Seychelles - IAPH

November 2010 Vol 55 No 6

The Global Ports’ Forum for Industry Collaboration and Excellence

www.iaphworldports.org

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Faith in the futureCan Bilbao fulfil its hub port dream?

Rotterdam’s revolution‘Infrastructure essential to a world-class port’

Eastern starMegaport to transform the Baltic?

Official Journal of the International Association of Ports and Harbors

May/June 2013 Vol 58 No 3

The Global Ports’ Forum for Industry Collaboration and Excellence

www.iaphworldports.org

Hungryfor more

Running to keep upTight competition for concessions in Africa

Double takeTandem lifts make light work of box ships

Destination: SeychellesPort Victoria’s campaign to bring back cruises

African ports see capacity increase

Official Journal of the International Association of Ports and Harbors

These are the driving forces behind Jan De Nul Group. Thanks to itsskilled employees, technical expertise and ultramodern fleet, Jan De NulGroup ranks at the top of the international dredging industry as well asbeing one of the largest civil engineering and environmental contractors.

The supporting services of the dredging, civil and environmental divisionenable Jan De Nul Group to perform large-scale projects to its clients’satisfaction, whether this concerns a Palm Island in Dubai, a new portfacility in Australia or the construction of the new locks for the PanamaCanal.

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JAN DE NUL GROUP

34-36, Parc d’Activités Capellen

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T +352 39 89 11 F +352 39 96 43 I [email protected]

Peopleand

vessels

Ports & Harbors | May/June 2013 1

PortHarcourt

Ibaka

AkawaIbomStateLagos

Abuja

AccraLome

PortNovo

Gulf of Guinea

NigerNiger

BenueNIGERIA

GHANA BENINTOGO

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30

A pelican, a bird foundin Africa, enjoys a fish.Many of Africa’s portsare operating atcapacity and some areconsidering theiroptions to increase itPhoto: Shutterstock

May/June 2013ISSUE 03 VOL 58

P&HCO

NTENTS

28

12

REGULARS

23

Comment: SGSusumuNaruse reflects on his visit to Khalifa

Port and its impressive plans to link with the emirates by rail 3

News: Two Australian ports go to private bidder; reduced US

budget leaves less for logistics; ports co-operate in project 4

Open Forum: Africa’s privatisation plans should reveal

modern ports away fromurban areas, saysGagan Seksaria 10

Cover Story: Douala clears waterways to increase

efficiency; more capacity for Nigeria; EU’s investment tool 12

Maritime Update: World first for LNG bunkering;

pirates target ships at anchor; MONALISA update 36

IAPH Info: Membersmeet in AduDhabi; three new

members join association; Latvia delegates visit HQ 40

LastWord: Busan Port Authorty President Ki-tack Lim on

his seven-point plan to increase throughput 44

FEATURESReusing sediment: Port of Brisbane is using dredged

material for land reclamation to createmore terminal space 20

Lithuania dredges for capacity: The Port ofKlaipėda prepares itself for an LNG facility 23

Ask the right questions: IADC’s RenéKolman

believes that adaptivemonitoringmakes sense for dredging 24

Keep your distance:One Panama terminal operator

explains why it has invested in remote control STS cranes 26

Working in tandem:Double lift spreaders are pickingup pace at some notable new terminals 28

Weather andwave: It makes sense to use hydro/meteo

information to helpmasters approach the port, says PIANC 30

Vanilla Islands:The Seychelles has embarked on a new

marketing strategy to encourage cruise ships to its islands 32

Canada links:New access roads to Port MetroVancouver

and Deltaport should reduce congestion 34

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COMMENT

The plan is to linkKhalifa Port with Europevia a rail system

Ivisited Khalifa Port while inAbu Dhabi to attend theAsia/Oceania regional meeting, and was impressed by the goals of theproject, which includes not only a 15M teu capacity container

port but also a 430km2 industrial zone around it. Unlike the Portof JebelAli 40km south, which handles a lot of transhipmentcontainers, Khalifa is mainly aimed at handling cargo generated bya variety of industries in its industrial zone, Kizad, thus transformingthe economy ofAbu Dhabi from being hugely oil-dependent tomultifocused. By doing this, it can reportedly create 100,000 jobs.The most intriguing element of this project is the plan to link

Khalifa Port with Europe via a rail system.The intention is totransfer goods by rail to Europe directly from the port.A 10-yeartimeframe has been set, with construction of the purpose-builtand double-stacked rail network across the UAE already underway.The construction is likely to face a number of challenges,

particularly as the rail system needsto cross war-devastated Syria.Thisis an ambitious plan, which I wouldsay is far from possible, but giventhe vast amounts of oil money atits disposal I believe that one day itwill be complete. If this is the case, itcould dramatically change the tradepattern betweenAsia and Europe.The regionalAsia/Oceania

meeting was attended by some 40members from 15 countries. It was decided that the 30th IAPHWorld Ports Conference in 2017 would take place in Bali, Indonesia,and be jointly hosted by Indonesia Port Corporations I, II, III, andIV. It was also confirmed that the IAPHMid-term Ports Conferencewould take place in Sydney,Australia, on 6-10April 2014.Finally, it was confirmed that PriyathWickrama, chairman of Sri

Lanka PortsAuthority, who was unanimously elected as the region’svice-president by the regular members last year, succeed GrantGilfillan asVP.At the time of writing,Gilfillan was to be electedas president in LosAngeles.With by far the largest membershipamong the three IAPH regions, theAsia/Oceania region cannotbe said to be very active in technical committee activities anddiscussions about IAPH policies. I would like to see this changeunder the leadership of their new vice-president.

Secretary General Naruse contemplates themassive project that will link Europe with Asia

Future connections

SusumuNaruseSecretary General – The International

Association of Ports and Harbors

Official Journal of the International Association of Ports andHarbors

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PORTS&HARBORSPublished bi-monthly by theInternational Association of Ports andHarbors (IAPH), edited and produced byIHS Fairplay.

PUBLISHERSusumuNaruseSecretary General, [email protected]

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4 May/June 2013 | Ports & Harbors

MITSUIWINS IN INDONESIAMitsui has won the bid to operateone of three box terminals atKalibaru North Container Terminal atthe Indonesian Port of Tanjung Priok.IPC II CEO Richard Joost Lino said itwould construct, finance, andoperate one Kalibaru containerterminal, enabling operations tocommence by September 2014. IPC IIis still looking for partners for theother two box terminals and two oiland gas terminals at Kalibaru – anexpansion of the existing TanjungPriok Port.

GATEWAYGREETS CRANESDPWorld London Gateway received itsfirst delivery of cranes in March. Thecranes are 138m high, weigh 2,000tonnes each, can lift four cranes atonce, andwill be able to service thelargest vessels. The ZPMC cranes leftShanghai on 7 January and arrived inLondon after a two-month journey.

CANAL COSTS INCREASEGermany’s Kiel Canal upgrade is facingfurther delays and cost increases,according to Germanmedia reports.Newspapers reported that theinfrastructure project would require€360M ($473M) in funding – €60Mmore thanwas planned. The Germantransportministry further toldreporters that the canalmodernisationwould take two years longer thanforecast, with completion of the projectnow expected in 2020 instead of 2018.

APMTTOOPERATEAGTAPM Terminals has agreed a 28-yearconcession with Turkish petroleummanufacturer Petkim to operateAegean Gateway Terminal (AGT),said APMT in a statement.Operations are due to start in 2015.Under the agreement, APMTerminals will assume fulloperational responsibility for thecontainer terminal and generalcargo operations in AGT. Theterminal’s construction is beingcarried out by an APM Terminals’partner but under APM Terminals’technical and operationalspecifications, and initial investmentis said to be about $400M.

NEWS

A consortium has acquired twoof Australia’s major ports forAUS$5.07Bn (US$5.3Bn) and isnow eyeing international portassets. NSW Ports, which madethe successful bid for Port BotanySydney and Port Kembla on thesouth coast, brings togetherIndustry Funds Management(IFM), Australian Super, QSuper,and Tawreed Investments, awholly owned subsidiary of theAbu Dhabi Investment Authority.IFM, which heads the consortium,also holds a stake in the Port ofBrisbane. “We’ve now got threeports in Australia and we will belooking for port assets overseas aswell,”Michael Hanna, head ofinfrastructure – Australia at IFM,

told P&H. “If we find the right portfor the right price, we’ll bid.”Australian superannuation funds

traditionally invested in stocks, butwith high market volatility thetrend in infrastructure investmentsis growing.The consortium holds stakes in

airports, including Manchester, aswell as European and NorthAmerican infrastructure. “Withinfrastructure there’s less volatilityand the returns are more robust,”said Hanna.State treasurer Mike Baird

announced the winning bid on 12April, calling it “the largest-everNSW government asset transactionin terms of net proceeds”. PortBotany container terminal alone

Australian portsfetch $5Bn

Port updates

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Port of Antwerp is marketing thedredged sediment that isprocessed as part of its AMORASproject in the hope that it will beput to good use. It is trying to‘valorise’ the sediment by turningit into something worthwhile. Byadding a ‘v’ the project becameknown as VAMORAS.About 500,000 tonnes of dry

matter is dredged on a yearly basis

at the port to maintain therequired depths in its navigationchannels and harbor docks. Withthe traditional storage facilities onland as well as in underwater cellsbeing almost completely usedand with no possibilities to extendthem, the treatment and storagefacility AMORAS was realised bythe Flemish government between2008 and 2011.

Antwerp champions re-search into sediment re-use

The AMORAS installation isbased on three main activities (seePorts & HarborsMay/June 2012)and results in filter cakes. Storageof these cakes takes place on a sitenear the AMORAS treatmentfacility, where they can be stackedup to a height of about 50m. Bothnon-contaminated andcontaminated material – the latterrepresenting about 20% – can bestored in this way and it isestimated that the storage facilitycan accommodate all the sludgefrom the Port of Antwerp for atleast the next 30 years.

I thinkthey paid theright priceGrant GilfillanCEO, Sydney Ports Corporation

I ttheyrighGrantCEO, Sydne

went for AUS$4.31Bn.Opposition parties in the state,

however, warned that privatisingthe facilities would lead to higherport charges. “We are veryconscious of the need to be fair,”said Hanna. “We don’t expect anydramatic change in the short term.”Patrick Stevedores at Port

Botany also raised concernsregarding the terms of thecontract. “We’ll meet with allstakeholders to understand theirviews and requirements before wedo anything. That’s what we did inBrisbane,” said Hanna.Sydney Ports Corporation

retains all regulatory functions atPort Botany, including pilotage,navigation, vessel traffic, andemergency response. It alsokeeps the Sydney Harbour ports,dry bulk, and the new cruiseterminal at White Bay, whichreceived its first ship, Pacific Pearl,in April.“The winning bidder definitely

wanted the assets,” said GrantGilfillan, CEO of Sydney PortsCorporation and IAPH 1st vicepresident. “I understand therewas not much difference in thebids. Having run the business forfive years I think they paid theright price.” He also said he waspleased that the 3.2M cap oncontainer traffic at Port Botanywas lifted.Most of the money raised from

the lease will go towards roads,including improved access to theterminal. At the time of writing,the transaction is expected toclose on 31 May 2013.


BERTH EXPANSIONATACTAqaba Container Terminal (ACT) inJordan completed the first part of itsberth expansion inMarch, adding 200mof newquay, two new STS cranes, andfour rubber tyre gantry cranes,representing an investment of $140M.ACT saw a 16% increase in containerthroughput in 2012 to 833,000teu.

CHINA IN ZEEBRUGGEChina Shipping Terminal signed anMoU inMarchwith APMTerminals,stating the intention to purchase a 24%share of APMTerminals Zeebrugge. Thetransaction is scheduled to be finalisedby the end of June 2013.

ICTSI EXPANSIONPhilippines port operator ICTSI isconducting a feasibility study on thepossible expansion of the MindanaoContainer Terminal at Tagoloan,Misamis Oriental, in southernPhilippines. The state-ownedPhividec Industrial Authority toldlocal reporters it had agreed inprinciple with ICTSI for theexpansion of MCT after it handledvolumes close to full capacity in2012. MCT’s annual capacity standsat 270,000teu.

LOWSULPHUR FORVENICECruise lines whose ships call at thePort of Venice agreed in March to use‘green’ fuel while in the lagoon. Theagreement, known as Venice BlueFlag II, requires that cruise ships’main and auxiliary engines containfuel with a sulphur content of nomore than 0.1%, Venezia TerminalPasseggeri, the company managingcruise traffic at the Venice port, saidin a statement.

DOUBLE BOOMContainer cranes have been designedfor the pier at Nemrut Bay in Turkey byGrup TCB and Liebherr, where Grup TCBoperates its container terminal TCEEGE.Mobile harbor cranes were previouslyused to service container ships fromboth sides of the jetty. But the new STScranes have a double boom tosimultaneously operate on both sidesof the pier and handle two vessels atthe same time.

NEWS

Port updates

Virginia is abandoning plans toprivatise its box terminals and willinstead overhaul its own operations.In March the Virginia Port Authority(VPA) Board of Commissionersvoted to reject two unsolicitedproposals submitted last year byAPMTerminals and JP Morgan. Theproposals were seeking long-termpublic-private partnerships tobecome VPA’s terminal operating

company by taking over VirginiaInternational Terminals (VIT), VPA’soperating company.Instead, VPA will restructure VIT

from a non-stock corporation to alimited liability corporation undermore direct control of the VPA, theport affirmed. VPA proposed itsrestructure plan last year andconsidered it in parallel to theprivatisation offers.

The port authority will restructure VIT into a limited liability corporation

Port of Virginiarejects privatisation

The decision to reject theproposals and to restructure alonewas based on several factors, theport stated, including analysisshowing that continuing as apublic operation would providemore cash flow compared withthe APM and JP Morgan schemes.The revenue and cargo volume

forecasts by the two proposals werecomparable to VPA’s plan, accordingto the port, which believes it will beable to generate sufficient revenueover time to allow the VPA to serviceits existing debt and fund thecapital expenditures described inVPA’s updated 2040 strategic plan.The board pointed out that VPA’s

container business was improvingafter several years of slow growth,and that 2012 was the port’s second-best year for cargo volume. Also,with the expansion of the PanamaCanal in 2015, increased use of theSuez Canal, and the move to largercargo vessels, “now is not the optimaltime to concession operations at thePort of Virginia,” the board noted.VPA is part of the Commonwealth

of Virginia and reports its operationsand finances to the governor. Thenew long-term strategic plan willfocus on advancing major capitalimprovements, reducing debt levels,and attracting new distributioncentres andmanufacturers to helpdrive increased cargo and economicdevelopment, the port said. “We willmove forward as a stronger, leanerorganisation that is better positionedto serve the ocean carriers and portcustomers, attract cargo, and bemore accountable to taxpayers,” saidVPA chairmanWilliam Fralin.

Photo:Po

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Virginia

The Flemish government is alsoconsidering the re-use of the non-contaminated filter cakes and soincrease the lifetime of the storagefacility. Seven partners areparticipating in this project withthe government.Three are from the industrial

sector: Argex, Gebr De Rycke, andWienerberger; three are researchinstitutions: VITO, WTCB, and BRRC;and the Port of Antwerp is thestakeholder and co-ordinator.The project includes research

into the feasibility of re-using thedredged materials, as well as its

market potential for several high-value applications, such as in theproduction of concrete products,bricks or lightweight aggregates,or in foundations and road works.Applications being consideredinclude use in clay granules, bricks,or as filler in concrete.Obtaining the necessary

certificates to prove the sedimentis not harmful and is fit for purposeis one of the main focuses ofVAMORAS. It also intends dispel thecurrent negative image of dredgedsludge through a dedicatedcampaign to take away the

obstacles that hinder itsintroduction to the market.Argex andWienerberger have

used the filter cake material on asemi-industrial scale in theirproducts including lightweightexpanded aggregates and bricks. Inboth cases, 10% of the traditionalrawmaterial (clay) has beensubstituted by the residual materialfrom the AMORAS facility. Otherapplications for the sediment willalso be researched as part ofproject. The VAMORAS project isscheduled to run until the end ofSeptember this year.


MSC SELLS STAKEContainer line MSC has agreed tosell 35% of its terminal operationsto a private equity fund for $1.9Bn.Global Infrastructure Partners (GIP)will purchase the stake in TerminalInvestment Limited, MSC’s terminaldivision. The deal is expected toclose by mid-year. The sale willallow MSC to “reinforce” its terminalbusiness and provide growthopportunities, the company stated.“This will complement MSC’sstrategy to maintain a leadingposition in the industry,” said MSCVP Diego Aponte.

VENEZUELA’S ORDERCargotec’s Kalmar said in March ithad secured a large order for portequipment to Venezuela’sgovernment-owned port operatorBolivariana de Puertos(Bolipuertos), scheduled for deliveryin May 2013. The order includes 30Kalmar reachstackers, 4 emptycontainer handlers, 8 heavyforklifts, 9 light forklifts, 7 heavyterminal tractors, 41 mediumterminal tractors, and 1 zero-emission rubber-tyred gantry crane.

CRANES FOR INDONESIAKonecranes signed an agreementin March to deliver containerhandling equipment to state-ownedterminal operator PT PelabuhanIndonesia III. The order includes 10STS cranes, 20 automatic stackingcranes, and 5 straddle carriers. Theequipment is scheduled for deliveryin 2014 and 2016.

ORDERS FROMDALIANMacGregor has received an orderfrom Dalian Shipbuilding Industry CoLtd in China for 32 variablefrequency drive (VFD) electriccranes, the company said in March.The cranes will feature on eight3,900teu container vessels beingbuilt at the yard for PacificInternational Lines (PIL). Thedeliveries are planned for 2014 and2015. This order builds on a previouscontract for 16 electric cranes for thefirst four in the series, also underconstruction at Dalian.

NEWS

Major ports, especially thosevisited by cruise ships, have beencaught out by regulations thatsince January ban the dumping ofnearly all kinds of waste at sea.Although cruise companies saymost ports are equipped toprocess large quantities ofstandard garbage, they complainthat too many have inadequatefacilities for handling not onlyhazardous waste but alsorecyclables. And even when thereare such facilities, the ports arecharging “sky-high tariffs” to do so,pointed out Francesco Balbi,

environmental co-ordinator atMSC Cruises.At certain ports, cruise ships are

forced to hire outside contractorswith recycling facilities atconsiderable extra cost. Mostports accept only a specificamount of waste per ship on an‘indirect cost’basis – volumessurplus to these limits must bedisposed of at additional cost tothe vessel. As Balbi pointed out:“Ports are not taking theopportunity to collect ourrecyclables properly and makemoney with them. On the other

Recycling slow togather momentum

Bought and sold

Photo:Sh

utterstock

hand, we are not rewarded in anyway for our efforts to sort anddispose of recyclables.”The cruise ship industry has

made considerable efforts tocomply with the regulationsdrawn up by the EU, IMO, Maritimeand Coastguard, and otheragencies. As a result, cruise shipsmay no longer dump evenprocessed food waste. This meansan extra 5-10% of their garbagemust be disposed of at portreception facilities.But ports are catching up. For

instance, Barcelona-based Tradebe,a specialist in the treatment ofcontaminated waters, will open aterminal this year at China’s Ningboport with a storage capacity of over450,000m3. “Demand for ourservices has followed a consistenttrend,”said a spokeswoman.And Nature, a company that

specialises in processing maritimegarbage, will open new wastereception facilities in Panama, theMiddle East, and Singapore in thenext three years. That’s in additionto existing facilities in Gibraltar, theNetherlands, and Norway.Associated British Ports – who

makes arrangements for thedisposal of about 50,000 tonnes ofship-generated general solidwaste and 6M litres of oily waste ayear from across its 21 ports – isworking on methods ofminimising waste. Port ofSouthampton is helping to fundthe conversion of certain kinds ofwaste into energy. “One company’swaste might be anothercompany’s value resource,” itpointed out.

Franklin Mziray has been appointed secretary-generalof the Port Management Association of Eastern andSouthern Africa (PMAESA), which took effect fromMarch 2013. Mziray stepped into the role with thepromise to reposition PMAESA as a vehicle topromote Africa’s economic integration. He will do thisby sharing information and experiences on portoperations and performance among PMAESA’smember states, to help improve productivity andpromote best practice.At the top of his agenda is a nine-point deliverable

performance indicator set by the board. These

include coming up with a five-year business plan toboost the secretariat’s performance; to formulate anorganisational structure in line with PMAESAconstitution; to create a sustainable funding strategythat will in turn inform the business plan; and tore-brand PMAESA.This last point includes a new logo that will be

launched at the annual conference in Durban inNovember this year, and will be created via acompetition championed by the association. He hasalso been tasked to raise PMAESA’s profile in the media,for which the board has marketing strategy support.Mziray is also responsible for the Durban

conference, which will also mark PMAESA’s 40thanniversary celebrations.

New SG at PMAESA

Ports should see recyclablesas an opportunity

We hope you enjoyed the eventas much as we enjoyed your visit.

Thank you for the honor of hostingthe 28th World Ports Conference.


NEWS

Cash & cargo Port of Baltimore is one ofjust two US east coast portsthat have a 15.2m depth

US budget revealsshortfall for logistics

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BILBAO SEES BOXHIGHPort of Bilbao handled a new record of610,131teu in 2012, representing 22%of the port’s total traffic. Exports grewby 4% due tomore export activity inSpain. Total traffic in 2012was 29.5Mtonnes, down 7.8% as a result of lessdemand for certain hydrocarbons.Solid bulk saw a 6.5% growth due toan increase in coal and coke.

HAMBURGDOWNPort of Hamburg’s total throughput in2012was 131M tonnes, slightly belowthe previous year, said the port. Itsseaborne cargo throughput reached130.9M tonnes, down 1%. Generalcargo throughput at 91.5M tonnes was1.2% below that of 2011. Bulk cargothroughput also remained just belowthe 2011 total at 39.4M tonnes, and in2012 8.9M teuwas handled, 1.7% lessthan the previous year.

FEWER FERRIESFewer sea-going ships visited the Portof Rotterdam in 2012, said the port inFebruary. Departures fell by 2,347 to32,057 ship visits, which the port saidwas due in part to a reduced numberof ferry visits. Throughput in 2012increased by 1.7% to 442M tonnes.

ICTSI UPPhilippine ports operator ICTSI posted a10% growth in net profits for the fullyear 2012, which is mainly attributed togrowth in international and domestictrades. It reported profits of $143.2Mlast year against profits of $130.5M in2011. Volumes handled across its portslast year increased by 8% to 5.6M teufrom 5.2M teu handled in 2011. Thecompany said it was mainly due togrowth in international and domestictrade, new shipping line customersand routes, and the continuouscontainerisation of break bulk cargoes.

BOX EXPORTSUPGlobal containerised trade in Januaryrose by 156,124teu, or 1.5%, comparedwith January 2011, the latestaggregated volume data survey ofUK-based consultancy Container TradeStatistics (CTS) shows. Containerisedexports in January fell to 10,494,30teucomparedwith December, down 2.27%.

Obama’s reduced budget for the2014 financial year could mean USports will miss out on thepredicted surge in cargo flowingthrough the Panama Canal after itis widened in 2014. Theadministration’s proposal, releasedon 10 April, slashes by 28% thefunding for the US Army Corps’Coastal Navigation Constructionprogramme – used to deepenchannels and harbors toaccommodate post-Panamaxvessels – from $151M proposedfor FY13 to $108M in FY14.While the $890M Obama

proposes to set aside next year tomaintain current draught levels is$42M more than 2013, it falls farshort of the level of spendingrecommended by Congress. Lastyear Capitol Hill lawmakersadvised that the administrationpay for maintenance by gettingfull use of the $1.6Bn collectedfrom shippers through the HarborMaintenance Tax.“On the one hand, we’re

pleased the administration hasbumped up its budget request forvital navigation channelmaintenance projects,” said AAPApresident, Kurt Nagle.“On the other hand, we’re

disappointed the president’sbudget request is still hundreds ofmillions shy of what Congresscalled for,”he added.On the same day that Obama

released his budget, the American

Society of Civil Engineers (ASCE)submitted testimony to a USSenate hearing on what theexpanded Panama Canal meansfor freight infrastructure. A bigreason why ports are seeking helpfrom the federal government todeepen their channels is so theycan take advantage of thewidening of the Panama Canal,which is scheduled to becompleted by 2015.While several ports are ready to

accommodate post-Panamaxvessels, only two ports on the USeast coast – Baltimore andNorfolk, Virginia – currently have15.2m channels, the depthconsidered necessary to takeadvantage of the economies ofscale offered by the larger post-Panamax fleet. That places manyports at a disadvantage. ASCEgave the port industry anunremarkable ‘C’ grade (on an A-Fscale) in its 2103 annual ReportCard for American Infrastructure.It noted that while portauthorities and their privatepartners have over $46Bn incapital improvements plannedfrom now until 2016, “federalfunding has declined for bothnavigable waterways and thelandside freight connections thatare needed to move goods toand from ports.”One of the biggest challenges

to moving post-Panamax goodsto the market will be inadequate

connections from the portterminals to roads and rail lines,ASCE said in its testimony. It foundthat roads that connect thenational interstate highwaysystem to the ports are in greaterneed of surface repair work thannon-interstate routes.ASCE also noted that roads

connecting to rail terminals have50% more deficient route miles.Non-existent shoulders andnarrow road widths and turnlanes are critical barriers forintermodal trucks deliveringocean containers from ports toinland destinations. Containersare typically driven from ships torail yards as much as 5 miles(8km) away, ASCE explained, soextending and upgrading thetracks that connect ports to therail main lines can save time andfuel. For example, improving a railconnection at the Port of Mobile,Alabama, is expected to cuttransport costs by about $25/container, ASCE pointed out.To remain competitive on a

global scale, US marine ports andinland waterways will requireinvestment in the comingdecades beyond the annual$14.4Bn currently expected. ASCEreports that with an additionalinvestment of $15.8Bn betweennow and 2020, the United Statescan eliminate the drag oneconomic growth and protect$270Bn in US exports.

The ports of Antwerp and Rotterdam have joinedforces to map a route and create a joint cost estimateto build a set of pipelines. The ports will use thisinformation to draw up business proposals forpotential investors in their individual ports. Both portsare at the centre of two large industrial clusters and sopipelines are of vital importance to these businesses,said the ports in a statement released in March.Antwerp Port Authority told P&H: “The European

chemical industry has to compete against industriesfrom across the world, often located in regions thathave a significant advantage on feedstock costs andenergy prices. Clustering and integration is Europe’sstrength. As cornerstones in what is still the world’sforemost chemical region, Antwerp and Rotterdamdecided to explore whether collaboration and furtherintegration through pipelines would lead to animproved competitive position of both ports andindustrial clusters in a global scheme.”The study considered a group of four pipelines to

carry oil products, chemicals, industrial gases, andcarbon dioxide, respectively. The proposed route runs130km from the centre of the Port of Antwerp to theMaasvlakte area of the Port of Rotterdam. Part of thisroute will follow the existing 75km pipeline corridor.There are already pipelines that link the variouscompanies totalling more than 1000km.Port of Rotterdam told P&H that it “decided to

collaborate because some established customersshowed a basic interest in new pipelines to both of us”.Pipeline systems are a safe, sustainable alternative

to transport by road, rail or barge, said Antwerp PortAuthority in a statement. It added that if any potentialinvestors or users “show interest in developingpipeline infrastructure between the ports and if there

is a clear win-win for both port communities, then adetailed plan for construction of the pipeline bundlecan be developed jointly with investors and othermarket players later this year.”


NEWS

Cash & cargo

Photo:Antwerp

PortAuthority

The NewYork waterfront is in themiddle of an environmental rowpitting the residents of theBrooklyn neighbourhood of RedHook against US regulators lookingto dredge a waterway overloadedwith decades of pollution.The Gowanus Canal, a 2.4km

waterway dating from the mid-1800s, was once a major industrialroute connecting terminals alongthe waterfront to the paper mills,tanneries, and chemical plants thatonce operated along the canal. Butyears of discharges, including rawsewage overflows and industrialpollutants, left the canal one of thenation’s most seriously

contaminated waterways.The US Environmental

Protection agency has drawn up a10-year plan to dredge 460,000m3

of contaminated material at a costof $500M. The problem lies inwhere to put the dredgedmaterial. EPA has proposedstoring some of the material, aftertreating it, in a confined disposalfacility on privately ownedproperty at the Gowanus BayTerminal in Red Hook, within anexisting berthing slip.The agency is also proposing that

combined sewer overflow fromtwo discharge areas in the upperportion of the canal be outfitted

with controls to reduce the totalvolume of discharges by 58-74%.After holding several community

outreach meetings in February andMarch, EPA found that residents ofthe neighbourhood wereoverwhelmingly against the plan,however, fearing that more than adozen toxic contaminants thathave been identified in the materialcould be re-released over time.EPA said the opposition could

require it to consider moreexpensive alternatives involvingtransporting the material toanother area. “If there’s noacceptance of the plan by thecommunity we will weigh thatsignificantly” in determining thefinal plan, an EPA spokesman toldP&H. A public comment period onEPA’s proposal ended on 27 April.

Waterfront fightBIODIESEL FUELS FIGURESPort of Rotterdam’s biofuelsthroughput increased by 24% in 2012to 5.9M tonnes comparedwith 2011.This canmainly be attributed tobiodiesel, said the port in a statement.Import and export volumes ofbiodiesels both increased by a total of1.5M tonnes. Throughput of ethanoldropped 17% to 1.4M tonnes and thatof ETBE dropped 8% to 0.6M tonnes.

VOLUMESDOWN IN LAPort of LA’s cargo volumes fell inMarchthis year, following a 17% surge inFebruary, said the port in a statement.March volumes decreased by 22.6%comparedwith the samemonth theprevious year. Imports dropped 28.7%,from 324,758teu inMarch 2012 to231,396teu inMarch this year. Exportsdecreased by 17.9%, from 188,155teu inMarch 2012 to 154,428teu inMarch 2013.

ORE PRICESTODROPThe price of iron ore imported to Chinais expected to drop by $10-15 per tonnein 2013, XiaoqiWang, vice-chairmanof the China Iron & Steel Association,said at the 2013 International IronOreMarket Seminar in April. Themainreason is the predicted oversupplyin China’s iron oremarket in 2H13,whichwould see 770M tonnes ofiron ore imported in 2013, up 3.5%from 744M tonnes in 2012, he said.Production of steel in China increasedbymore than 9% in 2Q13 year on year,while consumption grew by 3.1%.

LNG IN PERSPECTIVEProspects for LNG demand appearbright, but caution is needed beforeshipowners invest in newbuildings,shipbroker Banchero Costawarned inApril. Like other areas of shipping, theLNGmarket has experienced the usualcycles of over-ordering and depressedrates in the past 40 years. “It isimportant not to get carried away andbe aware of the right timing,”he said.LNG shippingmay also have to competewith pipelines asWestern Europe andChina can receive piped gas fromRussiaand Central Asia. China importsmorepiped gas fromTurkmenistan and itsnew pipeline from eastern Siberiawillbe commissioned around 2018.

Neighbours support industrial clusters

Part of the proposed route for the new pipelines willfollow the existing pipelines


OPEN FORUM

W hen Alice meets the Red Queenduring a game of chess in LewisCarroll’s Through the Looking-Glass,

she is told: “Now, here, you see, it takes all therunning you can do, to keep in the same place. Ifyou want to get somewhere else, you must runat least twice as fast as that!”I think this quote describes the African

infrastructure investment environment ratherwell. The maritime and port infrastructure sectorin Africa represents a wealth of opportunitiesand I wish I were the only one to know it. But asthis is not the case, it is becoming anincreasingly competitive landscape.At the risk of being old-fashioned by making

sweeping generalisations about the Africanbusiness landscape, it is clear that the opportunityis vast. Let us consider a few broad measures thatbring out the latent potential of the African

container shipping market and illustrate the gapbetween its current state and its full potential.Most African markets are only about half-way,compared with the global containerisationaverage of about two-thirds of ‘containerisable’cargo, but this is rapidly changing. As an example,statistics made available by the Nigerian PortsAuthority indicate that while dry bulk cargovolume in Nigeria grew by 9% between 2006 and2011, container volume increased by 104% duringthe same period.Another broad but interesting measure of

this consumption-driven, trade growth-ledmarket’s potential is to compare a country’scontainer volume in teu as a percentage of itspopulation. Figures from the InternationalFinance Corporation reveal this to be 0.9% forNigeria and 1.8% for Kenya compared with8.1% for South Africa and 12.4% for the United

States. This measure is broad and not withoutflaws but does give a good sense of a country’slevel of consumption and industrialisationcompared with its potential.It is also interesting to consider the impact of

the high cost of importing a laden container inmost of Africa that must render a largeproportion of potential business or tradetransactions – especially those dealing withprice-competitive or low-value products –uncompetitive and therefore absent. Accordingto aWorld Bank study, the average cost ofimporting a 20ft container into sub-SaharanAfrica stands at $2,567, compared with $1,200for India and $1,315 for the United States.Herein lies the potential. Improved transportinfrastructure and, in turn, overall supply chainefficiency will inject at least 4-6% additionalcontainer volume growth currently absent

Photo:Sh

utterstock

Anticipating Africa’snext move

International Container Terminal Services Inc’s (ICTSI’s) chief financial officer and headof investments for the Africa region,Gagan Seksaria, has developed a picture of theinvestment challenges and patterns during his travels around some of Africa’s ports

Alice runs with the Red Queen in Throughthe Looking Glass…Gagan Seksariabelieves you have to run twice as fast inAfrica, as business competition is tight


Lekki container terminal should be operational by 2016

OPEN FORUM

slowly, and so there are only a limited number ofopportunities available at any one time. This,combined with intense competition, is heatingthe market, leaving little to nomargin for slowergrowth in volume or tariff than assumed. I worrythat in some cases this might result inunsustainable public-private structures, whichare especially dangerous in this context of largeand long-term investments. I thereforerecommend sensible investment frameworksand good financial structuring.Fortunately, this is something that those

looking to invest can control and it is usually amatter of ensuring that all stakeholdersunderstand the risks involved. The ultimate testof any structure is whether a commercial bankis willing to finance the project. Fair dealstructures are also essential to protect theauthorities and trade from monopolisticpractices. Private operators can bring this levelof competition, which is especially important inAfrica, where most of the economies are relianton a single port system and are thereforeparticularly vulnerable.Ports constitute just a part of a much wider

challenge. It is all very well to developwaterside capacity, but hinterland links in theform of hinterland road and rail links alsoneed to keep up. Waterside capacity is hardlyuseful without landside capacity, and wherethe former is developed without attention tothe latter, it will have a significant adverseeffect on port operational productivity, overallsupply chain efficiency, landed cost of goods,and the environment, before eventuallymaking the waterside investment at leastpartly redundant.I am immensely excited about the prospects

of the port industry in Africa. Opportunities inIndia, my home country, continue to soar and,although they are complex, we have managedto address many of them. Africa, however, hasits own set of challenges that we will tackletogether. These challenges are the reason why Imoved here.

Gagan Seksaria has over 10 years of experiencewith Indian and African port and relatedinfrastructure investments.More info: [email protected]; www.ictsi.com

Photo:LekkiPortLFTZEnterprise

from all calculations and projections.These inefficiencies are directly or indirectly

related to the lack of quality port capacity acrossmost of Africa. The process for creating additionalcapacity is slower than ideal and intertwinedwith inefficiencies either usual in the global portinfrastructure business or unique to Africa. Let usconsider some of these inefficiencies.As I travel around the continent I notice that

some parts of the coast are fragmented into anumber of small economies. This could be dueto weak strategic regional co-operation as wellas a resistance to accessible border operations.Whatever the reason, it has resulted in eachcountry developing its own expensive nationalport infrastructure, which has suppressed theemergence of a regional port and transportsystem. Existing port infrastructure is creaking,especially in some of the smaller economies, butit would still be a challenge to justify brownfieldor greenfield investments given the relativelysmall local volumes these facilities wouldhandle, even though demandmay be growing.To justify these investments, companies are

relying on transhipment opportunities. Butwith many transhipment hubs at variousstages of development, overcapacity looms.For instance, there are at least fourtranshipment-focussed terminals either underconstruction or imminently planned in WestAfrica alone. Those that will prove successfulwill be able to efficiently handle largevolumes of local and container traffic at eachship call. ICTSI’s 2.5M teu Lekki project inNigeria, due for completion in 2016, is well-positioned to do this. In other scenarios, ifprojected transhipment volumes are not met,the burden of payback on the investment willbe solely shouldered by the local cargoowners in the form of higher tariffs.Over the past 15 years we have seen the first

wave of existing state-run terminals across Africabeing handed over to private operators. Thiswave mainly represents investment in therefurbishment of existing infrastructure,replacement of aged and unproductiveequipment, and introduction of human andtechnological expertise. Results have beenpositive, such as in the case of the ICTSI projectin Toamasina, Madagascar. Since 2005, whenICTSI took over, berth productivity has improvedfrom 5-6 moves/hour to 40, and vessel waitingtime has declined from an average of 96 hoursto 0, allowing the volume to double.Capacity and productivity at these ports have

been squeezed as much as possible withinexisting constraints, and is now down to the lasttrickle. The second wave, therefore, should seeoperators create modern, quality, and plannedcapacity away from urban populations, withdeep draughts, more quayside, and greateroperation flexibility. This second wave is moving

Limited opportunities andintense competition leavelittle to nomargin for slowergrowth in volume or tariffGagan Seksaria, chief financial officer and head ofinvestments, ICTSI

Photo:SupplyChain

LeadershipCouncil

Benue

Wouri

Bénoué

Ebolowa

Malabo Yaounde

NIGERIA

CHAD

CAMEROONCENTRAL

AFRICAN REPUBLIC

CONGOGABONEQUATORIAL GUINEA

EQUATORIAL GUINEA

SAO TOME AND PRINCIPE

GULF OF GUINEA/ATLANTIC OCEAN

Bata

Kribi

Limbe

Calabar

Port Harcourt

Douala


manager, Folloh Mbah Paul, told a logistics conferencein Accra, Ghana, in March.Cameroon also has plans to expand its rail network

to connect with its landlocked neighbours and thecountries it flanks – Nigeria to the northwest andEquatorial Guinea, Gabon, and Congo to the south.Folloh Mbah said the Cameroon government’s

main ambitions were to promote relations withinthe CEMAC central African economic communityand intensify trade with Nigeria. Cameroon shares a1,700km border with Nigeria, a regional economicpower with a thriving consumer market of 150Mpeople. The government also wants to improve accessto the wider community of central African states,some of which havemarkets with a high developmentpotential, such as the Democratic Republic of Congoand Angola, comprising about 120M inhabitants.The proposed deepwater ports of Kribi and Limbé

(see ‘Ports for tomorrow’) are still at an early stageof development and the port authority of Doualais taking steps to increase the efficiency of its cargohandling operations to keep pace with the region’sbooming markets.Besides container handling, trades include wood

products, oil and fresh produce. Annual traffic atDouala is estimated at 7.9M tonnes plus 11M tonneswarehousing capacity. The international container

Vision for centralAfrica’s go-to portObstacles hindering the development of Douala’sriver port have prompted Cameroon to startbuilding two deepwater ports on its Atlantic coast,reports JemNewton

S everal landlocked countries in central Africa aredependent for their international trade on themain Cameroon port of Douala, strategically

located in the Gulf of Guinea. Cameroon has set out a20-year vision to develop at least two new deepwaterports to serve both coastwise and inland trade with itsneighbours in the next decade.“Douala plays a vital role for the economies of

landlocked countries, including 95% of the import andexport trade of Chad and the Central African Republic,which represents about 11% of the port’s cargothroughput,” Douala port authority’s environmental

COVER STORY

Photo:IHS/HKidd


CAMEROON

terminal has been fully modernised by its operator,APM Terminals, with a 660m berth, 11.5m depthalongside and a total handling capacity of 5,000teu.The ro-ro terminal has a ramp and two gantry craneswith a capacity of 40 tonnes each.What are the challenges restricting Douala’s

efficiency? It is an estuary port beyond comparison.The River Wouri and its tributaries constitute themain source of water collected from about 20 basinsdraining into the port channel. But the huge volumesof sediment from such a large catchment area resultin heavy silting along much of Douala’s 50km accessroute to the sea – 26km of the lower channel requirespermanent dredging, said Folloh Mbah.Since 2009 that contract has been carried out by

Belgian dredging company Jan De Nul, which hasensured a draught of 7m along the entire channel,with a medium-term goal of increasing that depthto 7.5m, permitting a 10m clearance at high tide. Butbuilding deepwater ports on the Atlantic coast is thegovernment’s long-term solution to the anticipatedregional trade boom.Potentially, Douala has an estimated 10km of quays

The Cameroon government is pressing ahead with two deepwaterports to accommodate the larger container vessels that are expectedto dominate sub-Saharan liner routes during the next decade.Breakwater construction is continuing at the southern deepwater

Port of Kribi and about half of the 1,355m protective dyke has beencompleted. Preparation work for two first-phase terminals – forcontainers and dry bulk – on this greenfield site will be carried out inthe second half of the year. A port spokesman told P&H that Kribianticipated receiving its first large cargo ship by the end of 2014.Initially there will be two 600m container berths with space to

double the container quay capacity to four berths. Dredging is wellunder way and depth alongside will be 15mwhen the terminal isoperational. It will be able to accommodate vessels up to 12,500teu.The priorities for the next five years will focus on the construction

of railways and highways, telecommunications infrastructure andthe development of industrial and residential zones.In later phases of construction the port will host an aluminum

terminal and plant, an oil terminal and storage facility, an LNG terminaland natural gas liquefaction plant, a grain terminal and a rail terminal.

Meanwhile, at the Port of Limbé, near the mouth of theWouriestuary, construction of the quay wall by Dutch engineeringcompany BAM International began in early 2013. The 320mwall isdue to be completed bymid-2014. A 700m breakwater has alreadybeen completed. Once operational, Limbé could absorb much of thedeepsea container trade denied to nearby Douala because of itsshallow draught.

Ports for tomorrow

in total but some of these are poorlymaintained and insome cases unusable. A major cause of inoperability isvarious physical obstructions, of which the chief onesmentioned by Folloh Mbah are wrecks and beds ofwater hyacinth.“There are almost 80 wrecks in the port estuary,

some ofwhich hinder operations at some of the quays,reducing capacity by up to 40–50%,” he said. “Wrecksalso cause problems for security and navigation.”For a number of years the port authority has been

trying to identify a salvage company to start clearingthe most obstructive wrecks. “The contract was givento a foreign salvage company in 2010 but has not beencarried out due to a lack of suitable equipment andknow-how,” Folloh Mbah told the Accra conference.“Twomonths ago theminister responsible formaritimeaffairs cancelled the contract andwe are still looking fora salvage company able to clear wrecks efficiently.”The problem of vast vegetation beds is linked

to some extent to that of the wrecks, which offersuitable conditions for water hyacinth, an invasivespecies, to establish itself and expand. A 2012 studyof hyacinth infestation in Cameroon by the WorldMaritime University confirmed that many of Douala’squays were severely infested. “The quay that is [most]heavily affected is the fishing port, due to the presenceof wrecks that have rendered a huge portion of thequay non-functional, hence an opportunity for theproliferation of water hyacinth,” the study observed.In response to delegates’ questions, Folloh Mbah

said Cameroon had ratified many of the internationallaws that governed such issues as maritime pollutionand disposal of wrecks but too many of them had notyet been implemented.“Environmental laws are not well respected in

African countries,” he told the conference. “There isa need for a synergy to work hard and make sure allthese laws are observed.”

Environmentallaws are not well

respectedFollohMbah PaulEnvironmental manager,Port Autonome de Douala

Photo:JemNew

ton

Photo:PortofKribi

Constructionwork on Kribi’s breakwater


PortHarcourt

Ibaka

AkawaIbomStateLagos

Abuja

AccraLome

Yaounde

PortNovo

Gulf of Guinea

Niger

Niger

BenueNIGERIA

CAMEROON

GHANA BENINTOGO

Eastern gateway to NigeriaWith the ports at Lagos saturated, a $2Bn deepsea port and associatedinfrastructure project in the east of Nigeria is preparing to take a bite

out of the growing market, reports SavahnaNightingale

Nigeria’s Akwa Ibom State has big plans.With fertile oil and gas reserves and aneye on neighbouring competition, work

has started on a state-of-the-art port to make theregion a destination hub for countries around theGulf of Guinea.The development of the deepsea Port of Ibaka,

triggered by the private sector, is set to becomethe new gateway to Nigeria, according to Dr PatrickUyttendaele of consultancy Maritime and TransportBusiness Solutions, a speaker at the 11th IntermodalNorth Africa Conference in Dakar. “Ibaka will become amajor location for deepsea shipping and a catalyst forregional growth,”he said.With a population of 5M, the state of Akwa Ibom is

an economic stronghold in the east of Nigeria and thecountry’s third-largest state in terms of GDP. Port ofIbaka is due to be completed in 2016 and will play amajor role in the economic growth of the state. It willbe the only deepsea port in eastern Nigeria and will beaccompanied by a free trade zone and the new IbomIndustrial City, covering 14,000ha.“Our vision is to be the economic engine in western

Africa and we expect to double the GDP here in thenext three years,”Uyttendaele said.The project couldn’t be more perfectly timed,

according to Nigeria’s Ministry of Transport. DikkoT Bala, special adviser at the ministry, said: “Nigeria’smaritime sector is yet to fully harness the potential ofits lucrative coastline. The existing ports in the countrywere designed to handle 60M tonnes annually and arenow overstretched”.“Today Nigeria’s ports handle more than 100M

tonnes annually and cannot cope with the current

demand. Development of the additional seaports isimperative,”he added, noting that Africa is understoodto have an infrastructure gap of $48Bn.The project in Akwa Ibom is being steered by

Nigeria’s federal Ministry of Transport, together withthe Akwa Ibom state government, and is in line withPresident Goodluck Jonathan’s Transformation Agenda,which addresses the maritime sector. Ibaka will createprivate sector opportunities to handle containers,general cargo, vehicles, and dry bulk. Exports willinclude cocoa, rubber, and crude oil, while plannedimports are grain and other agricultural products, aswell as petrochemical products, for which it will be adistribution centre. It will also provide facilities for LNG.Theproject is a 60:40private-publicpartnership,with

20% of its investment from the federal government,20% from the state of Akwa Ibom, and 60% privateinvestment. A pre-qualified private bidder will, it ishoped, be named in 3Q/2013.Thenewport is expected toserveboth thedomestic

and international markets and, when open, it willoperate 24 hours a day to maximise productivity. Butcreating port-side capacity is only half the story.“It’s nouse releasing a bottleneck in port and then moving itinland,” said Uyttendaele, who explained that an inter-state road investment programme connecting theport to the distant hinterland for regional and nationaltrade was also part of the agenda.With brisk consumer growth seen in Africa,

especially the in west, port capacity is expected toreach 80% over the next 10 years as global terminaloperators continue to grab opportunities toparticipate. Port throughput is forecast to increase by12.4M teu by 2016.

COVER STORYMap:IH

S/THarrison

NIGERIA

IAPH Mid-term Conference and Board Meeting6–10 April 2014: Sydney, Australia

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To find out more about this great opportunity, visitiaphsydney2014.com

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owners were prevented from investing in LNG-powered ships because of the absence of bunkeringinfrastructure, while ports could not invest inbunkering facilities because there were not yetenough LNG-powered ships to justify them doing so.In an internal working document officials say:

“Many shipowners and ship operators have statedtheir interest in switching to LNG fuel but withholdtheir investment and conversion plans because ofmissing LNG supply at their preferred ports of call.”The commission estimates the cost of developing

a basic LNG refuelling infrastructure for waterbornetransport in the European Union at €2.1Bn ($2.7Bn).As well as the 83 TEN-T seaports, this estimate takesaccount of the cost of setting up LNG refuellingstations at about 50 inland waterway ports, which,under the terms of the strategy announced on 24January, would need to be in operation by 2025.It expects financing to come mainly from the

private sector, with EU funding used to prime thatinvestment. Development would be virtually fromscratch, according to the commission, which saidNorway was the only country that had begundeveloping a national LNG bunkering network.Elsewhere, it said, LNG technology for ships was

in its infancy, with just a few “pioneering” portscarrying out trials on an individual basis. Oneof the advantages of its strategy, it suggested,was that it would lead to the establishment ofan EU framework for LNG bunkering based onbest practice, which would speed up the processof bringing both bunkering facilities and LNG-powered ships into service.The commission wants to bring the strategy into

effect via a directive and accompanying actionplan for the development of LNG as a fuel for ships.Before this can happen, however, it will need towin the approval of the European Parliament andEuropean Council, and this promises to be by nomeans automatic.EU transport ministers took a preliminary look at

the commission’s plan, which sets out an alternativefuels strategy for road as well as waterbornetransport, at a meeting on 11 March.They welcomed the initiative but expressed

concern about its targets and deadlines, as wellas the likely cost of its implementation. “It wasstressed that member states needed flexibility forimplementation,” they said in a communiqué issuedafter the meeting.

European Commissionsets LNGbunkering target

The EuropeanUnion’s executive

body wants tooblige leading ports todevelop LNG bunkeringfacilities by 2020, reports

Andrew Spurrier

E uropean Union ports that are still hesitatingabout developing liquefied natural gas (LNG)bunkering facilities have been given a clear

signal by the European Commission that the time foraction has come.The proposed Clean Power for Transport package

presented by transport commissioner Siim Kallason 24 January seeks to oblige leading ports todevelop LNG bunkering facilities by 2020. The aimis to constitute an EU network capable of meetingexpected strong growth in demand for LNG from theshipping industry.The commission wants the measure to apply

to all 83 seaports that figure in the EuropeanUnion’s strategic TEN-T core transport network.Kallas told journalists in Brussels that althoughthe commission intended the requirement tobe mandatory, it did not expect to have to takepunitive measures to enforce what he said wasintended above all as a stimulus to development.The commission indicated that its main concern

was to end the current ‘chicken and egg’ situation:

COVER STORY

I don’t see that therewill be such resistancethat wewill need totake punitive actionSiim KallasEuropean transport commissioner

Photo:EC

EU CLEAN FUEL POLICY

illustrat

ion:Sh

utters

tock

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COMPLETESOLUTIONS,WORLDWIDESUPPORT.

grant went to the Tanzanian Ports Authority for a€9.5M upgrade of rail facilities at the Port of Dar esSalaam in Tanzania.Projects that qualify for grants from the fund must

be identified as priority projects by the African Unionor relevant regional bodies that have a demonstrableimpact in the region. They also have to be shown tobe sustainable.The European Investment Bank, which manages

the fund, says grants are often provided to assistin the preparation of projects for presentation todonors. Technical assistance has accounted for grantstotalling €80M, moreover, although the bulk of thegrant money (€218.4M) went towards reducinginterest rates on project loans to help get projects offthe ground.Private, public, or mixed capital ventures are all

eligible, according to the trust, but a bank officialpointed out that many projects that were funded byexternal private sector investors did not require inputfrom the trust fund. For example, companies operatinga port as a concession bring their own private moneywith them. He explained: “In the port sector, if there isa big global operator coming in, they don’t really needus to help them with external support. But if, goingback to the Mozambique example, it is a local body,then one can imagine that in a post-conflict areasupport is needed.”

More info: www.eu-africa-infrastructure-tf.net


EU backs African portinfrastructure development

The European Union takes a specific interest in infrastructuredevelopment in sub-Saharan Africa, where several ports have already

benefited from EU funding for their upgrading plans

The European Union plays a discreet but veryreal role in the development of port andrelated transport infrastructure in sub-Saharan

Africa. Two years after the adoption of its new Strategyfor Africa in December 2005, the European Unionfollowed it up with the creation of the EU-AfricaPartnership for Infrastructure.The partnership between the African Union and

the European Union recognises the importanceof infrastructure development for wider economicgrowth, and is backed by the European DevelopmentFund but also by a dedicated financial instrument –the EU-Africa Infrastructure Trust Fund.The fund, which aims to promote investment in

regional infrastructure in Africa, provides grantsdrawn from funding made available by the EuropeanCommission and a number of individual EU memberstates. The fund’s resources are limited in relation tothe scale of funding required for the infrastructureprojects it supports. The level of funding it had beenpledged from its inception to the end of Septemberlast year amounted to €392.7M ($513.3M), of which€308.7M was from the European Commission and€84M was from 12 EU member states. Approvedgrants over the same period totalled €345.4M butthese went towards projects costing 10 times morein total at about €3.5Bn.Not all these grants went to the port and wider

transport sectors. The fund also provides grants for theenergy, water, and information and communicationtechnologies sectors. Energy projects took the biggestshare of grant funding from the trust, with a total€182.2M awarded, but transport projects took thesecond-biggest share, with grants totalling €118.3M.A handful of port projects obtained a share of

this latter total. The biggest of them was the BeiraCorridor Project in Mozambique, which involvedrestoration work on Port of Beira’s access channeland rehabilitation of the strategic Sena railway line,which links the port to coal mines in Tete province.The fund awarded a grant of €29M towards a totalproject cost of €190M.It has also provided a €6.6M grant towards the

€128M cost of a rehabilitation project currently inprogress at the Port of Pointe Noire in the Republic ofthe Congo. A €3M grant went to the Mauritius PortsAuthority for a €93.7M extension of the MauritiusContainer Terminal in Port-Louis, while a €257,000

COVER STORY FUNDING

Grants approvedby sector

Water €24.4M

Transport

€118.3M

Energy

€182.2M

Multisector €1.3M ICT €19.2M

Source:EU-Africa

InfrastructureTrustFund

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A variety of solutions have been developed overthe years, including the construction of large-scaledisposal facilities on land and the application oftreatment techniques to reduce the volume of thematerial. Co-operation agreements with neighbouringlocal authorities have also needed to be developedto identify dedicated landside locations where thedredged material can be deposited.

Dredgingwith benefits

Port of Brisbane is using its dredgedmaterial for land reclamation thatmay prove handy in the future. Bert Visser visits the port to find out more

Ports that have to carryoutmaintenancedredgingin their harbors and navigation channels mustaccept they will have to dispose of the dredged

material one way or another. The most common andcost-efficient method is to use disposal sites at sea.However, in cases where environmental issues forbidthis, alternative techniques for ridding some or all of aport’s dredged material need to be considered.

FEATURE

Land reclamationaround the port usesthe suitable dredgedmaterial for thebunds and thesandier material inthe middlePhoto: Port of Brisbane


Finding a cost-effective and beneficial way to dealwith dredged material unsuitable for disposing ofat sea has been an ongoing challenge for ports anddredging companies. Port of Brisbane in Queensland,Australia, has turned the disposal of dredged materialinto an opportunity with a high degree of beneficialpotential. By making use of an inventive dredging andfilling strategy, as well as applying a combination ofconsolidation techniques, the port succeeds in not onlyusing sandy material for reclamations, but also soil thathas been earmarked as unsuitable, such as silt andmud.Port of Brisbane is mainly situated at the mouth of

the Brisbane River as a result of an expansion plan in1976. It hadpreviouslybeen located furtherupriver andaround the city of Brisbane, but the then governmentrealised that if the port was to expand, it would need achange of location and facility. The area chosen for itsnew home was the Fisherman Islands, named as suchafter a series of small islands located there.Today, the privately-operated Port of Brisbane

houses 12 berths, of which nine handle containertraffic and the remainder general cargo, with furtherberths upriver.The work that started in 1977 is progressing, Peter

Nella, senior manager Marine at Port of BrisbanePty Ltd, told P&H. He explained that the FishermanIslands reclamation area – known as the Future PortExpansion – is an ongoing process, and it is here thatthe dredged material is being put to beneficial use.On the topic of where the dredged material comesfrom, Nella said the port’s 90km-long access channelhas to be maintained, as well as the Brisbane Riveras far upstream as Hamilton. In an average year,around 300,000m3 of material is dredged as part ofthe port’s maintenance programme, and the State ofQueensland considers the disposal of this material itsown responsibility.It is the port’s specific geographical location that

makes disposing of this material at sea extremelychallenging. The port is located onMoreton Bay, whichis almost entirely surrounded by islands, including

BRISBANEPhoto:BertVisser

Photo:BertVisser

The high level of maintenance dredging necessary on a yearly basishas led the port to invest in its own trailing suction hopper dredger(TSHD). The Brisbane has a hopper capacity of 2,900m3.As there is not a continuous presence of dredgers in this part of the

world, themobilisation of vessels canmake dredging operations verycostly. The climate in Queensland canmake theweather unpredictable,with heavy rainfall causing extreme amounts of silt andmud to reachthe coastline, more than quadrupling the amount of material to bedredged from the port’s navigation channels in one year.This is highlighted by the Queensland floods, which created 1.3M3

of material that needed to be dredged in January 2011. The certaintyof having a dredger in the vicinity at all times to be able to deal withsuch unforeseen events is cited as a major positive for investing.The Government of Queensland acquired its first TSHD, the SirThomas Hiley, in the 1960s, which was replaced by the Brisbane in

2000. Port of Brisbane was selected to manage and operate thedredger, not only to carry out maintenance dredging in its own port,but also in other ports along Queensland’s coast, including Cairns,Weipa, Townsville, Mackay, Gladstone and Bundaberg. Followingprivatisation of the port in 2010, the government transferred allequipment andmachinery, including the dredging fleet, to thenewly-established Port of Brisbane Pty Ltd.The Brisbane is usually occupied for around six weeks per year in

its home port – longer if capital works are carried out – and istherefore available for dredging projects in ports beyondQueensland. To date, the dredger has been active as far north asKarumba in the Gulf of Carpentaria, and as far south as Devonportin Tasmania. The Brisbanewas recently selected to participate inmaintenance at the Port of Melbourne as part of a contract largelyrun by Royal BoskalisWestminster.

Brisbane dredges Queensland

North Stradbroke Island and Moreton Island. Shipsaccess the port via the 90km-access channel runningbetween Bribie Island and Moreton Island.Material dredged from this channel and the

Brisbane River is relatively clean, but is still tested forcontaminants each year. These tests reveal whether

HPH’s Brisbane Container terminals – berths 11 and 12

Land reclamation is under way at Port of Brisbane


of the area, when the softer materials have dried outsufficiently, to create a working surface.The final weapon in this strategy is the application

of several consolidation techniques, including verticaldrainage, vacuum drainage systems and surcharge,either individually or combined.Nella stated that the port’s strategy to expand in this

way is not driven by demand for new land, but moreto accommodate the supply of dredged material. Headded that there aremany advantages to being aheadof demand and having land reserved for future use.The port has also estimated that this land reclamationstrategy can continue until 2040.Demand for additional space may not be the driver,

but so far it is the port’s experience that this new landdoes not stay unoccupied for long. One of the mostrecent sections of the reclamation is being utilised byHutchinson Port Holdings (HPH) for its new BrisbaneContainer Terminals (BCT), a wholly-owned subsidiary.The new terminal covers a total area of 26 hectares,and has a total quay length of 660m and a depthalongside of 14m.The first berth (berth 11) is now ready for business,

marking the entry of HPH into the Australian market,with berth 12 scheduled to follow in 2014.

the material contains slightly elevated levels ofcontaminants than desired, and if so it is not disposedof in the environmentally sensitive bay. Additionaltesting on the dredged material can be undertaken todetermine whether the sediment is suitable for oceandisposal, but the port has adopted a conservativeapproach to sediment management, and the materialis currently re-used for land reclamation in line withocean disposal guidelines. Using the material forthese reclamation purposes, however, is said to beenvironmentally sound.It is the physical characteristics of the material

that are problematic, and much of it is consideredgeotechnically inappropriate tobeused in reclamation.Luckily, material suitable for reclamation is also found,mainly far out in the access channel in sections knownas the Spitfire Channel and the NorthWest Channel.By opting for a well-balanced strategy of dredging

and filling, the port’s dredging engineers havesuccessfully reclaimed new land using both thesuitable and the geotechnically unsuitable material.The sandier and more stable material is used for thebunds and bund-stability berms, while the softermaterial is placed in the remainder of the reclamation’scompartments. Sandy material is then placed on top

FEATURE BRISBANE


Port of Brisbane

Brisbane

AUSTRALIA

MORETONISLAND

NORTHSTADBROKEISLAND

BRIBIEISLAND

PACIFIC OCEAN

Photo:IHS/TH

arrison


we were still able to complete the dredging a monthand a half ahead of schedule,”he said.The sediment that had to be removed included

moraine – a glacially formed mass of soil and rock.To carry out this work Van Oord modified backhoedredger Goliath at Western Shipyard in Klaipėda. Threesplit hopper barges were also used to transport thedredged material to a dumping spot 30km offshore.The trailer suction hopper dredger Utrechtwas used todredge the hard moraine in the existing shipping lane.The second project, awarded in January 2013,

involved capital dredging works to enable the Smelteturning circle to accommodate larger vessels. Thisincrease in depth will also allow Klaipėda to launchworks related to the construction of an LNG terminal.About 1.5M m3 of soil will be dredged using the samevessels used in the previous contract, plus an additionalcutter suction dredger. This capital dredging project isworth USD27.5M, according toVaitkus, who added thatit is the “first step towards energy independence”. Thefacility will include a floating ship with a regasificationunit, which is currently under construction and is duefor delivery at the port in either 3Q or 4Q14. It will havean annual capacity of 3-4Bn m3 .Alekna told P&H that Klaipėda is already reaping the

benefits of the first contract as it has seen an increasein throughput following the completion of thedeepening work on the access channels.

The self-propelledsplit hopper bargeJan Blankenwas usedin both projects atPort of Klaipėda

Klaipėda, Lithuania’s only commercial seaport,is located about 300km from its capital, Vilnius.Klaipėda links various sea, land, and railway

routes and is used for transport within the EuropeanUnion and to Russia, Belarus, and Ukraine. It is thenorthernmost ice-free seaport on the eastern coastof the Baltic Sea and important to the economies ofLithuania and the European Union.Harbor master Adomas Alekna explained to P&H

that previously it could receive Panamax and post-Panamax vessels, but only if not fully loaded. It awardeda dredging contract to Van Oord to enable the dockingof fully loaded Panamax ships. The project comprisedtwo goals: to deepen and widen the access channel;and to dredge the Smelte Turning Circle. KlaipėdaPort Authority’s director general, Arvydas Vaitkus, toldP&H that it is the biggest project the port has everundertaken in terms of scope and cost.The first contract, which began in April 2012, was

to widen the 6km access channel from 120m to 150mand deepen it to 14.5m. A total of 4.5M m3 of hard,moraine soil was dredged. Although the port is alwaysice-free, it was challenging work at temperatures of-25°C inwinter, saidVanOord’s regionalmanager, CyrilleSchroten. “Special facilities, such as special clothingand adapted working methods and procedures,are required to guarantee safe working conditions.Although [these] conditions influenced our progress,

KLAIPĖDAFEATURE

Dredging work being carried out in the Baltic will enable one portto receive bigger vessels and pursue its plans for a LNG terminal.

Van Oord and Port of Klaipėda explain the project

Dredging in the Baltic

Photo:Va

nOord


FEATUREIADC

Compliance monitoring will always be needed butit should be conducted in a smarter way, with a focuson relevant issues and uncertainties. ‘Adaptivemonitoring’can be a management solution that givesbetter long-term research results and increasedcredibility among all parties.The dredging industry understands the need for

monitoring and has done so for a long time. As aresult it has invested in equipment and research tosupply the required data to ensure dredging causes aslittle disturbance as possible. But how can we avoidmonitoring for the sake of monitoring?For most major dredging projects, five parties are

involved: the government that issues permits; theowner, such as the port authority; the stakeholders;

Monitoringatdredging sites for port expansionand maintenance is a necessary elementin the planning and development process.

It provides invaluable data for both the client andthe contractor to minimise environmental impactswhile simultaneously optimising the design. It alsohelps in communicating accurately with regulators,the public, and other stakeholders who may doubtthe dredging process. But what and how to monitorcontinues to be debated, often to the detriment ofgathering useful data.Inpractice,agreatdealof time isspentoncompliance

monitoring, far from the actual dredging site. Day afterday data is assembled and the result of all this effort isvast amounts of information with little value.

IADC secretary-general René Kolman considers whether adaptivemonitoring can help save money and time

Themonitoring debate:canwe do it smarter?


Adaptive monitoringtries to pinpoint wherethe potential problemslieRené KolmanSecretary-general, IADC

JimWilson

the contractor that will do the work; and in somecases a financier, such as the World Bank. Each has avested interest in understanding the potentialenvironmental impact.Monitoring of large projects usually takes place

before, during and after dredging and maritimeconstruction. It establishes an environmentalbaseline, which recognises natural occurrences suchas storms, as well as human activities unrelated todredging, such as shipping and fishing. It takes intoaccount both seasonal and geographical variations.For example, for the Maasvlakte 2 project at the Portof Rotterdam the environmental impact assessment(EIA) ran to 6,500 pages, of whichmore than half weredevoted to dredging-related items.After many years of unrestrained industrial

development, owners and stakeholders are oftenconcerned that dredging may cause more harmthan good, and so the facility’s owner,environmentalists, the dredging industry, andsometimes the courts, tend to be overly cautious.Furthermore, monitoring can be driven by short-term funding and political motivation rather thanscientific enquiry. It can ask the wrong questions ornot make use of previous data or predictions.In contrast, adaptive monitoring tries to pinpoint

where potential problems lie by asking definedquestions before monitoring begins.Lindenmayer and Liken’s paperAdaptivemonitoring:

a new paradigm for long-term research and monitoring(2009) describes adaptive monitoring as the“traditional scientific method of posing and thenanswering questions”.It continues: “Adaptive monitoring provides a

framework for incorporating new questions into amonitoring approach for long-term research whilemaintaining the integrity of the core measures. Initialkey steps are the development of critical questionsand a robust statistical design.”To the question “what should be monitored?” the

response should be: “What is the crucial question?”assert the authors.The idea is that researchers should pose specific

questions that are determined before monitoringbegins; the monitoring programme should have afirm statistical design and be founded on a

conceptual model of how the ecosystem mightwork; and the questions should be motivated by a‘need-to-know’.The scale of a monitoring programme should

reflect the size of the dredging project and aim to becost-effective. It should be in proportion to thepotential impacts caused by the project – be itmaintenance dredging or a port expansion. In thecase of the Maasvlakte 2 project the monitoringprocess is 1% of the dredging costs.It is important to note that not all monitoring

methods are applicable to all projects. For smallerprojects, radar and satellite-based monitoring orADCP may be unnecessarily expensive. Monitoringprogrammes should not be ‘over-dimensioned’. Toooften, to ensure that all possible instantaneousimpacts are detected, monitoring plans containirrelevant requirements.Making use of ‘old’ data is an important feature of

adaptive monitoring, but if a project is being carriedout on a greenfield site this data may not be available.In principle, though, all available data, includingpreviously obtained data and insights gained onsimilar projects elsewhere, should be considered.As the monitoring programme evolves, new

questions may be asked, resulting in newmethodologies being implemented. Such aprogramme is responsive to changing circumstancesand will be far more economical and achieve betterlong-term results.A well-plannedmonitoring programme can predict

what impacts may occur and, if they occur, whatmitigating measures can be enacted. These impactsmust be considered in view of the benefits of theproject and these benefits should be balanced againstacceptable and unacceptable impacts.Adaptive monitoring helps port authorities and

contractors to make this evaluation. It helps themprepare a comprehensive dredging plan, respond toa potentially detrimental situation before it becomesa serious threat and weigh the advantages anddisadvantages of a port construction project and thefinancial consequences. It will, it is hoped, givetransparency and thus establish a basis of trust andconfidence in the project among all stakeholders.Finally, a well-defined adaptive monitoring

programme can be used to fill in the gaps in theknowledge of the ecosystem. In this way, risks can beproperly assessed and accumulated data can be usedfor planning future projects.Adaptive monitoring can help evaluate when and

how much monitoring is appropriate and can helpavoid spending money to prove something thatprevious scientific studies tell us is not really animminent danger or has no real impact.Not every dredging project needs the same extent

of monitoring. Sometimes less will be more: moreefficient, more cost-effective and more accurate.

IADC is the International Association ofDredging CompaniesMore info: www.iadc-dredging.com

A silt profiler beingplaced overboard bya scientist carryingout monitoring

ADAPTIVE MONITORING


for the crane operator, who can relax in anair-conditioned room and move around easily.ABB has pointed out that supervising a crane from

a control room in a terminal building, rather than ontop of the crane, helps reduce stress to the operator’sback and neck. The remote control operationalso offers many technical benefits. “We canpotentially reduce the trolley weight on thecrane and reduce the size of the trolleymotor, which means a smaller drive andless energy consumption,” David Avice,MIT crane project manager, told P&H.“Because there is no human on

the crane, we also can accelerateand decelerate the trolley faster,which allows for more aggressivetuning of electronic anti-swayand can make faster cycle times,”Avice added.The remote control experiment

has benefitted from the strongrelationship MIT maintains withits terminal workers, “who havea positive attitude towards newtechnologies – something youcannot get in every terminal”,Chang noted.Meanwhile, ABB has been using

MIT in Panama as a testing ground forremote control technology elsewhere,and already has other takers. APM Terminals(APMT) announced in September it hadawarded ABB a contract to provide a remotecontrol system for STS cranes at its terminal, whichis scheduled to open in November 2014 at the Portof Rotterdam expansion, Maasvlakte 2. APMT hasannounced plans for eight STS cranes to be operatedby remote at its Rotterdam terminal. According to ABB,the APMT facility will also be the first in the world toboast STS cranes with no installed driver’s cabin.In addition, the RotterdamWorld Gateway terminal

located at Maasvlakte 2 has purchased ABB’s remotecontrol technology. Rotterdam World Gateway – aconsortium of DP World, APL, MOL, HMM and CMA-CGM – is also scheduled to open in 2H14. As a result,Rotterdam will host the first European terminals withremote control STS technology.The system to be used by APMT in Rotterdam will

deploy cameras installed on certain areas of the craneand allow operators to move from the cab near thetop of the crane to an enclosed office 1-1.5km away.Operating cranes by remote wasn’t on the

agenda when APMT was awarded its Maasvlakte 2concession in 2006. That was years before today’slargest containerships were ordered and before itwas known how that scaled-up tonnage – and thehigher cranes required to serve it – would affect thecompany’s productivity projections.APMT had assumed its Maasvlakte 2 facility could

increase productivity by 25-50% for containercustomers compared with conventional terminaldesigns. However, those bets were off using the

Remote

M anzanillo International Terminal (MIT),located at the Atlantic entrance of thePanama Canal, is the first terminal in the

world to successfully implement a remote controlstation for ship-to-shore (STS) crane operations.The MIT case is just the beginning, with other

terminal operators set to adopt the concept over thecoming years. “It is not so much new technology butan adaptation of existing technology with appropriateapplications,” Ken Chang, MIT’s director of cranes,engineering andmaintenance, told P&H. The concept ofa stationary cabin for an STS cranewas proposed by ABBin 2005. After discussions between MIT and ABB, “wedecided tomaterialise the idea”, he said.“Wehadordereda series of cranes from China’s ZPMC and one of thecranes arrived in 2006 with a stationary cabin attachedat the left landside leg at the height of the conventionalcabin under the trolley. The control chair was the sameunit as in the conventional operator’s cabin.”After the stationary cabin concept was proven, the

controls were moved from the crane into a modernconsole in an office environment. At present, theremote system is still operating on one crane at MITas a research/pilot project. The controller is in an officelocated in the terminal crane department.The pilot project has underlined that similar

productivity can be obtained via remote controlinstead of operations using a conventional operator’scabin under the trolley. “Once the tests commenced,we faced a lot of challenges, as well as trial and error,”conceded Chang. One of the critical issues was thedepth perception on the screen from the cameraunder the conventional cabin. “It took more than twoyears to carry out the tests and improvements beforeit became really successful,”he said.Another obstacle has been weather conditions,

which are very harsh on the Atlantic side of Panama.“Once any component survives at MIT-Panama, it canbe utilised anywhere in the world,”he noted.Nevertheless, despite such hurdles, the news is

good. “Under ideal circumstances wemademore than40 moves per hour and were able to keep up with theproductivity of an adjacent conventional crane withthe operator’s cabin under the trolley,”reported Chang.One advantage of the remote control STS operation

is that it improves the social and physical environment

FEATURE

As vessel size surges, cranes may increasingly beoperated remotely.Michele Labrut and

JohnGallagher learn more

control


MIT crane projectmanager David Aviceat the remote controlsof a ship-to-shorecrane in Panama

originally plannedcrane operating systems.

“When the new vessel designscame to the market, we concluded that we

would have seen a drop in our original productivityambitions if we would have stayed with the crane’soriginal design,” Frank Tazelaar, managing director forAPM Terminals Maasvlakte 2, told P&H.In addition to the advantages cited by Panama’s

MIT, Tazelaar also noted there are human factors toconsider when operating the taller cranes. Accordingto ABB, such cranes require lifting heights of over50m. “It was obvious to us that it’s better for operatorsnot to be exposed to the increased forces that thefaster cranes would require,” said Tazelaar, explaininghow this could cause crane operators to becomenauseous or dizzy.He added that the height of new cranes “means

the crane driver’s accuracy goes down, and with itthe crane’s productivity”. Thus, the future shift towardsremote control STS cranes, which began in Panamaand is continuing in Rotterdam, is ultimately beingfuelled by container shipping economics. The largerthe box ship, the higher the STS crane required toserve it, and subsequently the more advantages to bereaped in the future from remote control.

CRANE OPERATIONS

Makeover for cargoequipment in USThe equipment that moves andstacks the containers atthe largest box ports onthe US East andWestcoasts is inthe process of becomingthe greenest in the country.Cargo handling equipment(CHE), which includes yard tractors,container handlers, forklifts, and gantry cranes, is in almostconstant motion and is therefore a major source of airpollution in port areas.To meet increasingly high federal air emissions standards,

US ports over the past five years have been retrofitting CHEwith emissions control systems, replacing old equipmentwith new cleaner fuel-burning technology, or eliminatingair pollution altogether by going electric.It is an initiative that forms part of IAPH’sWorld Ports

Climate Initiative (WPCI), and the Port of New York andNew Jersey (PANYNJ) is championing the project.“Being a zero-emissions port is the long-term goal here,”

Kevin Maggay, Port of Los Angeles air quality supervisor, toldP&H, although he added that “we don’t have a specific portpolicy driving us to that”.Nevertheless, companies in California must still meet the

strictest state standards on top of federal regulations, andthe Port of Los Angeles requires tenants to comply with thehigher standards for CHE as leases are renewed.At the end of 2012, for example, all China Shipping

Container Lines’ CHE with less than 750hp, other than yardtractors, rubber tyre gantry cranes, and top-picks, had tomeet the US Environmental Protection Agency’s federal‘Tier 4’ engine standards, which are due to come into forcenationwide in 2015.PANYNJ told P&H that CHE upgrades there include electric

diesel port quay cranes, new units that meet on-roadstandards, using ultra-low sulfur fuel in all CHE, andretrofitting yard tractors with air pollution controls.As an added incentive, PANYNJ’s CHE fleet modernisation

programme will reimburse port tenants with 20% of thecost for replacing CHE with new equipment that meetsfederal on-road air emission standards.

More info: http://wpci.iaphworldports.org

Photo:MicheleLabrut/Shutterstock

Photo:PortofLosAngeles

and

y.

tractors,

Port of LA has some of the strictestCHE emissions standards in the US


could have a major impact on operating efficiency,the increased weight carried by cranes may causeissues with quay deck and rail loading and raisessafety concerns; meanwhile, transporting two or fourcontainers at once will impact on the number of trafficlanes available on the quay as well as yard operationlogistics support and IT system support.These issues were at the forefront of APM Terminals’

(APMT’s) thinking when it decided to place an orderfor nine Bromma tandem spreaders in 2012 for itsnew terminal at Maasvlakte 2 in the Port of Rotterdam,explained Ross Clarke, head of design and innovationat APMT: “It’s difficult enough to get one container toarrive at the right crane at the right time consistentlyand much harder with a pair of boxes. For us, thechallenge is tomatch the production rate of a tandem-lift crane with the subsequent yard and horizontaltransport of containers. Based on a number of factors,our computer modelling predicted a 25% productivity

The new breed of tandem- and quad-lift spreaders can help ports increase

productivity and service the latest generationof mega Triple E class container ships more effectively,

reports Stephen Cousins

T he shipping industry’s drive towards largercontainer ships able to carry greater volumesis placing increasing pressure on managers of

terminals to push more boxes, in the same amountof time, through already tightly packed berths andcontainer yards.Onemethodofunloadingvessels faster is to increase

cycle speed, but this raises significant challenges interms of reducing crane sway and preventing drivercontrol issues related to concentration and fatigue.Another approach is to boost productivity through

the deployment ofmulti-lift spreaders, such as tandemlifts, able to shift more boxes in a similar amount oftime. Studies indicate that, when configured optimally,these systems can improve productivity by as muchas 40% per ship-to-shore crane compared with aconventional single-lift set up.However, the technology raises a number of issues

for terminal operators: the type and brand of spreader

Tandem spreaders,like this RAMModel3350, can handle two40ft or 45ft containersat one time and thismodel can changeover from single- totwin-lift mode withinthree minutes

FEATURE

Photo: RAM


financial benefits reside in lifting two 40ft boxes, whichare in wider circulation than four 20ft boxes.However, the gain in productivity provided by

tandem-lift spreaders cannot happen in isolationand will depend on the simultaneous transformationof associated container transport across the entireterminal operation, including horizontal transportand container stacking systems to ensure the efficientmovement of container pairs.“Terminal managers will need to develop a business

case for a specific terminal arrangement rather thansimply specifying tandem spreaders and fittingeverything else in around that,” explained Moffatt &Nichol’s Jacob. “The productivity gains at the quay endmust also be handled in the yard, so you need to askyourself questions such as: do I start with tandem liftingand then, at the de-coning platform, transfer to singleor tandem container movements? Is there enoughstacking equipment to handle the peak load cominginto the yard from the quay? If transport or stacking isnot scaled up appropriately thenbottlenecksmay occurso it is critical to ensure it all works together,”he added.This may mean rethinking the use of crane control

systems,manufacturedby the companies like ABBCraneSystems, to synchronise box movements, and managespreader coupling and decoupling, for example.When tandem lifting full 40ft or 45ft boxes, it

is necessary to have cranes with ropes that canaccommodate a safe working load of around 105tonnes. For some terminals this may mean investmentin new equipment. The higher loads may also requirestrengthened quays and rails, and since rails aretypically laid down in long lengths, simply changing arail on a 300m berth could necessitate a costly month-long shutdown. “Conversely, a split headblock tandemspreader offers the opportunity to utilise existinglower-capacity quay cranes to handle empties withoutthe need to modify crane, or civil infrastructuredesigns,” said an engineer spokesperson for DPWorld.Meanwhile, there is additional operational expendi-

ture associated with resources such as additionalrubber tyred gantries and terminal trucks needed tosupport a tandem-lift operation.“We’re still planning our Maasvlakte 2 operation

and if we don’t balance all these parameters thenthe 12.5% productivity gain we anticipate will quicklyerode. Spreader units are not cheap, so we have tomaximise the potential to justify the investment,” saidAPM Terminals’Clarke.Ultimately, the decision on whether to invest in

multi-lift technology will depend on the overall box-handling cost for the terminal and whether it canbalance its bottom line against the requirementsof the customer.However, with the world’s largest terminal operators

getting behind the technology at several majorprojects, the future seems certain.“There are certainly challenges at ‘getting good’ at

this, but I’m sure that with practice we will perfectthe processes involved and, in future, tandem-liftspreaders will be deployed widely throughout theworld,”concluded Clarke.

increase per crane when using tandem spreaders anda 12.5% improvement across an entire ship exchange.This might sound unimpressive, but it takes longer tolock a spreader onto two containers instead of one,and across a ship not every pair of containers will besuitable for tandem lifting – there will be runs of boxesthat can be lifted in tandem and some cells that haveto be handled in a single mode,”he said.Dockside container cranes typically utilise a single

hoist with a single spreader and are able to either pickup a single 20ft, 40ft, or 45ft container, or two end-to-end 20ft containers simultaneously.In contrast, cranes capable of tandem lifting are

designed to handle two 40ft or 45ft containers sideby side on a single spreader, or a single 40ft or 45ftcontainer in tandemwith two 20ft, or alternatively four20ft containers.The ability to carry out tandem or quad lifts can

either be built into the design of a new quay crane bythe cranemanufacturer, or into the headblock of a newspreader designed for attachment to an existing crane.In the latter case, tandem spreaders enable terminal

operators to get more out of existing container cranes,since even cranes with limited lift capacity can utilisethe tandemmode of operation to handle empties.Tandem-lift spreaders haveonly gained inpopularity

over the past couple of years, said Ashebir Jacob,senior port engineer at coastal and civil engineeringconsultants Moffatt & Nichol. “As vessel sizes increase,shipping companies still have the same window tocomplete box discharging and reloading, regardless ofwhether its 8,000teu or 18,000teu, which puts pressureon the terminals to maximise efficiency at berth aswell as match it in the yard,”he said.Several ports have individual tandem-lift spreaders in

operationglobally, but thefirst large-scaledeploymentswill take place in 2014 when major projects includingDPWorld’s LondonGateway terminal, APM’sMaasvlakte2 terminal and DP World’s Rotterdam InternationalGateway terminal come into operation.Each of these three terminals has specified tandem-

lift spreaders from a separate manufacturer – Brommaat APM Terminals, RAM at London Gateway and Stinisat Rotterdam World Gateway – which will make foran interesting large-scale comparison of productivitywhen each is in operation.The nine Bromma tandem spreaders to be installed

at Maasvlakte 2 constitute the largest installationof tandem units in the world. Each spreader will besupplied with an automated quick-connect pluginterface. Lars Meurling, vice-president of marketingat Bromma, explained: “With [a] conventional unit,dock workers must climb on top of the spreaderto disconnect the cable then reconnect it to a newheadblock, but our technology will allow the craneoperator to switch between modes of operation frominside the crane cabin without any manual interactionon the ground. This eradicates manual handling safetyissues and the entire process can be completed inunder three minutes”.DPWorldoperates around40quay cranesworldwide

capable of tandem lifting and it said the greatest

SPREADERS


FEATURE

Consider the following scenariobetween a shoreside vessel trafficsystem (VTS) operator and pilot

at sea as the two exchange informationin order to safety and efficiently bring avessel in alongside.VTS: The ship on your berth has gone backhalf an hour and the two tugs from thatvessel will come to you.Pilot:My tidal window closes at 0950 hrsand the weather forecast is not lookingvery helpful either!VTS: OK, the last low water was 0.2mabove prediction and the current trendis 0.25m above prediction and thebarometer is still dropping. If we skipthe swing and go straight alongsideport side to, how does that extendyour tidal window?Pilot: I’ll get back to you.

This conversation will befamiliar to pilots and mastersalike, as it is a scenario oftenrepeated in many of theworld’s ports, large andsmall. Operational changesthat affect plannedshipping movements canbe disruptive and costly;accidents even more so.

Ships are increasing insize but many ports arenot and, as aconsequence, themarginsfor error have increased.Typically, a large container

ship can cost more than$100M, the value of the cargo

many times more, and daily runningcosts of these vessels are huge, with

delays creating complications andrescheduling likely to be expensive.

Everybody in the chain is under pressure toperform. If your customers have such expensiveassets sailing in and out of your port it makes senseto offer the best service you can. As the abovescenario highlights, hydrological (hydro) andmeteorological (meteo) information – the state of

Expensive delays can be avoided with the right meteo andhydro information, says retired pilot Nigel Allen

Makeweather datawork for you


specific information in addition to this, so it may benecessary to add a dedicated monitoring location inthe vicinity of the port. Further data specific to theport, such as waves and currents, may also beneeded and, as this is only relevant to that individualport, a dedicated monitoring programme would berequired, information from which would be inputinto the forecast system.Bringing together all these forms of data – water

level, wind speed and direction, wave height, currentvelocity, and visibility – from the various sources, bethey public or bespoke, is the first step towards acomprehensive picture of the hydro and meteoconditions in any port.A quick search on the internet will reveal the

existence of an array of easy-to-understand portwebsites displaying hydro/meteo information.Take Port of Rotterdam’s Internet Amethyst

website, for example, which is periodically fed withdata from the monitoring networks in the port area.I can even download free weather information onmy iPhone that can be superimposed on to my chartdata using an app called Pocketgrib.There is now a level of information out there that

simply wasn’t available before. And if I can get up-to-date information on my iPhone, think of thepossibilities for a port.The relative costs of setting up or updating a

forecasting system in a port, compared with thevalue of the assets at risk, are quite small, but vital if aport wants to remain competitive in terms of beingefficient and effective.So, back to our delayed ship:

Pilot:With the tide running 0.25m over prediction thatextends my tidal window by 18 minutes and, as we‘renot swinging, that reduces the time required to berthby 15 minutes, so despite the delayed vessel sailing wecan still safely proceed.The master has also advised that he can move someballast around, which will reduce the maximumdraught by 20cm, which will further increase our safetymargin by extending my tidal window by another 15minutes. Further, looking at various ‘live’ websites, itwould appear that the wind will now shift to thenorthwest a little earlier than originally expected,which will also be helpful while berthingVTS: That’s great. I’ll advise the terminal that you’llnow berth port side alongside, so they can make thenecessary cargo adjustments.The two tugs ordered have just called in and are nowconfirmed as available. The pass with the outboundship is scheduled for 0835hrs at the junction buoy.I’ve just spoken to the meteorological centre andthey confirm a wind shift to the northwest around0900hrs. Presently we have 250° at 27kt, gusting to33kt, trend steady.

More info: Nigel Allen is a retired Southampton pilot. Hetook part in the PIANC working group on behalf of theInternational Maritime Pilots’ Association (IMPA).The PIANC report is available at: www.pianc.org/technicalreportsbrowseall.php Price €90

the sea and weather conditions – can have animpact on operations during a vessel’s approach toport, manoeuvring alongside and even its cargohandling operations.A ship’s arrival is planned days in advance and

changes to that plan are updated frequently. It is inthe interests of everybody involved that things runto schedule and, at the sharp end, decisions need tobe made that produce a safe outcome. A successfulplan has many inputs, including the weather. This isone of the most changeable factors and so it isimportant that this information is up-to-date andused to its best advantage.The methods of providing reliable and accurate

hydrological/meteorological information based onboth actual and predicted conditions have improvedand can be more easily shared with relevant parties .These will include harbor authorities, masters, pilots,and other shore-based and ship-based users. It wasfor this reason that, in December last year, a PIANC(The World Association for Waterborne TransportInfrastructure) working group (WG 117) publishedits report Use of Hydro/Meteo Information for PortAccess and Operations.The group of 13 experts met ten times over the

course of four years and were asked to pay specialattention to access windows for channels subject totidal restrictions.Time is one of the most important factors when

considering an up-to-date forecasting system. Withthe new and more robust monitoring and datacommunications techniques that are available today,a port should aim to develop a system that can makea forecast and deliver that information to the endusers in real time. In this way weather conditions canbe pre-empted and operations adjusted to suitthese conditions.A port’s requirements should be at the centre of

developments for forecast systems. Each has its ownspecific conditions but in all cases accurate, timelyand reliable data is of crucial importance. Hydro/meteo information across the globe is ample andeasily obtainable from meteorological institutesrunning a network of monitoring locations. Thisinformation often is in the public domain and can beinput into a port’s forecast system.In most cases, however, a port will need more

There is a level ofinformation out therethat simply wasn’tavailable beforeNigel AllenRetired Southampton pilot

Photo:Millie

Allen

HYDRO/METEO INFORMATION


SPA’s business development officer, told P&H: “We’vegone from 43–47 calls to about five. The cruise tourismbusiness has been hit hard, very hard.” SPA confirmedthat there were 12 cruise calls in 2012, and eight in1Q13. Mombasa, Dar es Salaam, and Zanzibar faredeven worse, recording no calls at all in the 2011/12season. Pointe explained: “We’ve had a lot of badpublicity in the past and this has affected the insurancecover for cruise vessels thatwant to come in this region.”Seychelles’ tourism minister, Alain St Ange, agreed:

“We went through a hard patch, especially becausethe waters of Seychelles are four times the size ofFrance, so we get close to the African mainland. Everytime a boatwas seized off the coast of Africa themediaimmediately said it was in the waters of Seychelles,which created a bad perception.”The country reactedquickly on several fronts. Initially

as CEO of the Seychelles Tourism Board, and now asminister, St Ange has spearheaded a regional tourismmarketing initiative called Vanilla Islands, which aims

Victoria draws on itsAfrican routes

After pirates undermined its cruise business, SPA joined withtourism bodies to create a strategy that links Indian Ocean islands

with African mainland ports. Stephen Spark investigates

Resourcefulness is second nature to small islandstates. It is even more essential for the ports onwhich those countries depend for the imports

that sustain their populations.It is a quality that the Seychelles Ports Authority (SPA)

hasneeded todrawonconstantly over thepast five years.The prolonged trade depression has presented all portoperators with challenges, but the SPA has additionallyhad to cope with the damage caused to its business bySomali piracy. Its position south-east of Somalia, wellwithin the reach of mother ships, put Seychelles in thefront line in the fight against the sea raiders.While the country has received plaudits for its

willingness to prosecute piracy suspects and to hostinternational anti-piracy forces, these efforts havedone little to help the SPA’s business, particularly in thecruise realm. The fear of attack in the piracy High RiskArea, the consequent need for onboard security, andhigher insurance premiums all but wiped the westernIndian Ocean off cruise operators’ maps. Steve Pointe,

Costa Allegra, crippledby a fire last year, wasone cruise ship thatthe SPA was glad tosee leave thecommercial quay atPort Victoria

FEATUREPh

oto:Step

henSp

ark


St Ange also spoke of an ambition to bring Maldives,Sri Lanka and Zanzibar into theVanilla Islands fold. Thatwould offer, he said,“a cruising route that is unequalled– a perfect cruising route with unrivalled diversity”.Meanwhile, Port Victoria is preparing to upgrade

its facilities by rehabilitating and extending the quayby 420m, making provision for a maximum alongsidedraught of 15–18m and, in the long term, moving theSPA’s offices outside the port area to provide moreback-of-quay space for storage. The SPA is also workingon a ‘Green Port’ concept that would include provisionof shoreside power to vessels, backing up its alreadystringent environmental requirements on visiting ships.Above all, though, the SPA is hungry for new

revenue sources. Pointe emphasised: “Our strategy isto find any opportunity for business; we can’t just waitfor the vessels to come.”

to give the diverse countries of western Indian Oceanthe global profile long enjoyed by the Caribbean.Closely allied to this are joint SPA/tourism ministryplans to attract cruise back not just to Seychelles butalso to the entire region, by working co-operativelywith the Indian Ocean islands and countries on theeast African mainland.Pointe revealed: “We are discussing with companies

like Hapag-Lloyd to see whether they can put a smallcruise vessel here.We are calling it the‘Robinson CrusoeExpedition’.” St Ange explained the concept: “Seychelleshas a wild card, which is the Aldabara islands, the mostunique and pristine, environmentally friendly islandsthat have a biodiversity equal to none. We are nowtrying towork outwith cruise companies a cruisewithinour region to stop at Aldabara.” The Aldabara group isfamous for its population of giant tortoises, abundantbirdlife and uniquemarine ecology. The draw is provingirresistible, said St Ange: “We have been inundated withrequests from America, tour operators wanting spaceon cruise ships.” But, he cautioned, “We don’t want toopen up Aldabara to everybody. It has to be cruise linesthat are working with us and for our region.”Piracy has had the positive effect of creating a new

sense of regional identity among the Indian Oceancountries, which historically have been separatedby language, culture, and distance. The word oneveryone’s lips today is “partnership”, which findsexpression in numerous regional organisations, manyof which, such as the Indian Ocean Commission, haveamaritime component. Two relatively recent additionsare thePortAssociationof the IndianOcean (APIOI) andthe Cruise Indian Ocean Association (CIOA). Chaired byGichiri Ndua, of the Kenya Ports Authority and formerIAPH president (2009–2011), the CIOA brings togetherthe region’s port authorities and tourism organisationswith an objective to “jointly promote and market theeastern and southern Africa region and south-westIndian Ocean islands to the world as an attractive andworthwhile cruise destination”.Port Victoria’s future as a cruise port is bound up

with the development of itineraries that connect theislands to mainland Africa, as foreign minister JeanPaul Adamemphasised to P&H:“Africa shouldn’t just beabout solvingproblems in Somalia andMadagascar, it’sabout all the opportunities. Tourism is growing hugelyin Africa. Africa’s borders don’t end at the beach; thereare Africa’s islands.” As a recent report, ‘Potential forcruise development in the PMAESA region’, pointedout, the best way to see those islands is by cruise ship.

SEYCHELLES

The Seychelles is an archipelago officially of 115 islands,although that number has been increased by theconstruction of several artificial islands to house thegrowing population of Victoria, the country’s tiny capital.Along with the port, airport, and other major facilities,Victoria is situated on the east coast of the main island ofMahé, home to the majority of the 90,000 Seychellois. The

total land area is tiny – just 451km2, making it thesmallest country in Africa – yet its exclusive economiczone is the 24th-largest in the world, at 1.3M km2.

That demographicmeans there is a very limited captivemarketfor the port and, unlike other Indian Ocean countries andterritories such asMauritius and Réunion, it has nomajor exportindustry apart from fish processing. The Indian OceanTuna

Company’s Seychelles facility is the second-largest tuna processingand canning plant in theworld, employing 2,400 people andaccounting for 95% of Seychelles’manufacturing exports.Tourism contributesmore than 25% of GDP and over 60%

of foreign exchange earnings, but Seychelles’yachting sectorwas severely affected by piracy, which restricted both fishingand leisure sailing to the Inner Islands aroundMahé.

Seychelles in a nutshell

Aden

Berbera

Mogadishu

Port Victoria

SOMALIA

ETHIOPIA

KENYA

DJIBOUTI

MADAGASCAR

ERITREAYEMEN

COMOROS

MAYOTTE

MOZAMBIQUE

SEYCHELLES

MAURITIUS

Port VictoriaVic

ALIA

SEYCHELLES

Port Victoria

SEYCHELLES

KENYA

MADAG

COMOROSCOMCOMOROS

MAYOTTE

MOZAMBIQUEMOZMOZMOZMOZMOZMOZ

Aldabra IslandsSEYCHELLES

Mahé

INDIAN OCEAN

Photo:IHS/M

Ramsdale


ENGLISH BAY

BOUNDARYBAY

Vancouver

Port Metro Vancouver

Fraser River

Deltaport

STRAIT OF GEORGIA/PACIFIC OCEAN

Road RailPort

CANADA

with it a 180 degree shift in national traffic patterns.It was this shift which, in 2006, prompted Ottawa

to announce that it was contributing CAD591 million(USD575 million) towards a national corridor projectand, in the 2007 budget, contributed an additionalCAD410 million (USD399) to improve transport links.These funds attracted contributions from the

provinces, including the Province of British Columbia,and industries such as the railways and terminaloperators. Of these, CAD658 million (USD640 million)was provided for construction of the South FraserPerimeter Road; a 40 km-long, four-lane, 80 km/hrroute stretching along the south side of the FraserRiver that would eliminate bottlenecks and providecontainer truckers with fast access to Deltaport. Thehighway is expected to be completed in 2013.A variety of projects involving road and rail

overpasses and interchanges are also beingcompleted across western Canada and BritishColombia’s Lower Mainland and Rocky Mountain area.These should relieve congestion on truck routes to notonly Deltaport, but to Vancouver’s inner-city containerterminals located on the north and south shores ofBurrard Inlet, including: DP World-operated Centerm,and Terminal Systems Inc-operated Vanterm.Projects underway in the Vancouver area include:

the South Shore Corridor Project inVancouver, the LowLevel Road Project in the north Vancouver region, theDeltaport Terminal Road and Rail Improvement Projectin Delta, and Roberts Bank Rail Corridor Projects in theLower Mainland.In northern BritishColumbia, a plannedexpansionof

Fairview Terminal, which opened in 2007 with federal,provincial and industry funding, is in the planningstage. The expansion will increase box handling fromlast years’ 750,000 teu per annum to approximately1,250,000 teu per annum. The second phase of theexpansion will increase the terminal capacity to over2,000,000 teu per annum.A road, rail and utility access corridor to nearby

Ridley Island has also been approved that will lead tothe development of a logistics park providing shipperswith roads, a loop rail track and serviced sites, transloadfacilities, a customs inspection building, major potashloading facility, at least one LNG terminal, awoodpelletloading terminal (already underway), and a possiblebreak bulk terminal. The Prince Rupert Port Authorityrecently issued a call for the 65 to 90 workers neededto fill construction jobs over the two-year constructionperiod starting this summer.What ismost interesting about the corridor initiative

is the unusual amount of co-operation that now existsbetween all levels of government, the port authorities,industry and unions. As Denis Lebel, Canada’s Ministerof Transport, said recently to a University of Calgaryaudience: “Our track record shows we’ve reachedacross traditional jurisdictional boundaries to findsolutions to not only transportation, but also to theinfrastructure that supports it.He added: “For too long, private industry has been

ignored when it came to discussing solutions. We’rechanging that.”

Container corridorCanada’s Asia Pacific initiative is joining

up the logistics links and has got peopletalking, reports LeoQuigley

T he backbone to western Canada’s Asia-Pacific Gateway and Corridor Initiative is theconstruction of an east-west inter-urban

highway that will eliminate congestion and speedtruck traffic to Port Metro Vancouver and, particularly,to Deltaport, Canada’s largest container terminal.The initiative was launched based on estimates

that container traffic through Canada’s PacificGateway is expected to double over the next 10 to 15years and nearly triple by 2030. Projections indicateapproximately four million teu of additional rail, truckand terminal capacity will be needed at by 2030.For Canada, where the bulk of exports were

historically shipped through the St. Lawrence Seaway,the rise of China as an industrial powerhouse brought

FEATURE CANADA

Photo:IHS/TH

arrison

The International Association of Ports and Harbors (IAPH) is a

global alliance representing over 190 ports in 85 countries.

Together, IAPHmember ports handle over 60% of the

world’s sea-borne trade and nearly 80% of the world’s

container traffic. It is a non-profit-making and non-

governmental organisation headquartered in Tokyo, Japan.

IAPH provides a platform to develop and foster good relations and

co-operation among the world’s ports and harbors through forums

where opinions and experiences can be exchanged. It promotes the role

ports play in waterborne transportation and in today’s global economy.

Be part of the global ports’ communitywith an IAPH membership

‘The Global Ports’ Forum for Industry Collaboration and Excellence’

Benefits of membership include:

Free copies of IAPH publicationsincluding Ports & Harbors, MembershipDirectory, newsletter and full access toIAPH website

A voice for your port via IAPHrepresentatives within organisationssuch as IMO, UNCTAD andWCO

A chance to influence decisions atIAPH’s technical committee meetings

Networking opportunities at IAPH’smeetings and conferences, plus reducedregistration fees for these events

To apply for membership please email [email protected] or visit www.iaphworldports.org


MARITIME UPDATE

First LNG bunkering at seaThe world’s largest LNG passengervessel, the 59,000gt Viking Grace,now has its own – and the world’sfirst – dedicated bunkering vessel,which started refuelling the 218mferry on 24 March. MV Seagas is acollaborative foray into shippingby Linde Group businesses AGAand Gas Cryo, as operator and fuelprovider, and replaces the tankertrucks used until now, bringingthe LNG from AGA’s Nynäshamnterminal 60km south of Stockholmat a sedate 12kt.Although it is the standard-

bearer for a new generation ofenvironment-friendly vessel,Seagas is no new or technologicalmarvel. It was built by the Lölandshipyard in Norway as a smalllocal car ferry in 1974. The formerM/F Fjalir, Seagas is gleaming andclean after a refurbishment andrebuild at Norway’s FiskerstrandBLRT yard.The cost, like its June 2012

purchase price, has not beendisclosed. However, the EuropeanUnion contributed €261,000($334,000) under its TEN-Tprogramme, which encouragesmore use of maritime transport in

its Motorways of the Seas policy.A little surprisingly, the retrofit

did not include a new engine thatcould burn the LNG it carries forits state-of-the-art (and so faronly) customer.Viking Grace started operations

from Turku in Finland toStockholm on 13 January and itsfour Wärtsilä 8L50DF main engineswill now run nearly totally on LNG.The 49m Seagas will refuel the

ferry five or six times a week –although the ferry carries enoughfuel for three days doing its daily11-hour return voyage – loading60–70 tonnes in just 60 minutes.This choice of refuelling is

because, like the other three shipson the Turku-Stockholm service,Viking Grace is only in port for anhour at the end of each trip.The environment-friendly fuel

must be kept at -162°C in a singlespecial cryogenic tank of 170m3

supplied by AGA associate Cryo.In a statement highlighting the

importance of LNG in the Balticand Europe in general, the TEN-Tagency said: “Seagaswill be aflexible alternative to other state-of-the-art technologies and

larger-scale land-based fuellinginfrastructure and will laterprovide fuel for other ships.”Many ship operators regard

bunkering at sea as preferable torefuelling on the quaysidebecause of safety considerationswhen in the vicinity of thegeneral public. LNG’s cryogenictemperatures can cause brittlefractures to ship steel and isflammable in a 5–15% mixturewith air.However, safety specialists

drawing up bunkering guidelinesstress that both landside andseaborne bunkering are safe. DNVclassification manager MartinCrawford-Brunt told P&H: “Itdepends how you conduct thebunkering operation. Operationseither at sea or on land can bedone safely if done responsibly. Itdepends on the equipment usedrebuild at Norway’s Fiskerstrand

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depends on the equququququququququququququququququipment used

and the safety measures in place.”His DNV colleague Henning

Mohn said there were efficiencyreasons why bunkering at seamight be preferable. “Safety is setat the same high level in both[bunkering at sea and on thequayside]. The reasons [forbunkering at sea] are mainlylinked to logistics and commercialfactors. By bringing fuel to theship you are shortening theturnaround time.“And larger ships require more

LNG in one fill than, for instance, atank truck can deliver. A solutionbased on multiple truck loads forone ship bunkering is impractical,”he told P&H.Nynäshamn is the first LNG

terminal in the Baltic, but otherports are planning such terminalsas the deadline for Tier III limits inthe very-low sulphur and nitrogenemission control areas approachesin 2015 and 2016 – limits that LNGmeets comfortably (see page 16).

Seagas, the world’s first LNGbunkering vessel Photo: John Pagni

Notable numberstime it will take newLNG bunkeringvessel to refuel ferry1hr amount granted by

EU for MONALISA 2.0$31M


MARITIME UPDATE

TheWPCI LNG Fuelled VesselsWorking Group promoted itsactivities in March and highlightedthe movement towards using LNGas a fuel.Port of Antwerp noted in a

statement: “It is generallyexpected that by 2015 a numberof progressive shipping lines willlead the way and will have LNG-powered vessels in their fleet” andthis will present challenges forshipping lines and ports globally.Like the passenger vessel VikingGrace (see ‘First LNG bunkering atsea’), some vessels are alreadyLNG-powered and “more are onorder”, noted the statement.It refers to a Danish Maritime

Authority study that believes thecurrent use of LNG within the

sulphur emission control zones (inthe North Sea, Baltic Sea and offCalifornia’s coast) will increase by140% by 2020. That study said:“LNG offers substantialenvironmental benefits incomparison with conventionalfuels. Sulphur and particleemissions would be reduced toalmost zero, nitrogen oxideemissions by 85–90% and netgreenhouse gases by 15–20%.”It went on to note that the fuel

would meet the IMO sulphurregulations due to come intoforce in 2015.TheWPCI working group is

tasked with developing guidelineson safe procedures for LNGbunkering operations, andAntwerp is working with the ports

of Bremerhaven, Brunsbüttel,Gothenburg, Hamburg, Le Havre,Los Angeles, Long Beach,Rotterdam, Stockholm, andZeebrugge. The working groupconsists of three sub-groups,focusing on: an LNG bunkeringchecklist; LNG bunkering riskperimeters; and public awareness.The working group is keen to

recruit other ports andstakeholders – either IAPHmembers or non-members. Theycan contact Tessa Major, chair of

theWPCI LNGWorking Group, [email protected] of Antwerp has already

taken steps to offer LNG as a fuelto ships by 2015. In March theport announced it had partneredwith classification society DNV to

develop procedures for bunkeringoperations. In March last year itput out a tender for the designand construction of an LNG

bunkering vessel for seagoingships. That should be operationalby 2015. Late last year Port ofAntwerp carried out a truck-to-ship bunker of LNG fuel.More info: http://wpci.iaphworldports.org/

Working groupupdates industry

Australia takes Norway’s leadA DNV-led study has highlighted the 10 Australian ports that are the most suitable locations toestablish LNG bunkering infrastructure.DNV leads a joint industry project exploring the feasibility of LNG bunkering. This has

identified Melbourne, Darwin, Brisbane, Gladstone, Onslow, Dampier, Barry Beach MarineTerminal, Hedland, Sydney, and Newcastle as strong candidates.Australia is looking to follow the Norwegian model and establish LNG bunkering

facilities for domestic shipping. It hopes to have the infrastructure in place at these portsby 2016. Norway has led the world with a 12-year track record of using LNG for itsdomestic shipping.Key selection criteria included vessel traffic, current vessel profile, proximity to an LNG

source and to population, the port’s profile and ownership, regional expansion plans, naturalconditions, and available governing documents.Ports Australia CEO David Anderson said the project dovetailed with the national ports

strategy, which envisages 50-year master plans. “There’s a lot of enthusiasm about short-routeshipping on the coast moving to LNG,”he said.“Gas-powered ships already visit our ports, soit’s on the way and we need to have a handle on regulatory requirements.”Start-up wouldfocus on offshore support vessels and tugs. Australia already has the relevant experience inbuilding LNG-fuelled vessels. “[We] will watch with interest this development in the designand operation of vessels.”

GaryWebb, chief executive officer ofNewcastle Port Corporation, said LNGwouldhelp address environmental and commercialchallenges facing the shipping industry.The Australian maritime industry is also

subject to a carbon tax – a furtherincentive for local shipowners to make theswitch. “The global order book shows that thecurrent fleet of about 37 LNG-fuelled vessels willgrow to about 65 worldwide within a couple of years,”DNV found.It noted that when establishing LNG bunkering, the critical business phase is the first four

years, when LNG suppliers rely on“a few brave shipowners willing to be industry forerunners”.Australia could be the world’s largest producer of LNG by 2020, according to government

projections. It makes sense to use its own resources rather than import fuel, Anderson said.Established in August 2012, the project partners behind the DNV report are the

Australian Maritime Safety Authority, BOC (Linde Group), Farstad Shipping, PortsAustralia, Rolls-Royce Marine, SVITZER Australia, Swire Pacific Offshore Operations, TeekayShipping (Australia) andWoodside Energy.

thewill

le of years,”

Sulphur and particle emissionswould be reduced to almost zero

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estimated annual cost tocomply with proposed TWICsecurity requirements

approximatenumber of wrecksin Douala’s portestuary$26.5M 80


MARITIME UPDATE

Piracy: the anchorage challengeThe arrival of private securitycompanies aboard vessels movingthrough the dangerous waters ofthe Gulf of Aden, the Arabian Seaand the Indian Ocean has had adecisive effect on the level ofpiracy in the region. But whileSomali piracy may now be interminal decline, Dr Dave Sloggetttold P&H, the shipping industry isturning its attention to theperennial problem of piracy insideterritorial waters.The pattern of piracy attacks

around the world shifted in 2012.It is a pattern that is beingrepeated at the start of 2013 andthose vessels most vulnerable arethose at anchorage, Sloggettasserted. On 14 March this year at04.02 at Adang Bay 25nm SSW ofBalikpapan Port in Indonesia, threerobbers armed with long knivesboarded a bulk carrier. As soon asthe duty officer sounded thefoghorn to assemble the crew therobbers fled the scene.This was the third such incident

off the coast of Indonesia thatmonth, the seventh in 2013 offBalikpapan, and continues apattern that has been emergingover the past few years in the area,Sloggett explained. Only theimmediate waters off Port

Harcourt in Nigeria come close tothe spate of attacks in Indonesianterritorial waters.International law is written on

the assumption that states areable to provide comprehensivemaritime security off of theircoastal waters, said Sloggett.Where local navies do not havethe ability to mount sufficientsecurity patrols to deter attacks,the onus then falls back on themaster and the crew to try toprotect the vessel and theirpersonal belongings.Article 101 of the United

Nations Convention on the Law ofthe Sea has been interpreted tomean piracy only exists outsideterritorial waters. Once inside the12nm limit, any criminal act issubject to state sanctions, inwhatever form the state chooses,Sloggett explained.For masters of vessels at anchor,

their scope to defend themselvesagainst such acts of robbery is nottotally clear, for a range of reasons,he continued. Members of thecrew defending their lives andproperty do not wish to be arrestedshould a robber be injured or die inthe course of a robbery. Insurancecover is also an issue and rulesissued by flag states are another

factor to consider.Masters with arms aboard their

vessel can be charged withattempted smuggling. In 2012the master and crew of theUS-flagged Ocean Atlas werearrested while their vessel wasat anchor at Maracaibo inVenezuela. An anonymous tiphad alerted customs officials toan alleged haul ofdrugs beingsmuggled. Duringthe search of thevessel weaponswere discovered.The master had

apparently declaredthe weapons aboardwhen arriving at the harborbut the authorities took theview they were being illegallyimported. Within a matter of hoursthe matter was resolved and thecrew released, but this is not anisolated incident, said Sloggett.The incident highlights the

complexities surrounding theissue of having weapons aboardships. International attempts atcreating guidelines have not yetseen the equivalent of the bestmanagement practice developedto address Somali piracyproviding a similar solution for

robberies in territorial waters,asserted Sloggett.Flag states such as the UK do

provide guidance on the hiring ofprivate security companies, buttheir position on the master andcrew having access to weaponsto defend themselves isambiguous. With piracy atanchorage now clearly thegreatest threat to vessels at sea,the need to clarify the situation isurgent, he concluded.

Singapore sounds alert on collisionsSingapore authorities have issueda ‘safe navigation’warning to allships calling at the port, followinga spate of collisions in March.The Maritime and Port Authority

of Singapore reminded mastersand watchkeeping officersthrough a circular to “fully comply”

with the International Regulationsfor Preventing Collisions at Sea1972 to ensure safety of navigation.MPA highlighted“the importance

of keeping proper lookouts andproceeding at safe speeds whennavigating”and“to conduct master/pilot exchange of information and

passage plan for the safe conductof vessel movement”.Singapore is one of the busiest

ports and the Singapore Straitamong the busiest and mostimportant waterways in theworld, so “safe and smoothmovement of ships in our port

waters and the Singapore Strait isa top priority”, MPA said.Singapore currently has two

port operations control centres(POCCs) “to ensure navigationalsafety, efficient management ofvessel movements and protectionof the marine environment”. Thetwo centres are manned 24/7 andare fully integrated to function asmutual back-up.

Notable numberspredicted activityincrease percrane when usingtandem spreaders25% $640M amount allocated

to build Canada’sSouth FraserPerimeter Road


MARITIME UPDATE

Green light for MONALISA 2.0

US targets high-risk vessels for security upgradesVessel owners transporting certain high-risk cargoes will be required to purchase electronicreaders for their crew’s security card credentials, the US government has proposed.A long-awaited notice of the proposed rule from the US Coast Guard (USCG), released in

March, would require vessels transporting those cargoes in bulk – as well as the terminals thathandle them– to purchase the readers to check fingerprints embedded on crew ID cards priorto them being granted unescorted access to secure areas at US ports.Vessels that are certified to carry more than 1,000 passengers would also be required to

purchase the readers. The cards, known as the TransportationWorker Identification Credential(TWIC), have been required at US ports since 2007.

High-risk cargoes identified by the proposal are those consideredmost likely to present aterrorist threat. They include“materials poisonous by inhalation”, such as liquefied chlorinegas, and bulk solids such as ammonium nitrate.Vessels and terminals that handle hazardous materials other than high-risk bulk cargoes,

as well as those that carry non-hazardous materials, will be able to continue to visually inspectTWICs, according to the proposal.Of the 13,825 vessels and 3,270 facilities that the USCG regulates, 38 vessels and 532

facilities would be affected by the electronic reader requirement. The USCG estimated it wouldcost that group of vessels and facilities a total of $26.5M/year to comply with the proposed rule.

A pioneering e-navigation projecthas been granted €24M ($31M) ofnew funding by the EuropeanCommission. MONALISA 2.0(Motorways and ElectronicNavigation by Intelligence at Sea2.0) will run until 2015 and hasbeen set up by the SwedishMaritime Administration (SMA) inconjunction with a consortium ofpublic, private, and academicpartners from across the EuropeanUnion to develop and test newtechnologies intended to improvevessel safety and scheduling.The project will build on results

gathered during MONALISA 1.0(see P&HMarch/April, p24), whichran from 2010-12, and will befinanced by the EuropeanCommission’s Trans-EuropeanTransport network (TEN-T) as partof the Motorways of the Seaproject, which aims to strengthensea transport networks betweenEU candidate countries andexisting member states.Key activities will include:

! The integration of routeplanning tools withenvironmental information andmaritime spatial planning toimprove maritime safety andenvironmental protection

! Concrete demonstrations ofnew technology designed toimprove the efficiency of searchand rescue and mass evacuations! Apply the results of previousEU air traffic management safetyprogrammes, including the TEN-T-supported SESAR (European airtraffic control infrastructuremodernisation) programme, tothe maritime domain.Most important will be the

finalisation of an new internet-based system for vessel trafficmanagement and information

sharing, similar to a system alreadyused in aviation, said Ulf Svedberg,a project leader at the SMA. “At themoment ships can only send andreceive information on delays, thenumber of crew members onboard, when pilots are ready toengage from point to point, to aport VTS for example, but the newsystem will enable thisinformation to be shared betweenall authorised stakeholders.”The transmission technology for

the systemwas successful in trialsby equipment supplier Saab

Transpondertech under MONALISA1.0 and now other equipmentfirms, including Kongsberg, SAMElectronics and Transas, haveagreed to work together to expandthe concept to work across all theirbridge systems.“We are working with 10–15

manufacturers that understand thepotential for this and have agreedto co-operate to devise a commontechnical data protocol to allowdata to be sent between any ship’sbridge system and any shorecentre,” said Svedberg.

Photo:Swedish

Maritim

eAdm

inistration

The concept of data flow between ships and from ship to shore, which willundergo trials by the vessel trafficmanagement section of MONALISA 2.0

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remote-controlbox moveshourly at MIT40 amount of sediment

dredged every year inBrisbane maintenanceprogramme300,000m3

IAPH gathers in UAEMembers from the Asia and Oceania regions came together toselect the host for 2017World Ports Conference

IAPH INFO


IAPH took the opportunity to hold its annualAsia/Oceania Regional meeting on 18 March– the day before the three-dayWorld Ports andTrade Summit 2013 in Abu Dhabi. Secretary-general Naruse, Fer van der Laar, and HiroNagai from the IAPH secretariat, along with 40members from 15 countries, attended themeeting. It was chaired by IAPH first vice-president Grant Gilfillan from Sydney PortsCorporation, Australia.Abu Dhabi Ports Company (ADPC) hosted the

meeting andmembers were welcomed byMohamed Al Shamisi, executive vice-presidentports at ADPC. This was followed by apresentation from Captain Al Diwani, director ofthe UAE Marine Inspection and SurveyDepartment at the National Transport Authority,who gave members an introduction to the UnitedArab Emirates – its role as a maritime nation andthe current maritime scene in the Middle East.At the top of the meeting’s agenda was the

selection of hosts for the 30th IAPHWorld PortsConference to be held in the Asia/Oceaniaregion in 2017. Indonesia Port Corporations I, II,

III, and IV offered to take on this responsibilityand after considering the offer, the meetingunanimously accepted and supported it,pending the final decision, which was to bemade by the IAPH Board of Directors meetingin Los Angeles in May 2013. The corporation’srepresentative, Mulyono of Indonesia PortCorporation II, made a brief speech inviting allto Bali, Indonesia, in 2017.The meeting also confirmed that Sydney

Ports Corporation would host the IAPH Mid-term Ports Conference and Board Meeting inSydney, Australia, from 6-10 April next year, andthat the Asia/Oceania Regional meeting for2014 would be held in conjunction with it.SG Naruse reported that PriyathWickrama,

chairman of Sri Lanka Ports Authority, had beenelected in October 2012 by the region’s regularmembers to succeed Grant Gilfillan as theregion’s vice-president and, further, that GifillanandWickrama would officially be installed asIAPH president and 3rd vice-presidentrespectively at the upcoming IAPHWorld PortsConference in Los Angeles.

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IAPH 2ndVP Santiago Garcia-Milà talksto delegates during a coffee break

IAPH 1st VP Grant Gilfillan with MohamedAl Shamisi and AW Al Diwani of ADPC

IAPH INFO


Members then attended the two-dayconference, which differed to usualconferences as it was an ‘open’ style discussion,rather than a presentation-based format, toencourage debate and sharing of ideas. Topicsdiscussed included global changes, and thechallenges and pressures that arise as a resultof those changes, in relation to internationaland regional trade patterns and economicrealities over the short, medium and long term.On day two, delegates considered the impactof the Panama Canal expansion and its affecton emerging markets, and considered Africaand its relationship with China.Conversation then took a more technical focus

as it considered the latest in port technology, andlooked at some industry case studies in portautomation and cargo handling. The United ArabEmirates and its increased activity in construction,development, and the regions interest inindustries such as oil, gas, petrochemicals, andaluminium, were on the agenda.Finally, cruise tourism in the Middle East was

discussed, and the business case for a superyacht marina in the region was analysed. Onthe third and final day of the conference,delegates enjoyed a site visit to Khalifa Port.

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Dr PriyathWickrama (left) talks toSecretary General Naruse

Mohamed Al Shamisi, executive VP, Ports,at ADPC welcomed IAPHmembers to theAsia/Oceania Regional meeting

The Abu Dhabi skyline, as seen from the water. The city wasthe location for the IAPH Asia/Oceania Regional meeting


IAPH INFO

At the secretariat...

Regular memberPort Authority ofThailandAddress 444 Tarua Road, Klongtoey Bangkok 10110, ThailandTelephone +662-269-3000Fax +662-672-7156Email [email protected] / [email protected] www.port.co.thRepresentative Ittichai Supanakoon, RTN, deputy director-general of

human resources management and finance

Temporary memberPort of LongviewAddress 10 PortWay, PO Box 1258, LongviewWA 98632-7739, USATelephone +1-360-425-3305Fax +1-360-557-8122

Email [email protected] www.portoflongview.comRepresentative Geir-Eilif Kalhagen, CEO/managing director

Associate memberStephen Ip The International Society of Logistics, Hong KongAddress Flat B43/F Block 3 Florient Rise 38 Cherry Street, Tai Kok Tsui,

Hong Kong, ChinaTelephone +852-92753097Email [email protected] XxxRepresentative Stephen Ip, secretaryNature of Business Activities: Training and research for maritime

and port industry

Membership notesThe IAPH Secretariat is pleased to announce that the following have joined the association

Photo:IAPH

The delegates of City of Riga, Latvia,headed by Nils Usakovs, mayor ofRiga, visited the IAPH Head Office in

Do you have strong views about any of the articles in Ports & Harbors?

Are there other industry issues you feel strongly about?

Email your views to [email protected] and we’ll be happy to include them

We value your opinions

Tokyo on 27 February. Their visit waspart of City of Riga’s promotion inJapan. They exchanged their views

on various topics with SecretaryGeneral Susumu Naruse andhis staff.

Photo:IAPH


IAPH INFO

May17–19: 1st International Seaport Festival 2013 – Vung Tau

province, Vietnam

http://seaportfestival.net

From22: Fundementals of Container Terminals – distance learning

www.ibc-academy.com/FLR2377IAPH

21–22: PIANC AGA 2013 – Marseilles, France

www.pianc.org

23–24: PIANC Mediterranean Days, 3rd edition – Marseille, France

www.pianc.org

26–28: Perspectives of Shipping – Paris, France

http://agm.bimco.org

29–30: 9th Trans Middle East Beirut 2013 – Beirut, Lebanon

www.transportevents.com

30–31: ESPO 2013 Conference – Varna, Bulgaria

www.espo-conference.com

June3–7: WODCON XX – Brussels, Belgium

http://cedaconferences.org/wodcon

3–14: Nautical Accessibility & Maritime Traffic Management

– Antwerp, Belgium

www.portofantwerp.com/apec

10–21: Container Terminal Management – Antwerp, Belgium

www.portofantwerp.com/apec

13–15: AIVP General Assembly – Helsinki, Finland

www.aivp.org/helsinki/en/

25–27: TOC Container Supply Chain: Europe – Rotterdam,

Netherlands

www.tocevents-europe.com

July11–12: 11th ASEAN Ports and Shipping 2013 – Ho Chi Minh City,

Vietnam

www.transportevents.com

From 17:Fundamentals of Port & Terminal Security – distance

learning

www.ibc-academy.com/FLR2347IAPH

Dates for your diaryA selection of forthcoming maritimecourses and conferences

Tell us about yourport’s plansPorts & Harbors is part of yourIAPH membership and providesarticles of interest to portprofessionals, keeps membersabreast of IAPH activities, andoffers them the chance to sharetheir experiences and insightwith other ports.The editorial team is pleased to

consider any article ideas that youmay have. Perhaps you can providea case study on a recent portdevelopment or training initiative.Or maybe your port is working withgovernment to extend its hinterlandlinks, or has been privatised ormerged with another company. Ifso, please tell us about it.For September/October and

November/December issues, wehave a mixture of technical and

managerial themes planned:

September/October issueCover feature: Asia/Oceaniaregional focusFeature: Port softwareFeature: Port maintenance andnew infrastructure

November/December issueCover feature: PersonneltrainingFeature: Container and bulkhandling equipmentFeature: Port safety andsecurity

If you have any ideas for articlesthat you would like to discuss withthe editor, please email PennyThomas at [email protected]

Knatz honoured byuniversity

IAPH president Geraldine Knatzreceived an alumni merit awardfrom the University of SouthernCalifornia (USC) at the award’s 80thceremony on 27 March. She holdstwo degrees from USC – a master ofscience in environmentalengineering and a doctorate inbiological science. Knatz has beenexecutive director at Port of Los

Angeles since 2006, but prior tothat she was managing director atPort of Long Beach. Her careerbegan in 1977, however, at Port ofLos Angeles as an environmentalscientist. The award is given tothose whose accomplishmentsspeak well as to the range andquality of USC’s education, theuniversity says on its website.

Photo:PortofLosAngeles


1.42Mm2 in the mid-to-long term.Since I took over as president in July last

year, I have declared seven major projects,which will help us to achieve BPA’s vision – todevelop Busan Port into the hub of choicefor maritime and logistics in northeast Asia.These seven major projects are to increase

Busan Port’s container volume to 18M teu,redefine the function of the old North Port,facilitate inter-transport between North andNew Ports, efficiently redevelop old quays inNorth Port, strengthen global networking,implement project diversification, developport infrastructure as scheduled, anddevise BPA’s 2030 vision and strategy.I will also focus on building the capacity

of BPA’s employees through global-orientedtraining and education programmes tofurther internationalise Busan Port Authority.I would like to emphasise that Busan Port

will go beyond borders and help the worldachieve sustainable economic progressby reducing international transhipmentcosts. Our efforts to create an innovative,state-of-the-art port facility will go on.

Busanand beyond

Nine years ago the Republic of Korea’scentral government decided to handover the management of Busan Portto a newly organised port authority todevelop it into one of the world’s leadingfacilities, and BPA was born. It was set upto contribute to the country’s economyby making Busan Port a regional logisticshub through efficient port development,management, and operation, and in turnpromote the economic growth of the nation.It has lived up to these expectations byinducing an efficient transhipment systemin northeast Asia, that has helped reduceoverall logistics costs in the region.As the fourth president of BPA I can

confidently say that Busan Port has shownremarkable progress since its establishment.Its container throughput has recordedsignificant growth: in 2004 it was 11.5M teu,but in 2012 it reached 17M teu, an increaseof 50%. The 2012 figure showed single digitgrowth compared with double digit growthas seen in 2011, but I believe that has Busanfared well considering smaller volume gainsseen in neighbouring ports, all of whichwere affected by the global economicdownturn. The decent traffic rise at BusanPort amid adverse economic conditions canlargely be attributed to strong performancein transhipment cargo, which rose 70%to 8.1M teu over the past nine years.The port’s distribution facility – the

Distripark – in the area of Busan New Port isexpected to generate value-added benefitsfor cargo moved through the port. Currently30 multinational warehouse operators inthe 1.2Mm2 Northern Distripark are in fulloperation and, with a cargo throughputof 661K teu last year, has created 1,400jobs. BPA will continue to develop andcomplete a plannedWestern Distriparkof 3.58 Mm2 and Southern Distripark of


LASTWORD

Busan Port Authority marked the ninth anniversary of itsestablishment on 16 January 2013. Part of President Ki-tackLim’s vision is to expand the port’s influence past its borders

I will focus onbuilding the capacityof BPA’s employeesthrough global-oriented trainingand educationprogrammes

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A

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