF ALGECIRAS IN SPAIN BECAUSE OF ITS LOWER COSTS AND HIGHER PRODUCTIVITY.”
already won some business from the Port of Algeciras in Spain because of its lower costs and higher productivity.” MedPort Tangier managing director, Dennis Olesen, said: “Our goal is to use proven technology to create high-productivity for our clients on one of the world’s most strategically important trade lanes on the Strait of Gibraltar.” The terminal will be the first in Africa able to serve the new generation of massive container vessels. Known as Ultra Large Container Ships, they can carry up to 20,000 TEU, the magazine noted. The facility is scheduled to open in 2019 and will act as an important transhipment terminal for the Western Mediterranean. Tanger Med is also helping Morocco deepen its role as a manufacturing centre. French car maker Renault now produces 250,000 vehicles a year in the country, while another French firm Valeo is setting up a new factory at an initial cost of €50m, the source said.
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TERMINAL OPERATORS
HILL INTERNATIONAL TO MANAGE CONSTRUCTION Hill International (NYSE:HIL), the global leader in managing construction risk, announced that it has received a contract from APM Terminals MedPort Tangier S.A. to provide project management and supervision engineering services during the construction of a new container facility at the Tangier-Med Port Container Terminal in Morocco. The twoyear contract has an estimated value to Hill of between approximately €5.4 million ($6 million) to €6.7 million ($7.4 million). The Tangier-Med Port complex is one of the largest ports in Africa. It is constructed on the Straits of Gibraltar, a central artery of global shipping with over 200 vessels a day passing through carrying trade between Asia, Europe, Africa and the Americas. APM Terminals MedPort Tangier is an international container terminal operator and part of the Dutch-based APM Terminals global terminal network – one of the world’s leading port operators. www.apmterminals.com “We are honored that APM Terminals MedPort Tangier has chosen Hill to assist with this important project,” said Waleed Abdel-Fattah, Senior Vice President and Managing Director (Africa) for Hill’s Project Management Group. “We are confident that our team will deliver on all expectations,” Abdel-Fattah added. Hill International, with 4,400 professionals in 100 offices worldwide,
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provides program management, project management, construction management, construction claims and other consulting services primarily to the buildings, transportation, environmental, energy and industrial markets. Engineering News-Record magazine recently ranked Hill as the eighth largest construction management firm in the United States. l
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BONDED & RE-EXPORT ZONE
THE GATEWAY TO COMMERCE & GROWTH
TUSDEER IS THE KINGDOM’S FIRST BONDED AND RE-EXPORT ZONE TUSDEER is Saudi Arabia’s first Bonded & Re-Export zone in Jeddah Islamic Port (JIP) since 1999 under a build, operate, transfer (BOT) agreement with the Saudi Ports Authority, Tusdeer today sprawls approximately 1 million square metres dotted with warehouses and yards that handle every kind of logistics activity.
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e were given the task of introducing the concept of a BRZ to the regulatory authorities, while laying out its benefits to the Saudi economy. In the 16 years of Tusdeer’s existence, it has already proved to be a valuable partner and logistics solutions provider to some of the Kingdom’s industry leaders such as Abdul Latif Jameel”, says the Managing Director of Tusdeer, Mr. Hemanth Prakash. “We provide world class facilities of Warehouses and Open Yard space that are rented out to companies which would like to save on demurrage and detention costs. Cargo can be held for up to three years in the warehouses without attracting demurrage,” adds Mr. Prakash.
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Tusdeer’s strategic location in a port that handles 70% of the national traffic and is the largest port in the region, allows it to act as the distribution hub of its clients’ choice to any point in the Middle East and European Union, as well as African markets. WHY TUSDEER? • Assembling, Packaging, Re-Packaging, Filling, or Labeling Goods/ Cargo. • An optimal Logistics / Intermodal Center for Third Party Logistics companies (3PL). • Dedicated custom officers and operations team. • Cash Flow Management.
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BONDED & RE-EXPORT ZONE
THE GATEWAY TO COMMERCE & GROWTH
TUSDEER ADDS VALUE TO CUSTOMERS. HOW? • Bounded Free zone • Remarkable savings on Demurrage / Rentals / Detention • Damage free zone • Shortage of your storage/ warehousing facilities. • Competitive prices for ReExport. • Saving a fortune on transports. TUSDEER provides plots of land especially tailored for supply chains and logistics purposes. They are geared to meet the growing space requirements for its long term investor’s demand.
CONTAINER YARD The container yard is an open area with
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Inventory for domestic consumption and re-exports
empty and laden containers, tailored to suit
would be consolidated in one place
different type Containers. BRZ Yard clients can
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Stock reduction benefits
benefit from bonded and non-bonded storage
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Level of Services
service.
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Efficiency improvement
AUTO YARD Auto yard is an open area within Tusdeer BRZ
WAREHOUSES: TUSDEER has four warehouse buildings offering approximately 72,000 m2 of leasable space, equipped with full facilities and utilities. TUSDEER’S BRZ Warehouses are eight meter high buildings could be utilized for storage of LCL or FCL cargo. TUSDEER BRZ clients can benefit from the variety of services that we offer at BRZ Such as: ReExporting, De consolidation, and Duty deferment.
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asphalted land that was specially created to store
SAVINGS THROUGH MECHANIZATION
to store vehicles. Auto yard offers storage for auto
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Reduction of space
re-exports and auto duty deferment service to
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Reduction in labor, resulting in reduced hassles through
clients. Multi-purpose yard. MULTI-PURPOSE YARD is also an open area within Tusdeer BRZ meant
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i. VISA management
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ii. Absenteeism
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iii. Human Errors in
operations
for general and project cargo
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iv. Overtime costs
RE-EXPORTS
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Faster truck turnarounds
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Better management of peak
With rising re-export volumes, the benefits are
volumes
manifold • •
Savings in transportation and material
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Increase in efficiency of
handling costs
operations, inventory record
Avoid customs fees
accuracy, etc l
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CONTRACT AWARDED FOR EXPANSION OF SHAHID RAJAEE PORT A german company awarded contract for expansion of the southern Iranian port. 46
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I
ran’s Deputy roads minister has reported on the signing of a contract with a German firm for development of Shahid Rajaee Port with a 104-million-euro investment. “A tender had been invited for a project to expand Shahid Rajaee Port in the south of Iran,” said Iranian Deputy Minister of Roads and Urban Development Abbas Mohammad Saeid Nejad adding, “a German company won the tender and a contract worth 104 million euros has been inked for the cooperation.”
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TERMINAL OPERATORS
The Line of Credit (LC) has been opened and necessary equipment will be supplied in the coming months. “A total of 150 million euros have been allocated to finance the developmental the project in the southern Iranian port,” stressed the official maintaining “moreover, a total of 85 million dollars of investment will be made in the port as Iran’s Ports and Maritime Saeid Nejad further commented that development of Iranian ports, Chabahar and Shahid Rajaee in particular, is a top priority of PMO; “accordingly, construction of Phases 2 and 3 of Shahid Rajaee Port has been put on the agenda and call has been made for cooperation over Phase 3 as PMO will undertake the construction sections while joint domestic and foreign investors will supply equipment and implement the project.” Managing Director of Ports and Maritime Organization (PMO) later recalled that a total of 40 thousand vessels pass through the Strait of Hormuz, capacities of which, need to be exploited more properly. “Despite the 210 million tons of capacity in Iranian port, currently only 140 million tons have become operational,” underscored the official noting that more activities will be promoted in maritime and transit areas. Meanwhile, Danish container shipping company Maersk Line has added Iranian Port of Bushehr to its services, expanding its presence in this MiddleEastern country. From Jebel Ali in the United Arab Emirates, the first sailing on a direct and weekly feeder connection to Bushehr commenced on January 4, 2017. The firm has deployed Inter Sydney, a 3,400 TEU containership, in the service. With a total throughput of 7 million tons, the Port of Bushehr has short marine distance to the ports of Saudi Arabia, Qatar and Bahrain. Maersk Line said its services now encompass two Iranian ports – the Port of Bandar Abbas and the Port of Bushehr, while the company’s office is located in Tehran. l
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MEGA VESSELS
MEGA VESSELS
GREEK SHIPPING FLEETS GROW BY 10.26% IN CAPACITY AND BY 6.5% IN NUMBERS DURING 2016 SAYS PETROFIN RESEARCH Defying global trends with a growth of 6.5% in vessel numbers and 10.26% in DWT terms the Hellenic shipping industry continued to power forward during 2016. This is an impressive feat, given that this year’s market conditions were more than challenging in most segments, with dry bulk and container sectors suffering dearly. To make matters worse, apart from limited cash flows, ship owners had to deal with a restricted lending by most banks, thus lowering the amount of liquidity able to be sourced from traditional financiers.
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n its annual report on the state of the Hellenic shipping industry (companies and fleet analysis), Petrofin Research said that the overall number of Greek vessels has gone up to 5,230 from 4,909. A summary of the fleet’s composition can be seen below: • Tonnage has again climbed up by 33,679,552 tons DWT to 361,934,047, an increase of 10.26% compared to last year’s increase of 7.52%. • Age for all vessels keeps falling and now stands at 12.19, compared to 12.73 in 2015, 13.26 in 2014, 14.05 in 2013 and 14.7 in 2012. • Using a 20,000 DWT cut-off, the average age of the Greek fleet has fallen to 8.39, from 8.71 in 2015, 9.14 years in 2014 and 9.83 in 2013.
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•
•
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The dry bulk fleet (vessels over 20,000 tons DWT) has gained 111 more vessels, its age is down to 8.13 years, its tonnage is up by 7.2m tons DWT and is run by the same number of companies. The large Container fleet (vessels over 20,000 tons DWT) has also become marginally younger, 9.34 years old from 9.38 years in 2015, despite the fact that this sector traditionally shows a slow rate of renewal. This year, it has grown substantially and has gained a further 7.7m tons DWT to 25.3m tons DWT and the number of vessels is up from 274 in 2015 to 381 in 2016. The companies that run these vessels are up by 1 to 32. The large Tanker fleet (vessels over 20,000 tons DWT) shows a marked increase in tonnage by 14.6m tons
WHILE, FOR THE MOST PART, THE GREEK SHIPPING INDUSTRY MANAGED TO COPE WITH THE FREIGHT MARKETS’ DOWNTURN, THIS HAS COME AT THE EXPENSE OF THE SMALLER FAMILY-OWNED BUSINESSES.
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MEGA VESSELS
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DWT to 131.6m tons DWT, compared to last year’s small increase of only 220,751 tons DWT. The number of vessels is also significantly up by 43 to 851. This sector’s companies are down by 3 and age wise there was a marginal drop to 9.35 years average from 9.49 years last year. The most important expansion is shown by the LPG sector. The fleet has almost doubled and its age has dropped from 11.5 to 4.19. This amazing development becomes even more marked when we observe the over 20,000 tons DWT LPG statistics: Vessels up from 26 to 66, tonnage up by 150% and age down from 13.69 years of age to 4.33. The LNG fleet is showing an internal reshuffle, where the same number of vessels are now bigger by 12.5%. The Greek fleet continues to expand in size but an ever more consolidated manner, as the number of Greek companies are reducing.
While, for the most part, the Greek shipping industry managed to cope with the freight markets’ downturn, this has come at the expense of the smaller family-owned businesses. According to Petrofin Research’s data, the number of Greek based/owned companies continues to decline. The 1.5% decrease represents 10 companies less, bringing their number down to 638. “Considering the level of financial difficulties encountered by Greek shipping, this fall is modest”, said Petrofin. Container vessels are being scrapped left and right these days, as liners are scrambling to limit the oversupply which has plagued the container market. Just a few days ago it was confirmed that Rickmers sold a 7-year old vessel, a record which will be difficult to be broken in the future. In its latest weekly report, the world’s leading cash buyer, GMS noted that “the extraordinary number of ongoing container sales shows few signs of abating as we head into the Christmas season, with the number of units already sold for 2016 treading over the 150 mark an all-time record for, what has now become the most beleaguered sector in the shipping industry at present. The age of many of these containers has reached as young as 2008 and even 2009 built (only 7 years old!), with many more currently laid up that are mooted for sale for recycling in the coming months / New Year”, said GMS. In its latest weekly report, it said that “whilst Pakistan has started to take containers again (prior to the recent closure), Bangladesh has cooled off taking these units of late with a clear shift in local interest towards large LDT bulkers. As such, Capesize bulkers
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are presently getting better levels in Bangladesh (and even Pakistan), not only due to the paucity of this type of unit being available, but also due to their (primarily) single skin constructions and lower beaching drafts. India has remained uncharacteristically muted for yet another week, witnessing their competing markets taking in most of the available market tonnage (including favored container vessels) as the currency crisis continues to gradually smooth itself out across the country. Following the tragic accident on board the FSU ex FEDERAL 1, the good news this week concerned the official reopening of the Pakistani market after almost a month of closure. Notwithstanding, end buyers remain somewhat tentative in their moves, primarily because there remains a degree of uncertainty over the exact requirements for yard upgrades that will certainly be enforced by governing authorities going forward”, said GMS. According to the report, “Bangladesh remains active for the very largest of vessels being worked in the market, particularly capesize bulkers and the odd panamax container unit (although at lower levels). Steel gains have seen Bangladeshi buyers return to the forefront of late, following an uncharacteristically muted period post Eid holidays. On the sales front, Canadian based owners finalized their roro vessel ATLANTIC NAVIGATOR (9,210 LDT) for a firm USD 290/LT LDT whilst the container unit MARE ATLANTICUM (16,108 LDT) from German owners fetched a sharp USD 300/ LT LDT basis ‘as is’ Shanghai delivery with sufficient bunkers for the voyage to the
sub-continent. German owned panamax container KAETHE C. RICKMERS (20,018 LDT) rounded off the final sale of the week, being committed for a healthy USD 315/LT LDT basis ‘as is’ Malaysia delivery, where vessel has been laid up. With demand and prices firming up, it is set to be a busy few weeks in Bangladesh before the year turns, as the top priced Indian sub-continent market for another week”, said GMS. In a separate note, shipbroker Intermodal noted that “the demolition market seems to be getting into shape just before the end of the year on the back of improving fundamentals, while the supply of container vessels remains robust, securing strong volumes of activity so far. The recommence of operations in Pakistan last week is bound to translate into more sales in the coming days as cash buyers will try to take advantage of the improving prices the local steel market has been witnessing. Additionally and despite the fact that India is still playing catch up with the competition, we see a stable improvement of the market there, which is inspired by the rising Indian Rupee and the partial return of local buyers into action. At the same time Bangladesh remains the strongest link across the region, securing the most business at the moment, while the further improvement in the Chinese market is expected to offer additional support to prices by intensifying competition as owners with demo candidates in the region will want to make sure that the trip to the Indian subcontinent makes sense. Average prices this week for tankers were at around 220-305 $/ ldt and dry bulk units received about 210-285 $/ldt.”, the shipbroker concluded. l
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MEGA VESSELS
COSCO SHIPPING LINES: OPTIMIZED END-TO-END TRANSPORT SERVICE With the launch of its ‘Nine Service Standards’ COSCO aims to optmize customer service flow and provide the best user experience across the globe.
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ustomer-orientation’ is COSCO SHIPPING Lines Co., Ltd.’s permanent pursuit. Supported by over 200 international shipping lines, a worldwide service network and extended service systems, the company aims to keep on providing optimized end-end transportation solutions for its customers. Since the foundation of the new company, there has been a systematic collection and evaluation of complaints and consultations as well as the analysis of customers’ ‘pain points’ and ‘difficult points’. COSCO’s management gradually determined the key services that have the most impact on customer experience during service flow. This lays the foundations for the ‘Nine Service Standards’ based on the principle of ‘measurable’, ‘traceable’, ‘sustainable
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improvement’ and covers the whole flow of foreign trade transportation. COSCO SHIPPING has announced “with honour” that ‘Nine Service Standards’ have been officially released on January 1, 2017 and have been implemented worldwide. THE DETAILS ARE QUOTED AS FOLLOWS: BOOKING Bookings will be responded to within two hours upon receipt during a working/business day. Given that vessel allocation is available and booking information provided is complete and comprehensive, booking confirmation time will be two hours for both standard dry and reefer cargo, and two working days for both hazardous and awkward (OOG) cargo.
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MEGA VESSELS
COSCO SHIPPING HAS ANNOUNCED “WITH HONOUR” THAT ‘NINE SERVICE STANDARDS’ HAVE BEEN OFFICIALLY RELEASED ON JANUARY 1, 2017 AND HAVE BEEN IMPLEMENTED WORLDWIDE. EQUIPMENT RELEASE Equipment will be reserved for pickup within 48 hours after customer’s request for equipment pickup has been confirmed. B/L RELEASING Original Bill of Lading will be ready within one working day after the vessel departure, under the condition that shipping instructions have been submitted in a timely and proper manner.
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INVOICING Invoice will be available within one working day after the vessel departure, under the condition that invoice information received is accurate and timely. SCHEDULE RELIABILITY Schedule integrity of COSCO SHIPPING operated vessels will exceed 95% reliability (except in condition of force majeure) TRANS-SHIPMENT Connection voyage will be available online at our website (lines.coscoshipping. com) three days prior to cargo arriving at the trans-shipment port. Trans-shipment results will be available online one day after cargo departs from trans-shipment port. Our goal is cargo that moves through a trans-shipment port with target of seven days but no longer than fourteen days maximum. ARRIVAL NOTICE Arrival notice will be delivered one day prior to cargo arrival.
COUNTER SERVICE Service procedure will be completed within fifteen minutes upon arrival at service counter (only applicable for regions with counter service). ISSUES RESOLUTION Invoice disputes will be resolved within five working days. Commercial disputes with clear facts will be handled within seven working days. Complaint resolution (following receipt of complaint) will be provided within five working days. The above-mentioned is just for reference and should not be considered as the warranty/guarantee in any conditions. The release of ‘Nine Service Standards’ is nothing but a beginning. COSCO SHIPPING Lines Co., Ltd. will continue optimization of customer service flow, improvement of customer experience and receive the supervision of the customer worldwide. You are welcomed to give the comments and suggestions through our official website-lines.coscoshipping. com and we will give the feedback as soon as possible. l
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MEGA VESSELS
CHANGE OF FACE FOR MAERSK AS IT STEERS TOWARDS ‘A DIGITAL WORLD OF LOGISTICS’ Maersk Line’s emphasis on its digital plan was highlighted by all presenters to demonstrate the changing face of the company at the AP Møller Maersk Capital Markets Day in Copenhagen.
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he “violence” of the third container freight rate war in eight years was “quite shocking”, said Maersk Line chief commercial officer Vincent Clerc at the AP Møller Maersk Capital Markets Day in Copenhagen. And to help avoid further price battles, chief financial, strategy & transformation officer Jakob Stausholm said: “Our intent is to create a digital world of logistics.” However, he admitted that transforming the 100-year-old company into the digital world would not be easy. At the annual investor event, APMM executives also provided more colour on the company’s reorganisation into two divisions: Transport & Logistics (T&L) and Energy. With the decision to “separate” the Energy division businesses from the group in the form of joint ventures, mergers or listings, the focus is now on replacing its 25%
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revenue contribution through organic and inorganic growth within T&L APMM CEO Soren Skou said the acquisition of Hamburg Süd was the “first step in realising this ambition”. The takeover of the German shipping group was “a rare opportunity”, he said. Mr Skou said the integration of Maersk Line, APM Terminals, Damco, Svitzer and Maersk Container Industry into the T&L division unlocked “immediate commercial and cost synergies”, by the better utilisation of assets and the development of new digital solutions. Mr Clerc claimed the T&L division would “vastly improve the customer offering through improved reliability, innovation, tailor-made solutions and an expanded product exposure”. Much of this he said would come from the combination of Damco’s product range, including customs house brokerage, cargo insurance, supply chain solutions and inland transportation, with the container line’s large customer base.
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MEGA VESSELS
“OUR COMBINED NETWORK WILL PROVIDE EXCITING OPPORTUNITIES TO DEVELOP NEW PRODUCTS AND EXPLOIT OPERATIONAL SYNERGIES. HAMBURG SÜD AND MAERSK LINE CUSTOMERS WILL BENEFIT FROM MORE CHOICE AND BETTER PRODUCTS.” The objective, according to Mr Clerc, was to achieve a “higher share of wallet” – attracting more of customers’ total logistics spend. Mr Clerc advised that for January to September, 36% of Maersk Line’s carryings consisted of spot cargo, 20% was short-term cargo of 1-3 months and contract business, regarded as threemonths or more, was at 45%. Harking back to the most recent rates war, Mr Clerc said: “The violence was quite shocking,”, but he claimed “things are starting to self-correct”. Cost leadership, was the foundation for growing the T&L business, according to presentations from Soren Toft, chief operating officer of Maersk Line, and Morten Engelstoft, CEO of APM Terminals. Notwithstanding that Maersk Line’s asset utilisation had shown continued improvement – vessel utilisation up at 93% and container turn (the average number of times a container is shipped) also up at 4.7 a year – the executives believed “new levers” were required to achieve satisfactory profitability. The emphasis was on the digital plan, which was said by all presenters to represent the changing face of the company. Mr Engelstoft said it been “a tough year” for APMT, but the terminal operator was set to benefit from Maersk
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Line’s growth – 32% of the carrier’s moves are at APM Terminals – its VSA partnerships and, not least, the impact of Hamburg Süd throughput. It was said that the new focus for APMT had moved from a capex-led growth, to cost leadership and asset utilisation. Maersk’s decision to pay a premium $4bn for Hamburg Süd was influenced by the integration and cross-selling strategy of its umbrella T&L division. This will not only see Maersk Line add 600,000 teu of capacity to its fleet, but additionally the German carrier’s container volumes will, where possible, be handled ‘in-house’ at APM Terminals facilities around the world. Group chief executive Soren Skou further said Hamburg Süd would add “significant volume and revenue” to APM Terminals, resulting in a “winwin” for the T&L division. Mr Skou said there would be a “significant change of direction” for APMT over the next couple of years. The focus would be on costs and maximising APMT’s current terminals, “much less, or not at all, on planting new flags”. “We have invested a lot [in APMT] now is the time to fill the capacity that we already have,” said Mr Skou. And instead of the arms’ length carrier customer-terminal operator relationship that has hitherto existed between Maersk Line and APM Terminals, Mr Skou said in future major hub ports would operate as “a onecompany business”, he suggested, in a similar fashion to how UPS and FedEx operate their global distribution centres. He added that other crossover synergies between the other T&L brands; 3PL Damco; container manufacturer MCI (Maersk Container Industry); and towage and salvage specialist Svitzer would all be exploited. There will also be cross-selling between the brands, said Mr Skou. “We reach out and touch thousands and thousands of businesses each year and we can do a better job of cross-selling.” Maersk Line has accepted that it is likely to lose some Hamburg Süd customers as a consequence of the takeover and has learnt some painful lessons from the chaotic 2005 acquisition
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“THE FOCUS OF THE FUTURE MAERSK WILL BE ON GLOBAL CONTAINER SHIPPING, CONTAINER LOGISTICS AND CONTAINER PORTS.” of P&O Nedlloyd, when one-plus-one did not equal two in terms of customer retention – or even one and a half. “In container shipping, acquiring another carrier comes with a loss of volume,” he said, “minimising that loss is a key value driver when it comes to making decisions. “We believe that a great customer experience is part of the solution.” Mr Skou also confirmed during his presentation that Maersk Line would not be investing in new ships “in the foreseeable future.” He said: “The focus of the future Maersk will be on global
container shipping, container logistics and container ports.” However, he added, there was much work to do to bring the T&L division back on track: the cumulative segment result for the nine months to 30 September was a net profit of $117m, compared with a profit of $2.1bn for the same period of 2015. Meanwhile, as it charts its new course as a integrated transport and logistics operator, Maersk has given itself 24 months “to find solutions” for its oil and oil related businesses, which could include joint ventures, mergers or disposals. l
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MEGA VESSELS
TASNEEF WORKING TO CREATE A SUSTAINABLE MARITIME ECONOMY BASED IN THE UAE For the 2nd consecutive year, Emirates Classification Society “Tasneef” brings the world’s attention to the added value the UAE’s state-of-the-art marine infrastructure and strategic location offers, supporting the UAE National Agenda to be the best destination in the maritime industry.
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he “UAE Summit of Marine and Maritime Leaders” and the “Abu Dhabi Maritime Youth Summit for Empowering Emirati Youth Leaders in Maritime Domain” have successfully concluded in Abu Dhabi. They were held under the patronage of H.E. Dr. Abdullah bin Mohammed Belhaif Al Nuaimi, Minister of Infrastructure Development, and Chairman of the Federal Transport Authority-Land & Maritime. The two summits brought together prominent marine and maritime leaders from across the world. They discussed challenges that face marine shipping, and oil and gas. Participants exchanged ideas on the new options for governments and companies to improve the environment and enhance investments and profitability. The two summits drew great attention from top decision makers in the marine and maritime industries in the UAE. They were held under a strategic partnership with the General
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Command of UAE Armed Forces, and sponsored by major national companies including Abu Dhabi Ports, National Marine Dredging Company, and National Drilling Company. “The UAE relies on the maritime sector to maintain its position as the second largest economy in the Arab World, and to increase non-oil revenues in accordance with its strategy to diversity economy. Therefore, we look at such meetings and conferences differently from other conferences. We have been following our successes in this sector and found that it is important to create platforms for these forums. The success of both summits, which were held for the second time in Abu Dhabi, was the result of decades-long preparations for the UAE to lead the international maritime sector. This success also coincides with the government’s efforts to build a sustainable economy that is not reliant on oil and gas and is not affected by price fluctuations. This contributed to the development and prosperity of the UAE,” said Al Nuaimi.
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MEGA VESSELS
“This year, we listened to international maritime leaders, and learned their aspirations and needs to overcome the challenges facing companies and business people. We promise them to develop our legal and procedural systems and build more marine facilities, so that our ports become the top destination globally for docking ships and providing stability for their businesses. We are striving to make the UAE flag one of the most preferred flags for ship owners around the world,” added Al Nuaimi. Al Nuaimi noted that the UAE will seek to be a key member of the executive council of the International Maritime Organization (IMO) in 2017. “We obtained the necessary approvals from the concerned authorities in the UAE and the Ministry of Foreign Affairs and International Cooperation, and we will work closely with stakeholders, ports and everyone in the maritime sector to have a permanent representation in the International Maritime Organization in London. We strive to have a key role in the IMO that reflects the importance of the maritime sector for the UAE and for the people in this filed, while working to have a greater role in this sector,” added Al Nuaimi. THE UAE IS A MAJOR PLAYER IN THE MARITIME SECTOR “Hosting the two summits for the second time in Abu Dhabi, adds to the roster of our achievements. We have succeeded in consolidating the position of the UAE to be a major player in the international maritime sector. We have provided the opportunity for national marine leaders to engage in dialogue with their international counterparts. This is the starting point for long-term partnerships, especially that we have unlimited support from decisionmakers in the UAE to develop the investment environment for the maritime industry to be the best in the world,” said Rashed Al Hebsi, Chief Executive Officer of the
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“THE ENTHUSIASM OF NATIONAL COMPANIES TO SPONSOR THE TWO SUMMITS, THE ATTENDEES FROM NATIONAL AND INTERNATIONAL MARITIME LEADERS, AND THE OUTCOMES AND IDEAS THAT RESULTED FROM THE SUMMITS WERE NEW AND REALLY EXCEPTIONAL. THEY WILL SIGNIFICANTLY IMPACT THE DEVELOPMENT OF THE NATIONAL MARITIME STRATEGY, AS WELL AS INFLUENCE INTERNATIONAL TRENDS IN THE MARITIME INDUSTRY,” Emirates Classification Society “Tasneef”. “The enthusiasm of national companies to sponsor the two summits, the attendees from national and international maritime leaders, and the outcomes and ideas that resulted from the summits were new and really exceptional. They will significantly impact the development of the national maritime strategy, as well as influence international trends in the maritime industry,” added Al Hebsi. Al Hebsi emphasised the importance of organising the Maritime Youth Summit in conjunction with the UAE Summit of Marine and Maritime Leaders in Abu Dhabi. “We invested the presence of marine leaders by organising direct dialogues between them and young Emiratis who are looking forward to joining the maritime sector. Such meetings help young Emiratis acquire experiences and enhance their confidence in their abilities to achieve global successes. They also learn about the great
opportunities that the maritime industry can offer both on the job and trade levels,” he said. INTERNATIONAL MARINE FORUM Commenting on the success of the UAE Summit of Marine and Maritime Leaders for the fourth time in the UAE, Jannis Kostoulas, President of the Mare Forum said, “We have been organising this summit for years in many countries, but I can say with confidence that this summit was exceptional. The level of support we received from the Tasneef, the emirate of Abu Dhabi and the Abu Dhabi maritime companies and marine leaders was great. We look at the UAE as a permanent platform that will continue to add significant value to discussions and ideas that are exchanged among participants. This will contribute to shaping the future of the maritime industry and marine services, which are the backbone of international trade.” l
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Supported by
CONTAINER HANDLING & CRANE TECHNOLOGY
CONTAINER HANDLING & CRANE TECHNOLOGY
THE WORLD’S LARGEST AUTOMATED INLAND HARBOUR One of the secrets to Kalmar’s technological leadership in terminal equipment and automation is its Technology and Competence Centre in Tampere, Finland. Here over a hundred R&D professionals develop and test ideas that shape the future of cargo handling.
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almar’s Technology and Competence Centre is an impressive glass building with straight and undulating lines punctuated by white and red highlights that reflects the very port containers Kalmar is helping to move worldwide. The Centre stands on its own in an industrial area just a fifteen-minute drive from downtown Tampere.
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terminaloperator.com
CONTAINER HANDLING & CRANE TECHNOLOGY
It is where world-leading terminal equipment and automation solutions featuring energy efficiency, safety, and intelligent design are born and brought to fruition to join Kalmar’s long pedigree of machines revolutionizing port technology. The secret ingredient is the brainpower, creativity and outside the box thinking of the over 300 people employed at the Centre, nearly
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one-third of whom are focused in research and development. These best minds in their fields envision, develop, engineer, design, code, prototype, simulate, test and pre-integrate advanced terminal solutions. The work ranges from the small improvements that make a big difference to new product categories all aimed to keep cargo moving fast.
THE SECRET INGREDIENT IS THE BRAINPOWER, CREATIVITY AND OUTSIDE THE BOX THINKING OF THE OVER 300 PEOPLE EMPLOYED AT THE CENTRE, NEARLY ONETHIRD OF WHOM ARE FOCUSED IN RESEARCH AND DEVELOPMENT. Quarterly — 4th Edition 2016
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“THE NEW PLATFORM IS A ONE OF A KIND IN THE WORLD. IT IS THE WORLD’S LARGEST AUTOMATED INLAND HARBOUR WHERE WE CAN CARRY OUT COMPLETE END-TOEND CONTAINER HANDLING OPERATIONS AUTOMATICALLY ON A SMALL SCALE, “ SAYS TOMMI PETTERSSON, VICE PRESIDENT, SOFTWARE AND AUTOMATION DEVELOPMENT, AUTOMATION AND PROJECTS DIVISION.
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A PLATFORM LIKE NO OTHER In 2011-2013, Kalmar invested approximately EUR 35 million in the construction of the centre. In 2015-16, the company has further invested approximately EUR three million in a new port automation testing and development platform. The new platform is a one of a kind in the world. It is the world’s largest automated inland harbour where we can carry out complete end-to-end container handling operations automatically on a small scale, says Tommi Pettersson, Vice President, Software and Automation Development, Automation and Projects Division.
The platform is equipped with the entire set-up: A Navis N4 terminal operating system (TOS), a Kalmar terminal logistic system (TLS) and all necessary automated terminal equipment, such as an automated stacking crane (ASC), automated RTG, automated and manual straddle and shuttle carriers for horizontal transportation, as well as automated truck handling for landside operations & all fully integrated to work together seamlessly. MAJOR BENEFITS FOR CUSTOMERS For Kalmar, the testing and development platform provides it with the capability to test new product features before their market
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introduction which shortens the time needed to launch new products further upgrades the reliability and quality of existing equipment. For customers, it offers something unique in the business. First, it enables terminal operators who are interested in automating their container handling operations to see and test a complete automated container yard operation in an unprecedented way. Kalmar is the only supplier in its field to offer this opportunity to its customers. Second, during the project implementation phase, Kalmar can
test and optimise the equipment and software with real and virtual components to ensure their integration with the customer’s existing terminal operations before delivery based on real data provided by the customer. This is a great plus. This shortens implementation time significantly at the customer site. As we know, time is money for terminal operators. It is important for them to get things moving fast so that they can do business with their own customers, Pettersson explains. A third benefit comes from the possibility to train the customer’s technicians to maintain the equipment or install software on the testing platform rather than training them after delivery at the customer site. This is a big time-saver. Once the automated equipment has been shipped, it can be monitored and analysed via a remote connection, even when the port is located on the other side of the world. SEVEN R&D LABORATORIES The Technology and Competence Centre has seven laboratories in addition to the brand new testing and development platform. The more traditional areas & electrical, hydraulics, mechanical and diesel engine laboratories are located in a separate building on the premises. In addition to these laboratories, the building houses a prototyping workshop. It’s where we install new solutions on our terminal equipment before they are ready for the test field, says Pekka Yli-Paunu, Director, Research, Automation and Projects Division. The office building has three other laboratories equipped with the most modern computers, high-end software and virtual environments with modern technologies. As today’s focus is on automating terminal operations, a large part of our research and development work is today carried out by sitting in front of computers and coding, says Tommi Pettersson. The virtual environments laboratory is where software developers are busy working on automatic control systems for the new Kalmar AutoRTG, one of the current spearhead projects. A few desks away, a simulator engineer models the same machine. This laboratory is ‘The Place’ where new ideas and concepts are integrated and tested together. A few floors up, we find ourselves in one of the two software development and testing laboratories where test automation engineers and software engineers are busy creating software and testing new innovations using the latest simulated equipment. These days, more and more tests are run automatically rather than manually.
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R&D ON THREE FRONTS To maintain its leading position in developing automation and container handling solutions in the industry, Kalmar has a multifront approach to R&D at its Technology and Competence Centre. One thing is to try to see what kind of technologies and systems will be available in two to ten years from now and what features we could utilize in our products in the future, says Pettersson. Of special interest to Kalmar are technologies that include new positioning, perception and human detection systems, and advances in measuring or wireless communication methods. On another front, R&D activities focus on the company’s existing automation solutions and automated equipment to develop them further. And on the third front, we are continuously improving and upgrading our machines. An excellent example of our extensive R&D efforts is Kalmar FastCharge™, the firstever fully electric powered shuttle and straddle carriers, Pettersson continues. With this innovative concept, the diesel engine has been removed while the lithium-ion batteries have been scaled up and are used as the only power source. This solution reduces fuel consumption and reduces CO2 and NOx emissions. We plan to do the same with other products and thus boost sustainability in the cargo handling business, Pettersson says. In addition to sustainability, other megatrends that drive Kalmar’s research and development include digitalisation, safety and wireless mobility. CLOSE CO-OPERATION WITH A BUSINESS ECOSYSTEM Today, the speed of technological innovations is so breathtaking that no one company can manage it alone. This reality has been acknowledged by Kalmar, too. We use so many different technologies in our operations that we cannot, and do not even want, to develop them all. Instead, we are expanding our business ecosystem. It already includes technology
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“THE SPREADER END BEAMS ATTACHMENT IS A COMPLETELY NEW, SIMPLIFIED DESIGN THAT REMOVES THE NEED FOR HYDRAULIC CONTROLLED FLOW,” SAYS KARLSSON. “THE INSTALLATION OF THE HYDRAULICS HAS ALSO BEEN SIMPLIFIED WITH THE USE OF A LARGE MAIN VALVE THAT CONTROLS LIFT, LOWERING AND TILT OF THE MAST AS WELL AS THE ATTACHMENT.” companies, universities and research institutes, Yli-Paunu points out. Partnership at all stages of the product development process benefits all parties and eventually Kalmar’s customers around the world. The double stackers come with lifting heads with either lift hooks and hydraulic side clamps to handle one or two standard 20-40ft containers, or a lifting head with additional safety wedges that can lock in single containers and handle containers larger than 45ft in length.
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“The spreader end beams attachment is a completely new, simplified design that removes the need for hydraulic controlled flow,” says Karlsson. “The installation of the hydraulics has also been simplified with the use of a large main valve that controls lift, lowering and tilt of the mast as well as the attachment.” Customer feedback indicates that the hydraulic performance in the DCF80-100EC is good enough and the vehicle speed performance can be too high in some applications.
“We have developed two new drive trains, one high performance and one mid performance. The high performance drive train has a similar performance to the DCF80-100, but it is up to 20% more fuel efficient. The mid performance has slightly lower performance, although it is still up to 14% more fuel efficient,” explains Karlsson. Both drive trains come with three operating modes – power, normal and eco – that can reduce fuel consumption considerably. Easier access for maintenance, longer servicing intervals and advanced diagnostic tools and monitoring systems also contribute to significantly reduced running costs. l
terminaloperator.com
CONTAINER HANDLING & CRANE TECHNOLOGY
ZPMC DELIVERS TWO STS CRANES TO DP WORLD ST JOHN, CANADA The delivery was part of a 35-year agreement to modify, transport and install cranes at the DP World St John’s site.
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rane manufacturer Shanghai Zhenhua Heavy Industries has delivered two STS cranes from Charleston, South Carolina, to DP World in Saint John, Canada. The project to modify, transport and install the cranes was part of a contract for upgrades at the Saint John site. The scope of work included weighing the cranes, installing new cab washing platforms, removing waterside spacers from the legs to accommodate the new dock elevations, machining the gantry wheels to match their rails and finally transport to Saint John, New Brunswick. “DP World recently executed a 35-year agreement with the Port of Saint John that required the delivery of two additional STS cranes ready to
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go to work by January 14, 2017. DP World located suitable cranes in Charleston, SC that were on the market,” said Ed Johnston, vice president at ZPMC Crane Service. The cargo was transported aboard ZPMC’s vessel Zhen Hua 14 and delivered on time despite a delay of 10 days due to Hurricane Matthew. “When bidding the job, one major advantage we could offer was the ability to utilize ZPMC’s own ship that could handle the extreme 28-foot tides in the Bay of Fundy. We offloaded the first crane on a rising tide in 35 minutes using the ship’s specialized gear,” Johnston said. l
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Drive-In L
the new standard
for RTG Electrification
E-RTGTM with Plug-In Solution
E-RTGTM with Drive-In P Solution
We add the “E” to your RTG Electrification of Rubber Tyred Gantries Converting a conventional RTG into an electrical one (E-RTGTM) means to shut down the diesel generator and to power the RTG with electrical power only.This conversion is now possible with the complete RTG electric power solutions developed by Conductix-Wampfler: Plug-In Solution, Drive-In P & L Solution and Motorized Cable Reel Solution. We move your business! www.conductix.com
E-RTGTM with Motorized Cable Reel Solution
CONTAINER HANDLING & CRANE TECHNOLOGY
LIEBHERR OPENS NEW OFFICE IN KINGDOM OF SAUDI ARABIA The company said that the new office will further improve its services to customers in Saudi Arabia and neighbouring countries.
T
he newly erected buildings will house sales and service staff from the mobile and crawler cranes, deep foundation, tower cranes and concrete technology product divisions. The new facilities will provide more warehousing space to enable improved spare parts supplies and greater availability of parts in general. They include air-conditioned warehousing areas, for example for electronic and rubber parts. In addition a warehouse for particularly large components has also been erected. The fully equipped workshop area is big enough even for large cranes.
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“Repairs, after-sales service using genuine parts, washing and testing—we can now provide our customers with a complete care-free package”, says Markus Burgstall, manager of the mobile cranes division in Saudi Arabia. Saudi Arabia is one of the main markets for Liebherr in the Middle East, with the company having its own employees there for 35 years. Its headquarters are located in Jeddah and Liebherr also has offices in Riyadh. “The new complex in Dammam took just 14 months to build and represents a clear commitment by Liebherr to its local customers and partners and its long term confidence in the market even though it is currently going through a tough period with investment being extremely slow as a result of the low oil price,” Liebherr said. l
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Solutions For Lighting
LED Light Source
LED Light Source
LED Light Source
LED Light Source
Since 1976, Musco has specialised in the design and manufacture of sports and large area lighting. We are committed to providing floodlighting solutions and services you can rely on. Musco’s solutions – using LED or metal halide – provide superior energy efficiency, environmental light control, and cost effectiveness, all supported by our leading product assurance and warranty programme. For Your Budget . . . For The Environment
www.musco.com ©2017 Musco Sports Lighting, LLC · ADTOC17-1
Supported by
TERMINAL OPERATING SYSTEMS
TERMINAL OPERATING SYSTEMS
JADE MASTER TERMINAL AT MESSINA LINE - RORO and mixed cargo capabilities - Every transaction recorded - Single integrated system with one view of all operations - Multi-terminal - Strong relationship between Messina Line and Jade
A BRIDGE OVER THE OCEAN A venerable Italian shipping company, the 90 year old Ignazio Messina & Co (Messina Line), describes itself as a “bridge over the ocean”. It provides Roll-On, Roll-Off (RORO) shipping services between the main ports in the Mediterranean (Genoa, Marina di Carrara, Naples, Marseilles, Barcelona and Castellon) and the Eastern Mediterranean, North, East, West and South Africa, the Middle East and the Indian Subcontinent. Key to its operations is a home terminal in the heart of Genoa, one of the main Italian ports. Located close to the motorway system, it connects with six inland terminals in the most strategic industrial points of Northern and Central Italy, and is equipped with dedicated railway sidings and truck gates. It is the largest terminal handled in terms of containers and general cargo in the old Port of Genoa.
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terminaloperator.com
TERMINAL OPERATING SYSTEMS
WHAT MESSINA REALLY WANTED TO ACHIEVE WAS HAVING A SINGLE PICTURE OF THEIR INFORMATION I.E. ONE SYSTEM RATHER THAN LOTS OF HOMEMADE SYSTEMS, SO THEY COULD RECORD AND TRACK EVERY TRANSACTION...
DIVERSIFYING IN A TOUGH ECONOMY “We have a very good terminal with a high level of productivity,” says Mario Liguori, Project Manager at Messina Line. The challenge for the company’s terminal operation is finding smarter ways of managing the business. With the European economy in a tough space, the terminal operation is looking to diversify beyond its owner’s business and service other shipping lines. “Every terminal has an indicator for benefits – e.g. rate of containers you can load per hour,” says Mario. “Because we have fewer vessels and they are doing RORO and mixed cargo it’s different. It’s hard to improve the loading average with different decks and cargo simply through the use of a new computer system.” What Messina really wanted to achieve was having a single picture of their information i.e. one system rather than lots of homemade systems, so they could record and track every transaction through the port, and therefore the information to make smarter decisions faster about their operations. Finding a terminal operating system to suit Messina’s specific requirements wasn’t straightforward, says Mario. “We wanted to use it to manage general cargo, we are not
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“WE ALSO ORGANIZED COURSES FOR ALL DRIVERS AND WORKERS ACROSS THE TERMINAL, DIVIDING PARTICIPANTS INTO APPROPRIATE GROUPS: SUPER USERS TAUGHT ALL USERS THEIR NEW DUTIES, INCLUDING ASSIGNING THE PROPER SECURITY ROLES TO ALL OFFICES.”
“We also organized courses for all drivers and workers across the terminal, dividing participants into appropriate groups: super users taught all users their new duties, including assigning the proper security roles to all offices.”
just a container port. We have all sorts of cargo – cars, trailers, etc. Most products are only able to manage containers.” A specific requirement was the ability of the system to accommodate planning for RORO shipping. “This was very important in the choice of the TOS, as the Messina fleet is composed 90% of RORO vessels.” THE FLEXIBLE TOS After evaluating all of the main software vendors, Messina Line selected Master Terminal from Jade Software Corporation as their new TOS and began an extensive analysis of their requirements to ensure a smooth implementation of a single, integrated system to replace a multisystem environment. “We are not a traditional terminal so from an operational point of view Jade’s Master Terminal is better because it supports multi cargo,” says Mario.
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As this was a significant operational change for the company, Messina carefully planned and implemented Master Terminal says Mario. “We set up a test-room, in which we replicated all aspects of operations in ‘true life’, using physical and emulated handhelds, tablets, vehicular PCs.”
A BETTER WAY OF WORKING Messina has developed a strong relationship with Jade and its team of industry and technical experts. “With Jade’s efficient management and developers, it was possible to develop a good system to suit the needs of our terminal, and fully interface with the shipping line system,” says Mario. The benefits have not been focussed on rapid tonnage increases, but more on ways of working that are smarter and make them more competitive. “The idea was not a big increase in throughput but to have a better way of working. In the lower decks of a vessel you have to go slowly and the system can’t help you go faster.” “The main benefit is having one system rather than lots of homemade systems. We now record every transaction in the system. There were lots of gaps in the old systems and it was quite confusing. They were made by hand and were very complex. From an operational point of view Jade is better for us,” he says. l
terminaloperator.com
TERMINAL OPERATING SYSTEMS
NAVIS ANNOUNCES IMPROVEMENTS IN TERMINAL SOFTWARE WITH LAUNCH OF N4 3.3 Latest Version Built Following the Agile Methodology Offers New Set of Features for Improved Terminal Efficiency and Productivity
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N
avis announced the general availability of N4 3.3, the latest version of its flagship terminal software. As terminal operations become increasingly complex, Navis remains committed to providing best-in-class solutions for its customers, and N4 3.3 offers a broad set of new features and enhancements to make it easier to administer and maintain N4. For the launch of N4 3.3, Navis implemented a major improvement in its software development approach – leveraging an agile methodology – to improve the ability to build quality software and innovate by utilizing rapid feedback loops as part of the development cycle. With frequent quality and delivery checkpoints built into the process, the new software’s features help Navis customers unlock greater operational efficiency. Navis has also reduced its release cycle to four months in order to be more responsive to growing industry challenges and market needs. “As the industry continues to evolve, with carriers adding larger
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TERMINAL OPERATING SYSTEMS
FOR THE LAUNCH OF N4 3.3, NAVIS IMPLEMENTED A MAJOR IMPROVEMENT IN ITS SOFTWARE DEVELOPMENT APPROACH – LEVERAGING AN AGILE METHODOLOGY – TO IMPROVE THE ABILITY TO BUILD QUALITY SOFTWARE AND INNOVATE BY UTILIZING RAPID FEEDBACK LOOPS AS PART OF THE DEVELOPMENT CYCLE.
vessels to their fleets and shippers demanding greater predictability and real-time insight into their cargo, it is critical that our customers are able to provide the most efficient terminal operations possible,” said Scott Holland, VP of Product Management at Navis. “Through implementing the agile methodology, we were able to further build on the capabilities and services we offer, and the release of N4 3.3 is the next step in delivering our clients the most innovative terminal software to address current and future industry needs.”
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New features and enhancements in N4 3.3 include: • Enhanced Application Performance including core performance improvements in XPS. The method XPS uses to find containers has been refactored to significantly decrease the time required to find a container to update or delete. This improvement will be most noticeable in sites where XPS has over 100,000 containers in the cache, but will benefit all sites. Additional improvements allow users to influence N4 message processing by systemically distributing message processing across different nodes. • Decking History Insights provide users with better insights into system decisions to fine tune parameters and increase yard
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utilization. The Decking History view reflects all decking work instructions that have been dispatched. Rail Operations Support for terminals using wide span gantry cranes that are serviced by straddle carriers and empty handlers. Block Impact Minimizer to optimize the loading of empty containers to the vessel by swapping empties from different yard blocks. This ensures the empty workload is distributed across the various blocks, minimizing transfer zone congestion and decreasing unproductive container moves, resulting in higher yard and quay-side productivity. N4 System Administration and Maintenance Improvements to help IT teams administer, maintain and support N4 systems. l
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CUSTOMS, SECURITY & SURVEILLANCE
TRANSPARENCY AND SECURITY FOR EFFICIENT DELIVERIES HELPING A FRAGMENTED LOGISTICS INDUSTRY PATRIK ANDERSON, BUSINESS DEVELOPMENT DIRECTOR FOR TRANSPORTATION AT AXIS COMMUNICATIONS
Keep things simple, as we have been told many times. But things are often more complex than we think. For example, our transport and logistics clients are constantly faced with the question: how complex can it get to move goods from point A to point B?
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fter all, that is what the backbone of the global economy is all about. We take it for granted that goods arrive on shelves in stores and customers receive their orders on time, often the next or even same day delivery. Anyone working in the logistics industry of course knows that there is a much more complex process behind this simple order and that the exchange of goods between different stakeholders in the value chain encompasses a variety of different transport modes that stretches across multiple geographies to keep the wheels of the global economy spinning. SHARED RESPONSIBILITIES & VALUE CHAIN ROLES Shared responsibilities and specialized roles in the logistics industry are key to get high efficiency and competitiveness between the various market actors. Logistics companies work together every day in this environment with their own assets, shared assets and resources, or no assets at all. Some position themselves as independent freight forwarders. Some also take on the carrier role for parts of geography, a specific route or mode of transport. Independent of such value chain roles, goods travelling from one part of the world to another will eventually be handled by various companies with shared responsibilities.
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Even for the 3PL giants who have complete end-to-end logistics solutions, there is a need for cross-docking at various points during a route to keep efficiency up and costs down. ATTACKS AND INCIDENTS Looking at the complex global logistics flows from a security perspective, we have seen an unfortunate increase in attacks against supply chains across all regions and modes of transport. Several organizations and government bodies report the same alarming statistics. Organized crime and everyday criminals have found a new target in the flow of goods as a means to make fast profits. A key driver for this development is the overall move away from cash in favour of cards and online payments. How can we work against the increasing number of incidents? DEVIATIONS OF GOODS AND TRANSPORT Manufacturers have carefully and over a long time built up quality systems to ensure that their products and solutions meet the expectations of their customers. But what happens to products after they leave the boundaries of the manufacturer’s quality system? What if something unexpected happens during their transport, when there are a lot of shared responsibilities between different parties? How can the logistics industry more easily and cost efficiently backtrack the series of events that lead to an incident or attack between point A and point B? Lastly, how can precision be improved on a global scale?
TRACK AND TRACE One trend within the logistics industry is to increase the use of telematics of various types to track and trace goods along their journey. Some have started to use this as a post-incident tool to verify the routing of goods. Others use this as a tool to monitor and control both fleets and goods in real time. This method is based on capturing the identification of passing-through-goods by scanning barcodes or RFID (radio-frequency identification) tags at warehouses, logistics and distribution centres. However, it cannot reveal what truly happened to a given shipment, nor the present status of the goods. It doesn’t allow us to tell who did what, when, why and how the goods are affected. Of course one can, just like the great Sherlock Holmes, attempt to make advanced guesses on why unannounced or non-planned stops along a shipment’s route have occurred. But what does it really mean, if a barcode is scanned and the shipment is accounted for at a cross-docking station? What does it say about a possible damage or losses of the goods? The scanned data does not allow for a visual post-verification of the goods and thereby not creating transparency. VISIBILITY BUT NO TRACEABILITY So how can we create visibility and remove the costly and time consuming guess work from the investigations of incidents, claims, attacks and deviations of transports and goods?
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and cost-efficiently cover all relevant parts of large outdoor areas and within the buildings using computer network cabling infrastructure already in place for the barcode scanners & RFID trackers. But is this enough? How would we go through recorded video of millions of individual goods that are shipped every day to find just that particular one that we are interested in? How can we create a complete, visible track of one particular parcel out of all handled on a daily basis?
HOW CAN WE THEN GAIN A CRISP CLEAR PICTURE FROM ANY WAREHOUSE, CROSS-DOCKING STATION, LOGISTICS CENTRE OR TRUCK, TRAILER OR DELIVERY VAN? The first step would be to simply equip all locations, vehicles and the flow of goods in those locations with smart modern network video cameras. Cameras that can provide not only a high-quality video image in any light, temperature or weather, but also are intelligent enough to detect for instance unwanted movements and activities using video analytics. Cameras that also can cooperate
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CLARITY & TRANSPARENCY AT ANY GIVEN MOMENT To create a clarity tool for backtracking any individual event around specific goods, we need to integrate the tracking and tracing methods with the visibility tools. Already today any WMS (warehouse management system) or ERP (enterprise resource planning) system keeps track of identification of goods. Any telematics and fleet management system today keeps track of positions at all times of vehicles. If we simply combine video data with the tracking and tracing data to form one common system, we have a winner! This enables us to track the complete flow of goods and zoom in on individual events in seconds, showing in detail the goods status, who did what and when with the goods
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and the impact on them. Modern network video systems have this powerful ability to integrate goods identification data with digitally stored video data using crisp clear video quality. Such systems integrate with WMS, ERP, RFID, Barcode and fleet management systems with the VMS (video management software). POSITIVE BUSINESS EFFECTS AND A BEGINNING OF A SAFER AND MORE TRANSPARENT WORLD OF LOGISTICS The positive business effects from network video systems in the logistics world can be grouped into the following areas: •
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Confidence and quality branding A much more secure and solid platform to handle any claim, deviation or incident is now available. The network video system cleverly promotes the existing quality thinking and quality processes already in place so that it can become part of the branding. Users will actually be able to show any and all goods! This will give brands a competitive advantage on the market and act as a great confidence boost for the company. Minimal time & costs for internal and external deviation investigations and claims If a follow-up on actual deviations or claims of deviations is needed, we will now have an effective formula-1 tool
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where the time searching for the origin of the problem, demonstrating the exact sequence of events and implement corrective actions, is now fully integrated and automated in one single system. The network video system will also help provide clear evidence. Usually a deviation research is completely done within minutes, including the evidence making, should it be needed. •
Reduction of false-claims Logistics operators that have implemented modern network video systems into their goods flow all testify that the level of false claims is reduced to a minimum already in the first months of operation. For many, it is already a thing of the past!
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Deterrence of supply chain attacks & increased likelihood of solved crime Video surveillance and tracking together cannot prevent and solve all types of attacks against the logistics chain. However, they will surely act deterring and increase the likelihood of solving many of these crimes. Similar to how intelligent surveillance has revolutionized many other areas.
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Direct bottom-line savings in less lost or erroneous goods, deliveries or shrinkage Because of the transparency and clarity of modern network video
MODERN NETWORK VIDEO SYSTEMS HAVE THIS POWERFUL ABILITY TO INTEGRATE GOODS IDENTIFICATION DATA WITH DIGITALLY STORED VIDEO DATA USING CRISP CLEAR VIDEO QUALITY
systems in logistics, the improvements on bottom line will be direct and continuous through operation. It will act deterring for deliberate shrinkage and it will help to correct quality improvements through organizational learning. The best thing is that it is completely scalable; from very small systems with few strategic network video cameras and goods identification integrations to complete total solutions with hundreds and thousands of connection points in warehouse, distribution centres and vehicles in the fleet. It is therefore a sound a futureproof investment. l
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keep threats and people safe by securing your sea and land borders
For further information on the product or sales, please visit www.smithsdetection.com or contact globalsales@smithsdetection.com
MOORING & BERTHING
MOORING & BERTHING
FENDER SYSTEMS – A HOLISTIC APPROACH ShibataFenderTeam’s enhanced focus on in-house design and manufacturing helps to offer customized fender solutions to protect people, ships and port infrastructure. With more than 50 years’ experience in the fender industry, the SFT Group has gained the reputation as the dependable partner in the international port, harbor and waterways market and the corresponding engineering community.
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customized design of the overall fender system is crucial for the successful operation of the system. Therefore, a detailed and extensive design input should be provided by the fender manufacturer at an early project stage. This is one of the main strengths of ShibataFenderTeam in addition to the focus on customized system designs. SFT supports engineering companies, operators and other stakeholders early on in the project. Already in the planning phase of a project, one can rely on professional expertise and advice. Consulting is provided by the four SFT offices, local agents and partners. The close connection between their partners and internal resources enables them to globally support a project while ensuring that local standards and regulations are followed and typically exceeded. CUSTOMIZED FENDER DESIGN The engineering of a fender system is a complex process and maintaining a close cooperation between contractor and engineer is crucial. Since the rubber units are mostly standardized in the industry, the real engineering and design challenge is with the steel panels, chains and the corresponding anchorage. The rubber unit is a crucial component of the system, but is only as good as the overall design of the system. SFT has inspected numerous systems of even reputable fender manufacturer, that showed signs of premature failures due to incorrect designs. Simple issues like incorrect chain angles or the positioning of the rubber unit on the steel panel and substructure leads to weight introduction into the rubber unit, dropping of the system and premature failure of the fender system as a whole.
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BERTH 3, PIER A | DOVER | UK
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NAVAL BASE | MIDDLE EAST
Inexperienced clients and fender suppliers typically point fingers immediately at the rubber unit. In a lot of cases however, it’s not the rubber unit that causes the problem, it’s the design that leads to failures of the rubber unit. When fenders fail or are not working properly due to low quality or incorrect designs, then there is a cost to the port in terms of repair, downtime, or even accidents, which should not be underestimated. Each fender type has specific advantages and it depends on the project and the conditions on site which fender type is used for a particular project. Each project has diverse requirements that are all equally important when designing a new fender system. The interaction of the most diverse conditions, ranging from ship size, application, berthing process, to weather conditions at the port, need to be taken into account to design a
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customized fender system. ShibataFenderTeam’s engineers have a long proven track record in the marine construction industry. All SFT products are designed, manufactured and tested in accordance with PIANC 2002, BS 6349, EAU 2012, EC 3, DIN 18800, BS 5950, and AISC. IN-HOUSE PRODUCTION Providing safety critical equipment, ShibataFenderTeam has a strong focus on producing
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PORT MUBARAK AL-KABEER | BOUBYAN | KUWAIT
SHIBATAFENDERTEAM’S EXTENSIVE EXPERIENCE AND COMPANY SET-UP PROVIDES THE FLEXIBILITY AND SUFFICIENT FINANCIAL STRENGTH TO IMPLEMENT LARGE SCALE PROJECTS AS WELL AS EVEN SMALL PROJECTS DEMANDING PRECISE SPECIFICATIONS.
all major components in-house ensuring highest quality and reliability at their own production facilities in Europe and Asia. ShibataFenderTeam operates rubber fender manufacturing facilities in Malaysia and Japan, which have an extensive proven track record of producing high quality rubber fendering products for decades. Both facilities have state-of-the-art test equipment including a combined shear and compression test press even available for the largest fender sizes. In addition to the performance verification testing, their certified laboratories check constantly all rubber batches used for the production of their high quality fenders in order to verify compliance with material requirements for each single order. ShibataFenderTeam has a key advantage over other fender manufacturers. They own steel, composite and foam fender production facilities in Germany, which allows them to offer excellent high quality
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products, produced with German precision and perfection – Fender Systems “Made in Germany”. Since the early nineties, their steel fabrication shop has gained expertise in steel fabrication, corrosion protection, and HD-PE Sliding Fender Extrusion. PROVEN IN PRACTICE ShibataFenderTeam’s extensive experience and company set-up provides the flexibility and sufficient financial strength to implement large scale projects as well as even small projects demanding precise specifications. One example is the recent installation in Saudi Arabia at King Abdullah Port. As part of a long term supply agreement ShibataFenderTeam has been supplying SPC1000 and SPC1100 Fender systems. The total supply includes 150+ fender systems and 100+ bollards, mooring rings and ladders. In the Middle East, an impressive number of more than 300 Ocean Guard Fenders of different sizes, partly “Made in Germany” were delivered. For the Boubyan Project at Mubarak
Al-Kabeer Seaport in Kuwait, ShibataFenderTeam supplied an impressive 149 nos. CSS Cell Fender systems. All these large scale orders were delivered on time and in high quality. Besides these large scale orders, ShibataFenderTeam has established major expertise in the engineering, manufacturing and delivery of small highly customized projects. Since 2011, ShibataFenderTeam has been continuously suppling specialized fender systems for various berths at the Port of Dover, UK, for the ongoing rehabilitation and upgrading program of Dover Harbor Board. As part of this long-term program, SFT supplied custom-built fender systems for berth 7 in September 2015. The stern fender system consists of four large Parallel Motion Fenders, working together and absorbing the berthing energy during the berthing process and provide guidance for the ferry on the linkspan. In addition to the stern fenders, ShibataFenderTeam also supplied the side fenders for this and other berths at the Port of Dover, UK. SERVICES ShibataFenderTeam’s support does not end with the successful delivery of the fenders. They are committed to provide support and assistance also throughout the service life of the fender system. With their own installation and maintenance team based in Germany, they can offer global assistance during the installation and/or maintenance works. A site assessment including a customized maintenance plan to assess the condition of the marine furniture is one of the many services offered to their customers. READY FOR THE NEXT DECADE Overall, SFT Group is the most experienced fender manufacturer in the market with more than 50 years of experience in the manufacturing and supply of rubber fenders and decades of combined experience of fender system design within their sales and engineering group. The opening of their new office in Malaysia in 2016 further strengthened their worldwide presence and their global approach. ShibataFenderTeam looks forward to the next exciting decade of fender challenges around the globe. l
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RAISING THE BAR FOR FOAM FENDER QUALITY Trelleborg’s marine systems operation has launched a new interactive whitepaper and on-demand webinar outlining a new best practice approach to the design and manufacture of foam fenders, and recommending a new testing method to ensure the best possible quality and performance.
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he whitepaper, entitled ‘Smarter Foam Theory’, contains Trelleborg’s latest research into the characteristics of foam, and the way foam fenders are tested, providing background and guidance on the issue. The primary purpose of this recommendation is to ensure that the engineering data reported in manufacturers’ catalogues is based upon common testing methods throughout the industry. This is especially important in the absence of PIANC guidelines on foam fenders. INTRODUCTION Over the last five years, Trelleborg has undertaken substantial research into the production and testing of rubber fenders, highlighting concerns with industry practices and making recommendations for change and improvement. This awareness campaign has been successful in terms of driving the issue of rubber fender quality. As a result, the industry’s perception of rubber fenders has begun to shift from being commodity products, to a more in-depth understanding of the specialized, engineered solutions required. THE RICH HISTORY OF FOAM First produced 35 years ago, foam fenders are versatile products that are used in numerous challenging applications. They provide a tough, heavy-duty fender solution for harbor, off-shore and ship-to-ship applications. Their resilient foamfilled construction provides an unsinkable fender body that permits high energy absorption with relatively low reaction force. Foam fenders are used in many demanding applications, and as such, a deep understanding of the performance of the fender is vital. Unfortunately, performance testing and data reporting for foam fenders is not well understood across the
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industry and worse, can potentially be misleading. Insufficient research has been conducted into foam fender performance, although there have been numerous upgrades to foam as a raw material since the first foam fender was introduced. In this paper, Trelleborg investigates the foam material itself, and its behavior under high compression. This enables us to understand the real behavior of foam fenders and, recommend a test for quality assurance of foam fenders. So, before delving into testing procedures for foam fenders, its important to examine foam itself, the most vital component of the fender. However, foam fenders are still seen to be something of a commodity product. Solutions that can be bought ‘off the shelf’ to be installed quickly when needed. Until now, there has been a lack of standards to guide the development of foam fenders, and no guidelines on testing them. Trelleborg believes that this absence of a definitive protocol for the specification, manufacture and testing of foam fenders is playing a part in the erroneous perception that they can be so easily bought and deployed. A TESTING ISSUE For rubber fenders, PIANC suggests that a minimum of 10% of the order quantity are selected for performance verification tests. For foam fenders, there is no such requirement. Instead, for foam fender purchases, buyers are left to assume that true performance always aligns with that stated in the manufacturer’s catalogue. In reality, this cannot be true, as performance of
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establish standardized performance data, which should be published in the manufacturer’s catalogue. A full size fender or an equivalent model fender should be compressed four times successively and rested for 24 hours. The fender should then be compressed once to establish initial performance. Velocity factors need to be established by testing scale model samples and Rated Performance Data (RPD) needs to be calculated by multiplying the initial performance with the velocity factor. Quality Assurance testing This test is recommended to determine compliance with RPD or the customer’s specified performance requirements. Samples for verification testing should be from the final fenders produced for the project site. These samples are chosen according to a selection process previously agreed between the manufacturer and customer. If a sampling scheme has not been specified, a minimum of 10% of the order should be tested for verification purpose.
foam fenders relies on the manufacturing process as well as the raw materials used, as in the case of rubber fenders. Unfortunately, many foam fenders, especially the larger ones, are not tested. Therefore, there is a sense of doubt around their performance. This may be one of the reasons foam fenders are still not the preferred solution for critical offshore ship-toship applications. In the absence of PIANC guidelines, many projects specify foam fender testing using BS ISO 17357 and the ASTM F2192 standard. However, while ASTM F2192 provides a general guideline broadly covering all types of fenders, no foam specific procedures are outlined. In addition, BS ISO 17357 mainly covers the testing of pneumatic fenders. Additionally, current industry practice is to just report the performance data for the first or third compression. However, these compressions may not always prove representative of real performance. Therefore, foam fender testing in the absence of a standard test protocol, is arbitrary. This theory is substantiated by recent research from Trelleborg that proves foam fender testing and reporting procedures need serious review, and as such Trelleborg is calling for a sea change in current industry practices. These changes can raise the bar for the quality of foam fenders used in critical applications, globally. A NEW APPROACH Trelleborg recommends new procedures to determine the performance and quality assurance of foam fenders. Performance testing Performance testing should be carried out using the CV (constant-slow 2-8 cm/min) velocity method in order to
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FINAL THOUGHTS In the absence of PIANC guidelines on the manufacture and testing of foam fenders, they have previously been perceived a commodity product, one that requires little specification and engineering. However, this extremely versatile fender solution represents the optimum solution for a number of applications. The consideration, specification and production of foam fenders should be taken more seriously, to give facility owners and operators the confidence to specify foam in even the most demanding and critical applications. This paper, containing Trelleborg’s research into the characteristics of foam, and the way foam fenders are tested, aims to provide some background and guidance on the issue. In addition, Trelleborg has launched a brand new webinar in which technical expert, Mishra Kumar explains the results of the research program in more detail, and how specifiers can use this new data to inform foam fender specification going forward. The webinar extends to discussing the new test methods available to substantiate supplier performance data, through step-by-step test protocols for performance and quality assurance testing. l
OVER THE LAST FIVE YEARS, TRELLEBORG HAS UNDERTAKEN SUBSTANTIAL RESEARCH INTO THE PRODUCTION AND TESTING OF RUBBER FENDERS, HIGHLIGHTING CONCERNS WITH INDUSTRY PRACTICES AND MAKING RECOMMENDATIONS FOR CHANGE AND IMPROVEMENT. terminaloperator.com
Customized fender solutions. SPC Cone Fenders at King Abdullah Port | Saudi Arabia
Following a long and successful period of collaboration, both entities, FenderTeam and Shibata, decided to create a uniform global profile and one brand name – ShibataFenderTeam – and thus strengthening their leading position in the world market.
Experience true fender specialists with worldwide references Rely on global accessibility to high quality fenders and designs Trust our focus on in-house production and testing facilities Benefit from consulting expertise and support at an early project stage Expect an extensive track record in the engineering of marine fender projects Contact local offices and an extensive partner network worldwide
Continue to work with a strong and dependable partner
www.shibata-fender.team