The Global Ports’ Forum for Industry Collaboration and Excellence www.iaphworldports.org Official Journal of the International Association of Ports and Harbors September/October 2014 Vol 59 No 5 Port soſtware ROPES survey results are in Infrastructure Improved vessel congestion and safety Greer Inland Port Generating jobs away from the coast expand Asian ports prepare for growth Time to
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The Global Ports’ Forum for Industry Collaboration and Excellence
www.iaphworldports.org
Official Journal of the International Association of Ports and Harbors
September/October 2014 Vol 59 No 5
Port softwareROPES survey results are in
InfrastructureImproved vessel congestion and safety
Greer Inland PortGenerating jobs away from the coast
expandAsian ports prepare for growth
Time to
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Ports & Harbors | September/October 2014 1
28September/October 2014ISSUE 05 VOL 59
P&HCO
NTENTS
22
REGULARS
12
Comment: SGNaruse highlights the association’s
agenda for growth 3
News: LNG to drive use of Northern Sea Route; LNG bun-
kering at Rotterdam; piracy, sea robbery rise 16% 4
Open Forum: The port, the public body. AlisonOldfieldof Eversheds on legal challenges to port decisions 10
Cover Stories: Asia &Oceania: Shanghai – size does
matter; India –major ports fight back; Indonesia – trade
growth necessitates better port infrastructure 12, 14, 16
Maritime Update: WPCI launches LNGwebsite; new
LNG RP in Qatar; Togo pilots single window; Ebola threat;
Hamburg Sűd gets connected; pirates attack in open ocean;
AnchorageNet 32
IAPH Info: 29thWorld Ports conference; executive
committeemembers;Women’s Forum; new chair for IAPH
committee; andmore... 36
LastWord: The CEO ofMarseilles Fos’highlights plans
for cooperationwith Europe and beyond 40
FEATURESPort software: ROPES unravels ‘wake’effect: Landmark study onwash effects should enhance
vessel safety, reports JohnGallagher 18
Port software: smoothing our peaks andtroughs: A software upgrade efficiently handles uneven
box flow, reports JohnGallagher 20
Infrastructure: Strait talking: StephenCousinsreports on the latest test project under IMO’s pioneering E-
navigation initiative 22
Infrastructure: designing small andmedium container terminals:The latest report from PIANC on design principles for ports
building new terminals 24
Greer inland port – inland economicimpact: Scott Berman visited the new $50Mmillion South
Carolina Inland Port – trailblazing dry port infrastructure 26
Venice / Trieste – Adriatic aims high:Two Italian ports are to invest heavily in capacity-expanding
projects, writes JemNewton 28
Demand sensing: predicting the supply chain.
A forecastingmethod that helps eliminate uncertainty, writes
Dr FortuneU Laurence 30
Asian growth isfuelling changesPhoto: Shutterstock
The IMF marked down its global growth projection for2014 from 3.7% to 3.4% due to the weak first quarterperformance in the United States and several emerging
economies.As increased geopolitical risks in some parts of theworld have led to higher oil prices, some expect the global economycould be weaker for a longer time this year. It is hoped that thevolatile global economy may not adversely affect global trade andconsequently the global port industry.In order to pursue economies of scale and overcome the supply
and demand gap, the two biggest container shipping companiesseek to form a new alliance, now 2M, after the P3 alliancewas rejected by the Chinese authorities. Ports that face fiercecompetition are following suit and integrating their operations. InFrance, the ports of Le Havre, Paris and Rouen along the SeineRiver have formed a port complex named HAROPA to offer themost suitable logistics solutions for their customers. HAROPAhas now become the fifth-largest port complex in Northern
Europe and is trying to survive in thecut-throat competition between portsin the region.In Japan, two of the busiest
container ports – Port of Tokyo andYokohama – are now seeking a way tointegrate their operations to improveefficiency and save infrastructurecost.They are trying to survive in theregion so as not to completely lose
the main container port status in theAsia-Pacific region. It is veryinteresting to see whether this type of port alliance would be anew trend of port management in future.Two big IAPH figures visited Tokyo this summer. IAPH
president Grant Gilfillan attended the IAPH Japan Seminarorganised by the Japanese Foundation and made a greatpresentation.After explaining the background of administrativechange at his port, he discussed the organisational reform ofIAPH, which was welcomed by the Japanese IAPH members.Gichiri Ndua, IAPH former president, was invited by the
Japanese Government to attend a Kenya and Japan co-operationseminar. He made an impressive address saying Kenyan ports wereplaying an important role for neighbouring land-locked countries.Now that summer vacation season is over, discussions on IAPH
reform should be accelerated in order to finalise drafts for nextyear’s Hamburg Conference. I look forward to receiving a varietyof input from members about this.
Secretary General Naruse looks at key issues formembers to focus on during the coming months
Agenda for growthus
SusumuNaruseSecretary General – The International
Association of Ports and Harbors
Official Journal of the International Association of Ports andHarbors
essarily represent the views or opinions of theInternational Association of Ports and Harbors(IAPH), IHS Global Limited or their affiliates.DISCLAIMER OF LIABILITYWhilst every effort has been made to ensurethe quality and accuracy of the informationcontained in this publication at the time ofgoing to press, IAPH, IHS Global Limited, theiraffiliates, officers, employees and agentsassume no responsibility as to the accuracy orcompleteness of and, to the extent permittedby law, shall not be liable for any errors oromissions or any loss, damage or expenseincurred by reliance on information or anystatement contained in this publication.ADVERTISEMENTSAdvertisers are solely responsible for thecontent of the advertising material whichthey submit to us and for ensuring that thematerial complies with applicable laws.IAPH, IHS Global Limited and their affiliatesare not responsible for any error, omission orinaccuracy in any advertisement and will notbe liable for any damages arising from anyuse of products or services or any actions oromissions taken in reliance on information orany statement contained in advertisingmaterial. Inclusion of any advertisement isnot intended to endorse any views expressed,nor products or services offered, nor theorganisations sponsoring the advertisement.THIRD-PARTY DETAILS ANDWEBSITESAny third-party details and websites aregiven for information and reference purposesonly and IAPH, IHS Global Limited and theiraffiliates do not control, approve or endorsethese third parties or third-party websites.Further, IAPH, IHS Global Limited and theiraffiliates do not control or guarantee theaccuracy, relevance, availability, timeliness orcompleteness of the information containedon any third-party website. Inclusion of anythird-party details or websites is not intendedto reflect their importance, nor is it intendedto endorse any views expressed, productsor services offered, nor the companies ororganisations in question. You access any thirdparty websites solely at your own risk.
4 September/October 2014 | Ports & Harbors
NEWS
StatoilHyd
ro
APMTERMINALS INVESTSTerminal upgrades and theinstallation of four new cranes havehelped APMTerminals Algecirasovertake rival Spanish port Valencia astheMediterranean’s top containerport. Throughput reached 4.33M teuin 2013, up by 6.6% from the previousyear. At Maasvlakte II an additional 22automated rail-mounted gantrycranes are scheduled to start inNovember 2014.
GREENER FELIXSTOWEThe Port of Felixstowe has takenanother step in improving itsoperational and environmentalefficiency with the introduction of itsfirst electric-powered rubber-tyredgantry cranes. Fourmachines havebeen converted from diesel to electric.They are expected to help drivefurther carbon savings towards areduction of 30% by 2017.
EXXONMOBIL ATANTWERPExxonMobil is to invest more than$1Bn to install a new delayed cokerunit at its refinery in the Port ofAntwerp to meet European demandfor fuels and other oil products. Thenew refinery will convert heavy,high-sulphur remainder fractions intocleaner oil products and transportfuel such as diesel and fuel oil forshipping. Developing this platformwill strengthen ExxonMobil’s productrange at Antwerp and also help thefirm deliver cleaner diesel to itsEuropean customers.
Port updates
Ice-class vessels are currently asmall percentage of the Chinesefleet but LNG is fuelling buildingorders, reports Gary Li.In September 2013, Chinese
state-owned energy companyChina National Petroleum (CNPC)bought a 20% stake in the $27BnYamal project in the Russian Arctic.CNPC also signed a contract to buy3M tonnes of liquefied natural gas(LNG) fromYamal after itsprojected completion in 2018.In the same month, COSCO
container ship Yong Sheng wasthe first merchant vessel to transitthe Northern Sea Route (NSR), butits success has not yet brought
about a major shift in the Chinesefleet using the NSR as a tradingroute. IHS Maritime data show thatout of 5,899 ships operated byChinese companies, only 1,184(20%) are classified as ice-capable,with only five such vessels onorder. Only 15, including the YongSheng, are classified to the Arc 7requirement demanded by theRussians for safe transit of the NSR.If there is one commodity that
will increase China’s use of the NSR,it is LNG. As China’s energy needsincrease, the demand for naturalgas including LNG is also growingstrongly. The government is keento diversify its energy supplies.
LNG carrier Arctic Princess
LNG to drive use ofNorthern Sea Route
In response to proposals from thePort of Rotterdam Authority (PRA),the Municipality of Rotterdam hasamended Rotterdam PortManagement by-laws to allowsea-going vessels to bunkerliquefied natural gas (LNG) inSeinehaven. Previously, only inlandshipping could do so.The move is expected to add
impetus for the introduction ofLNG as fuel for shipping as other
ports may follow Rotterdam’sexample. LNG“is cheaper andcleaner for the environment thanfuel oil”, said a PRA statement. Theauthority aims to promote LNG asshipping fuel and become aleading LNG hub. It supported aGate initiative to open an LNGterminal on Maasvlakte in 2011.The Seinehaven facilities openedlast year, letting inland shippingbunker LNG from an LNG tanker.
The European Union (EU)awared a EUR40M (USD53M)subsidy at the end of 2013 tostimulate the use of LNG asshipping fuel on European waters.This ties into the LNGMasterplanfor the Rhine-Main-Danube Canal,in which the Port Authority playsan important co-ordinating role.The Dutch LNG Platform alsosupports the use of LNG by trucksand inland and sea-going ships.
LNG bunkering extends at Rotterdam
In July, another Chinese statecompany, the China NationalOffshore Oil (CNOOC), secured a$1.6Bn deal to build liquefactionequipment for Yamal.Chinese investment into Yamal
is substantial and is beingfollowed up by orders for nineArc 7 class LNG carriers withDaewoo Shipbuilding and MarineEngineering (DSME): six jointlyordered by Canada’s Teekay andChina Shipping LNG and threethrough joint orders betweenMitsui OSK Lines (MOL) andChina Shipping Development(CSDC) (both these China-basedcompanies are state owned).Currently only 15 ice-capable
LNG tankers are on order, with10 of them earmarked for theYamal project. Eventually, theproject will require 16 suchvessels. At 172,000m3 gascapacity each, these tankers willbe the most advanced and ice-hardened tankers afloat whenthey are delivered towards theend of 2017.Once Yamal is up and running,
the journey from the site to theChinese terminal at Dalian wouldtake only 24 days, shaving off 13days and more than 7,500nmfrom the Suez Canal route. This iseven after factoring in slow-steaming in the ice at 10ktcompared with the average 15kton the Suez route. The fastestspeed record in the NSR route is14kt, which was achieved by STIHeritage in 2011.
Ports & Harbors | September/October 2014 5
SOHAR TRAFFIC RISEWith the relocation of commercialshipping lines fromMuscat, Sohar Portexpects an extra 50 vehicles per hour– a rise it expects to accommodatewithout difficulty. Sohar has said itexpects to receive an additional300,000teu in container traffic and200,000 freight tonnes of generalcargo through the transfer ofcommercial ships from the capital.
TEESPORT RAIL TERMINALPD Ports is planning a new rail servicewith Freightliner at Teesport with aninvestment of more than GBP3M(USD5M) in a new intermodal railterminal. This is part of a GBP16.7Mcontainer terminal expansion projectstarted in 2011. Construction isscheduled to begin in July andwill linkthe port with Felixstowe andSouthampton. On-demand operationswill expand to Scotland and to theMidlands and Northwest of England.
TRANSNET FUNDINGSouth Africa’s Transnet National PortsAuthority in the 2014/15 financialyear providedmaritime bursaries to156 students. The corporation sees theinvestment as providing it with apipeline of mission-critical skills.
ROTTERDAM STEADY H1Port of Rotterdam’s first-half figureswere largely unchanged from lastyear. Total throughput edged up 0.6%and turnover was up EUR8.6M(USD11.5M) on the first half of 2013.The port targets a 1% rise for the fullyear, in line with an expected furtherrecovery in the European economy.
NEWS
NYK has ordered the first LNGbunkering vessel targeted at LNG-fuelled vessels, from South Koreanshipbuilder Hanjin HI &Construction (HHIC).HHIC told P&H the ship would
be constructed in its Youngdoyard. Built under an initiative byNYK, French gas supplier andtrader GDF Suez, and MitsubishiCorporation, the ship willdistribute LNG bunkers in Europe
and chiefly the North and Balticseas. After its delivery in 2016 theship will be based at the Port ofZeebrugge, Belgium.“With increased emission
regulations, demand for LNG as afuel is growing in the seas aroundEurope,” said NYK. The firm addedthat its LNG supply and salesbusiness would initially targetLNG-fuelled car carriers operatedby Oslo-based United European
Car Carriers and other LNG-fuelledvessels operating in the North andBaltic seas. GDF Suez is a chartererand co-owner of NYK’s LNGcarriers.NYK, Mitsubishi Corporation,
and Cameron LNG intend toestablish a company to own theLNG bunkering vessel, as well asan LNG-fuel sales company, whichwill charter the vessel, with a viewto expanding business globally.
Singapore-based anti-piracyorganisation ReCAAP InformationSharing Centre (ISC) hashighlighted a 16% year-on-yearrise in reported sea robbery andpiracy incidents for 1H14.From January to June this year,
ReCAAP ISC recorded 73incidents, up from 61 in the firsthalf of last year. In 69 of this year’s73 incidents robbery and piracytook place, while the remainingfour were failed attacks.ReCAAP ISC also underscored
its concern over the Category 1(very significant) incidents of fuel/oil siphoning in the first half ofthis year. Five cases were reportedin 1H14, compared with noneduring the same period last year.The piracy watchdog noted
that themodus operandi for thefuel oil thefts has evolved, withmost of these incidents targeting1,000–2,000gt tankers.
The pirates and robbers tendto board the ship, armed withknives and guns, and then carryout the oil siphoning operationwithout harming the crew. Whileguns were reported in someincidents, none were discharged.ReCAAP believes these
robberies are related toorganised crime syndicates assome incidents are thought tohave involved assistance frominsiders connected to thetargeted vessels.Meanwhile, UK-headquartered
anti-piracy watchdogInternational Maritime Bureau(IMB) has expressed concern overthe rising rate of piracy incidentsin Southeast Asia and alsohighlighted the apparentincrease in tanker hijacking.“The recent increase in the
number of successful hijackings isa cause for concern,” said IMB
Director Pottengal Mukundan.Prior to fuel-related hijackings, theregion’s most frequent incidentswere petty theft at anchorage. Inrecent cases, however, attackershave targeted small coastaltankers rather than – as has beenusual – barges or tugs.Bangladesh, Indonesia,
Malaysia, Nigeria, and SingaporeStraits accounted for 70% of allattacks this year. Rising piracy inSoutheast Asia has promptedGerman insurer Allianz to warn ofthe “potential for such attacks toescalate into a more organisedpiracy model unless they arecontrolled”.The insurer also stated that
pirates in Southeast Asia may beimitating their counterparts inWest Africa in targeting tankersand fuel oil on account of theease of moving cargoes from ahijacked vessel to another ship.
World’s first LNG bunkering vessel ordered
Piracy, sea robbery rise 16%
Bunker supplier Unicore Fuel, asubsidiary of Denmark’s BunkerHolding Group, has started itsoperations in Singapore.In a statement, Bunker Holding
said Unicore Fuel, incorporated inSingapore in March, officiallycommenced business on 1 July. Itwill be headed by managingdirector Ho Ting Teck, with Andrew
Siew Yew Hoong as generalmanager for trading and supply.The startup already has 16 staffbased at its offices in Singapore.“Unicore is a purchasing
organisation, purchasing all gradesof bunker fuel in Singapore, Johore[Pasir Gudang], and TanjungPelepas.We co-operate closelywith all oil majors, major
independent suppliers, and state-owned companies,” it said.Bunker Holding, itself part of
United Shipping & TradingCompany, encompasses 34 firmsacross 24 countries, specialising inthe purchase, sale, and supply ofbunker fuel and lube oil to ships, aswell as risk management andassociated services.
Bunker supplier opens ops in Singapore
Port updates
6 September/October 2014 | Ports & Harbors
NEWS
MACGREGOR’SSOLUTIONSMacGregor, part of Cargotec, secured$50M of orders for further high-efficiency cargo handling solutionsfromHyundai Heavy Industriescomprising hatch covers, acomprehensive lashing system, andproduct software. The purchases cameas United Arab Shipping Companyexercised its options to increase itsinitial container ship order to 17.
LAVOLUMES RISEOverall containerised cargo volumesat the Port of Los Angeles rose 8.2%year on year in May. Cargo totalled689,141teu as loaded imports andexports climbed 6% to 509,876teu, upfrom 481,019teu inMay last year.Empties went up 15% year over year.
BUSAN TRANSHIPMENTBusan Port handled 9.115M teu inthe first half of 2014, up by 3.5%year on year. Transhipment nowaccounts for 50.5% of cargo at theport, which has established afoothold as a transhipment hub portfor Northeast Asia.
ANTWERPVOLUMESEXPANDThe Port of Antwerp handled98,229,046 tonnes of freight in thefirst half of 2014, up 2.7% year onyear. Container freight volume gained4% to 53,553,954 tonnes. Liquid bulkvolume also rose by 4%, up to30,429,085 tonnes.
DPWORLD SUCCESSDPWorld handled 29.4M teu across itsglobal container terminals during thefirst half of 2014, with gross containervolumes up 9.3%. This growth waslargely driven by terminals in Europe,the UAE, and the Asia Pacific and theIndian subcontinent, said the firm.Jebel Ali Port is poised to drive furtherexpansion with a boosted capacity of19M teu.
Cash&Cargo
Specialist marine insuranceintermediary Seacurus has calledfor “proper enforcement”of PortState Control (PSC) regulations inthe lead-up to the adoption ofamendments to the MaritimeLabour Convention (MLC) 2006 toprotect abandoned seafarers and
seafarers injured in occupationalaccidents. The MLC amendmentsare scheduled to enter force inearly 2017, when countries thathave ratified MLC 2006 will bebound by those amendmentsunless 40% of ratifying nationsreject them in writing.
However, on 20 August, a2006 ILO resolution comes intoeffect so that full Port StateControl can be applied bynations that are a party to MLC2006, regardless of whether ornot the ships being inspected areflagged by ratifying nations.
Seacurus calls for enforcement of PSC rules
TT Club freight insurancespecialist Mike Yarwood haswarned of the increasing dangersfor carriers, ports, terminals, andother transport operators fromcyber criminals.As invasive cyber technology
becomes more widely available, agreater risk to legitimate trade isemerging, exposing operators inthe supply chain to economic andcommercial damage. Advances inIT systems undoubtedly providegreater opportunities for carriers,transport operators, and cargo
handling facilities to reduce theirexposure to theft and fraud, butincreasingly sophisticatedsolutions also benefit criminals.Yarwood has made a particular
study of the fast-growing trend.“We see incidents which at firstappear to be a petty break-in atoffice facilities. The damageappears minimal – nothing isphysically removed. But morethorough post-incidentinvestigations, however, revealthat the ‘thieves’were actuallyinstalling spyware within the
operator’s IT network.”More common targets are
individuals’personal deviceswhere cyber security is lessadequate. Hackers often make useof social networks to targetoperational personnel who travelextensively and truck drivers toascertain routing and overnightparking patterns. The type ofinformation being sought andextracted may include releasecodes for containers from terminalfacilities or passwords to discoverdelivery instructions.
TT Club warns of cyber-crime risks
Maersk Essen – just one of 2M’s 185 container vessels
After Chinese authorities blockedthe proposed P3 alliance of MaerskLine, Mediterranean Shipping(MSC), and CMA CGM, Maersk hasannounced a 10-year vessel-sharing agreement (VSA) with MSCon the Asia-Europe transpacificand transatlantic routes.To be known as 2M, the
alliance will have a total of 185vessels and 2.1M teu capacityacross 21 strings. Perhaps
When three becomes twounsurprisingly, the ChinaShipowners’ Association, alongwith the Chinese government,have expressed disquiet atthe agreement.However, a statement from
Maersk identifies significantdifferences between P3 and 2M.“The 2M VSA differs from the
earlier proposed P3 alliance intwo important ways: first of all,the combined market share is
much smaller. Secondly, theco-operation is a pure VSA. Therewill be no jointly ownedindependent entity withexecutional powers,” it said.“Each party will continue to
have fully independent sales,pricing, marketing, and customerservice functions.”Depending on successful filings
and permissions, the VSA isexpected to start early next year.
MaerskLine
Ports & Harbors | September/October 2014 7
NEWS
Drawing conclusions from thesuccess of EU NAVFOR Somalia inreducing piracy in the Gulf ofAden, European Union (EU)member states have approved anewmaritime security strategybased on enhanced co-operationto produce comprehensivesolutions, reports Andrew Spurrier.EU member states recently
approved a new maritimesecurity strategy based onstrengthening co-operationbetween EU governments andinstitutions to producecomprehensive responses tosecurity problems.EU NAVFOR Somalia, otherwise
known as Operation Atalanta,may turn out to be a model formuch wider-ranging futureco-operation between EUmember states in the field ofmaritime security.The Italian EU presidency is to
use the strategy as the basis for anaction plan, expected to comprisesome two dozen individualproposals, which it hopes topublish before the end of the year.Details of the plan have yet to berevealed, but it is expected toheavily feature co-operation andcomprehensivity.Commissioner Maria Damanaki
recently stated: “Ensuring the
security of our seas and oceanhas never been so important.Today’s risks and threats have todo with piracy, terrorism, drugs,human trafficking and organisedcrime. They are so complex [and]multi-faceted that they impactnot just maritime transport butalso tourism, environment,fisheries, immigration … in oneword, the economy.”She called for a co-operative
response that is “exhaustive,powerful, and co-ordinatedbetween member states and EUinstitutions”, rather thanreflecting the interests ofindividual nations.
EU prepares maritime security action plan
A contract signed for theconstruction of the first threeberths at the proposed Lamu Portin Kenya “reinforced thegovernment’s resolve to makeinfrastructure key in social andeconomic development”, saidPresident Uhuru Kenyatta.The deal was sealed between
the Kenya Ports Authority and theChina CommunicationConstruction Company on Friday.The construction forms part of
the Lamu Port Southern Sudan –Ethiopia Transport Corridor(LAPSSET), a transport andinfrastructure project in Kenya,estimated to cost $22Bn.The project, initially conceived in
1975, failed to take off due to costimplications, but has since beenrevived as part of Kenya’s Vision
2030. This is aimed at opening upKenya to neighbouring marketsthrough a sea port, airport, railway,and roads.“The project started making
headway about two years ago,but the issue has mainlysurrounded on how the moneywould be raised,” a Kenya-basedreporter told P&H.The setup cost of the three
berths is KES42Bn [$470M] withmoney also set aside forcompensating people who havebeen living on the land.Speaking at the announcement,
LAPSSET Director General SilvesterKasuku said the project will “triggera positive social and economicrevolution along the corridor”.IHS East Africa Senior Economist
Mark Bohlund said: “This
development will make a hugedifference. Up until now, themajority of the trade comesthrough Djibouti and Ethiopia,but for countries like Ethiopia toexpand its trade andmanufacturing sector, it will needincreased capacity through portslike Lamu; the same goes forSouth Sudan.“The expansion will also
alleviate congestion at the Port ofMombasa, which at the momentserves both the inland countriesof eastern Congo, Rwanda,Uganda, as well as Ethiopia andSouth Sudan.”Kenya’s other transport corridor
is the Mombasa-UgandaTransport Corridor that passesthrough Nairobi and much of theNorthern Rift.
Lamu Port berth deal advances LAPSSET
COWES BREAKWATERA coastal protection project at Cowes,on the Isle ofWight in the UK, hascompleted its second stage. Dutchdredging contractor Boskalis hasinstalled an initial 1.5m layer of sandand gravel along Cowes Harbour’s newouter breakwater and is beginningphase 3 of the 18-month project. Thebreakwater will “transform the portinto a true sheltered harbourage”.
BAHRAIN CONTRACTGreat Lakes Dredge & Dock (GLDD) hasbeen awarded a $35M dredgingcontract to support development atHidd Port in Bahrain. The contract,secured with Bahrain’s Ministry ofWorks, is part of a two-phase projectto create a 63ha footprint onwhich tobuild a factory and other facilities.
HAMBURG DREDGINGHamburg City EconomyMinister FrankHorch is confident the Port ofHamburgwill overcome a legalchallenge and be able to dredge itsRiver Elbe access channel inSeptember. Planning started in 2007for the project to deepen the channelby 1m andwiden it in some sections.But environmental and safetyobjections have so far held up theactual dredging.
LAEM CHABANGUPGRADEThailand’s gateway port LaemChabang is planning an upgrade thatwould include dredging a draught of18m. The port may also introduceinlandwaterway transport and single-rail transfer. There are also plans todevelop double-track railways with asingle operator.
Dredging
Following the plenary meeting ofthe European SustainableShipping Forum, Europeanshipowners and port authoritieshave called for urgent clarificationof the rules pertaining to the useof scrubbers.The EU Sulphur Directive is set
to come into force on 1 January2015. Ships sailing in the SulphurEmission Control Areas – theChannel, the North Sea, and theBaltic Sea – will have to usebunker fuels with a sulphurcontent of no more than 0.1% orproduce an equivalent level of
emissions through other means.Scrubbers have been identified
as one of the few abatementtechnologies available, allowingships to reduce the sulphurcontent in their emissions.However, a lack of clarity in EUrules jeopardises their uptake.
Shipowners, ports seek scrubbing clarity
8 September/October 2014 | Ports & Harbors
NEWS
KALMAR STREAMLINESKalmar, part of Cargotec, will deliver aSmartLane automated gate system tothe Port of Liverpool, which isoperated by Peel Ports Group. The newsystemwill reduce waiting times andadministration for hauliers, speedingup turnaround. The project is due tobe completed by early 2015. Thisinvestment is part of Peel Ports’GBP5.5M (USD9.2M) portinfrastructure improvement package.Kalmar will also supply 12 terminaltractors, seven lift trucks, and a reachstacker to Novorossiysk CommercialSea Port by October 2014.
CRANE FORDRAMMENThe Norwegian Port of Drammenstarted operating in June its secondmobile harbour crane.With a liftingcapacity of 144 tonnes, the newLiebherr crane is 40 tonnes strongerthan the port’s existingmachines anddoubles its handling capacity.
KONECRANESNC Nielsen, which distributesKonecranes’ lift trucks in Denmark,delivered in June a 100-tonne capacityreach stacker to Jutlandia Terminal inEsbjerg. The terminal is using thereach stacker to handle and transportblades and components for windturbines. Per Jensen, terminal andstevedoringmanager at BlueWaterShipping, said: “Assembling windturbines on an industrial scale ischallenging.Workingwith reliableequipment is essential... It helped usto assemble and commission theturbines in record time.”
The Long Beach Board of HarborCommissioners has named JonSlangerup, a veteran corporateexecutive with extensiveexperience in global logistics andenvironmental technologies, asthe Port of Long Beach’s newchief executive.Harbor Commission President
Doug Drummond noted: “He’san extremely capable leader,proven teambuilder, and expertat managing a world-classorganisation.
“In our highly competitive,quickly changing industrychallenged bymajor environment-al and energy issues, he’s theperfect person for the job.”With the pending expansion of
the Panama Canal and theaftermath of the 2008 recession,port communities throughoutNorth America have been highlyfocused on maintaining andgrowing their business.At the same time, ports have
faced public pressure to ‘green’
their operations.“With a strong operational and
environmental track record, we’reconfident that Jon can move usahead as the Best Green Seaportin the world, while providingexperienced leadership indeveloping advanced cargo-handling technology andinfrastructure,” said Drummond.He also expressed his “deep
appreciation” to interim executivedirector Al Moro, previously theport’s chief harbour engineer.
Egypt President Abdel Fattah al-Sisihas announced that the countryintends to spend $4Bn to add anextra 45-mile (72km) lane to theSuez Canal, reports Tony Slinn.The announcement was
confirmed by Suez CanalAuthority (SCA) ChairmanMohab Mamish. Now, the canalonly provides for one-waytraffic, with passing places inthe Ballah By-Pass and GreatBitter Lake. The new lane wouldallow ships to travel in bothdirections for just under half its101-mile length.The move is seen as a response
to the Panama Canal expansion,set to open in 2016, which willdouble that canal’s capacity,potentially taking traffic from theSuez Canal.Suez Canal revenues total
about $5Bn and are a crucialsource of foreign currency for theEgyptian economy. Egypt hopes
the new lane’s extra capacity willattract more ships and thus moreforeign currency. “This giantproject will be the creation of anew Suez Canal parallel to thecurrent channel,”Mamish stated,adding that he hoped the newchannel would be onstreamwithin a year.Such a quick result is thought
by most analysts to be unrealistic,with a more likely three-to-fiveyears being cited. It is also notclear to what extent theexpansion would speed up thecanal’s operations.President Sisi said the project
would receive no overseasfinancing and hoped the $4Bncost would largely be met bycontributions from individualEgyptians. “We want allEgyptians to hold shares in thisproject,” he said.
Jorge Barakat Pitty has beenratified by the Plenary Session ofthe National Assembly as thenew administrator of the PanamaMaritime Authority. He has beenappointed to serve a five-yearterm from 2014 up to 2019.“From today onwards, we set
out to achieve new goals that
will be in force during this five-year period of work. The task willbe arduous, but I intend to makea radical U-turn within theMaritime Authority, placing it asan honest and effective entity, atthe service of the internationalmaritime market,” he said.“Among our plans, we can
name that of promoting astrategy on the subject of theconcessions so that the state’srevenues and the jobopportunities in this area growfor the benefit of the country.We have a huge task ahead of usthat needs to be done; it startsright now.”
Profitable ship-to-shore operations rely on efficient traffic flows and reducedturnaround times in port.
Benefit from our in-depth understanding of marine cargo logistics and let usdesign the most efficient solution to suit your specific needs. MacGregor’srange of ship and shore-based cargo access solutions provide smoothtransitions in all tidal conditions.
Floating water taxi terminals ensure stepless, safe access for all passengers.Vehicle linkspans can be designed for traffic flows over one or two levels.Floating linkspans can improve the efficiency of the existing port infrastructureand allow vehicle operations in ports without previously suitable facilities.
MacGregor is part of Cargotec.
www.macgregor.com
From ship to shore
10 September/October 2014 | Ports & Harbors
OPEN FORUM
The port,the public body
HannahKidd
/Shu
tterstock
10 September/October 2014 | Ports & Harbors
Hann
Hann
Kah
Kah
idd/Shut
Shutterstock
T he suggestion that ports are publicbodies may seem a little strange. Thegreater majority are now private entities
being either trust ports or private limitedcompanies. However, the position may not bequite as clear cut as it first appears. The legallandscape is shifting and recent developmentssuggest that the concept of a public body isan expanding one.If ports can be regarded as public bodies
the implications could be significant in a hostof areas of operation and could be challengedby judicial review proceedings. If they are,what might be the implications be for portsand those who would do business with them?Judicial review is the means by which the
courts supervise public decision-makingfunctions to ensure they are made lawfully andfairly. It is about ensuring that the properprocess has been followed, not aboutre-opening the merits of the decision whichhas been reached.The sort of grounds upon which a judicial
review claim might be brought are that, inreaching a decision, an established processhas not been followed; the decision isirrational or ‘Wednesbury’ unreasonable, orthat the decision has been pre-determined oris tainted by bias.What that also means is that if the decisions
of ports can be challenged by judicial reviewproceedings then their internal processescould be open to scrutiny as never before.If judicial review is a means of scrutinising
public law decision making then, historically,it has been very obvious who has beencarrying out those functions. Traditionally,they have been the preserve of central andlocal government.In reality many private companies, quangos,
and voluntary sector organisations now carryout activities which historically fell within theremit of the state.The critical issue has become whether the
entity in question is exercising a public lawfunction. If it is, that decision could be open to
AlisonOldfield, partner atUK firm Eversheds, explainsthe potential risk that the
decisions of port authoritiescould soon be challenged
by judicial reviewproceedings
Ports & Harbors | September/October 2014 11
OPEN FORUM
a judicial review challenge.According to case law, the sort of factors
which might demonstrate that publicfunctions are being exercised are:whether the functions in question are
underpinned by public statute;whether, but for the existence of a non-
statutory body, the government would itselfalmost inevitably have intervened to do orregulate the activity in question; andwhether the body is exercising monopolistic
powers. If individuals have no alternative butto submit to regulation in order to participatein the activity concerned, that might beevidence of a public function.Applying these principles has led to a
number of private companies andorganisations being deemed to be exercisingpublic law functions.Most major port and harbor authorities in
the UK are now constituted as privatecompanies, or subsidiaries of such a privatecompany. Some are trust ports, originallyestablished by private Act of Parliament andnow operating under Harbour Revision Orders.They are also constituted as private entities.Consequently, very few ports are directly
managed by local authorities and can beregarded as public bodies in its purest sense.However, do ports exercise public law
functions which could be challenged byjudicial review? The point has never beentested, but a recent case in the EuropeanCourt suggests that the time is approachingwhen that might happen.That case was ‘Fish Legal and Emily
Shirley v Information Commissioner, UnitedWater Utilities Plc, Yorkshire Water ServicesLimited and Southern Water ServicesLimited (Case C-279/12)’.It posed the question of whether three
water companies were bound by theEnvironmental Information Regulations thatembody the European Union (EU) directiveon Public Access to EnvironmentalInformation 2003/2004 into UK law.One of the key questions it specifically
considered was whether or not the watercompanies fell within the definition of publicauthority for the purpose of the regulations.Article 2(2) of the EU directive defines
‘public authority’ in three different ways. Therelevant provision for present purposes wasparagraph b) of Article 2 (2), whichestablishes the concept of a public authorityas being a person performing publicadministrative functions.In the Fish Legal case, the European Court
concluded that the definition was met if itcould be said that the entity was performing“services of public interest … and which arefor this purpose vested with special powersbeyond those which result from the normalrules applicable in relations between personsgoverned by private law”.The sort of issues which the European court
said would be relevant to that analysis werematters such as the power to make byelawsand the power to regulate access to theservice – in the case of water companies, byimposing hose pipe bans and cutting off thewater supply.How this test is to be applied within the
specific context of the Fish Legal case hasbeen referred back to the UK Upper Tribunal.The precise implications for UK law have,therefore, yet to be resolved. Though theremust be a risk of a conclusion that some of thepowers exercised by the water companies fallwithin the European Court’s definition ofpublic administrative functions.Moreover, given the parallels between the
privatised water industry and ports, the finaldetermination of the Fish Legal case could alsohave important implications for ports.Applying the principles laid down by the
European court in Fish Legal, it is arguable thata range of activities carried out by port andharbour authorities constitute the exercise ofpublic functions.Under section 33 of the Harbours Docks and
Pier Clauses Act 1847, in return for payment ofharbour dues, port authorities are required toallow public access to the harbour or port.Their functions, including those of navigationand dredging, are intended to regulate thataccess. They too have the power to makeapplications to the Secretary of State toexpropriate land and they also control theoperation of ports through byelaws.
For the existence of the harbour authorities,the government would almost certainly haveto intervene and regulate the activities ofports. Theirs is also a regulatory frameworkwhich individuals have no alternative but tosubmit to in order to access ports.Furthermore, if there is a risk of some of the
activities of ports being deemed to be publicfunctions, then there is also a risk that thedecisions of a port authority could bechallenged by judicial review.The prospect of decisions by ports
authorities being susceptible to judicialreview challenges introduces a newdimension to the way they are made. If aport authority is exercising public lawfunctions it must concern itself with how, aswell as what, it decides.The prospect of the lawfulness of decisions
being challenged by judicial reviewproceedings also presents the risk of greateruncertainty for the ports themselves andthose with whom they do business. Full-scalejudicial review proceedings can take morethan a year to resolve with all the uncertaintyabout the status of the decision underchallenge in the meantime.These types of proceedings can also be
reputationally sensitive as the judicialspotlight is shone on the decision maker’sinternal processes.On one level ports have nothing to fear
from this possibility if their processes are fairand robust. The fact remains, however, that thepotential for judicial review challenges raisesthe possibility of scrutiny not previouslyexperienced by ports. Ultimately, they wouldbe well advised to consider what theimplications might be for their internalsystems and decision-making processes as thepossibility of this legal development loomsover the horizon.
Eversheds
If a port authority is exercisingpublic law functions it must
concern itself with how, as wellas what, it decides.
Alison Oldfield: Partner at UK firm Eversheds
If
co
12 September/October 2014 | Ports & Harbors
COVER STORYSIPG
the potentials of theYangtze as a route into inland areas,and so Shanghai is positioned to handlemore andmoregoods to and from these areas.Shanghai also serves the vast hinterland in the
Yangtze River Delta and the entire Yangtze River valley.The Yangtze River Delta is home to a cluster of citieswhich are China’s most economically vibrant areas.The Jianghan Plain and Sichuan Basin are areas that
are densely populated and have a developed agricultureand industrial base. These areas have sustainedShanghai’s throughput, providing export cargos.Although it also caters to breakbulk and ro-ro carriers,
the Port of Shanghai is best known for its containerterminals inWaigaoqiao and Yangshan.Tomakethetwoendsmeet, theShanghai International
Port Group (SIPG), the biggest port operator in Shanghai,is hoping to boost its box handling capacities with thefourth phaseproject atYangshan. Nearly eight years afterthe launch of its first phase (in December 2005), SIPG hasseen container throughput at the Yangshan DeepwaterPort growing 1.5% year on year (y/y) to nearly 14.4Mteuin 2013 on a handling capacity of 16Mteu per year.For the first half of 2014, throughput at phase 1
and 2 of Yangshan Deepwater port grew 8.9 % y/y to4Mteu, setting a new half-year record since its launch.Since the 2008 launch of the third phase, Yangshanhas 16 berths along an aggregate 5.6km of shoreline.The fourth phase of construction of the Yangshan
Deepwater Port will probably start at the end of 2014after winning approval from relevant authorities,SIPG said. According to the plan, the fourth phaseat Yangshan will include the construction of two70,000dwt and five 50,000dwt container ship berths,
SizemattersPort of Shanghai prepares itself for furtherthroughput growth, reports Dexter Yan
P ort of Shanghai, the world’s biggest portby container throughput, sees terminalexpansions at the Yangshan Deepwater Port as
a springboard to prepare itself for further throughputgrowth. In tandem, China’s central government is alsolending a hand to the port to improve its internationaltranshipment performance.Since 2010, Port of Shanghai has held onto the
throne as the world’s busiest container port, overtakingSingapore. This is thanks to Yangshan Deepwater Port,which completed its third phase of construction in2008. The port, including Yangshan, is fast approachingfull capacity, and is even poised to exceed this limitas cargo flows are predicted to continue to rise. Morethan 2,000 container ships depart from Shanghai everymonth to major ports worldwide. It is estimated thatcargos handled by Shanghai account for 25% of China’sforeign trade.The port’s position at the mouth of the Yangtze
River has been attracting cargo flows from inland citiesalong the river to boost its water-water transhipmentbusiness. The central government is gearing to tap into
Ports & Harbors | September/October 2014 13
SHANGHAI
Yangshan DeepwaterPort’s fourth phaseshould cater to theexpected increase insmall vesselsaccessing cities alongtheYangtze River
Chinese ports to ship heavy containers in foreign trades.The relaxation on the cabotage rule is widely
expected to help the Port of Shanghai to win backits shares in container transhipment from regionalrivals such as Busan and Kaohsiung. Previous Chineseregulations prevented non-China flagged vessels fromoperating all coastal services, which prompted foreign-flagged container ships to use Busan or Kaohsiung forbox transhipment.Waigaoqiao port and Yangshan Deepwater Port,
both of which are the major container terminalsoperated by SIPG, will be the main beneficiaries ofthe revised policy. Although the Port of Shanghai ismaking an all-out effort to build up its status as aninternational hub by expanding its transhipmentbusiness, the sector missed expectations in recentyears. In 2013, the annual box throughput of bothYangshan and Waigaoqiao rose 3.8% y/y to 33.8M teu,enabling the Port of Shanghai to keep a firm hold on itsstatus as the world’s largest container port. In contrast,international transhipment volumes for Shanghai – atbothWaigaoquao and Yangshan ports – accounted fora single-digit percentage of around 7% to 8% of thetotal throughput, SIPG admitted.SIPGremainscautiousof therelaxationof thecabotage
rule’s significance, as the customs authority and thetransportministry still treat the policy change differently.SIPG wants Chinese customs to relax regulation oninternational transhipments conducted at the port,while customs’ concerns over smuggling means it doesnot want such relaxation. So while customs prefers toregulate cabotage shipping as trans-customs transport,the port seems reluctant to do so.“Surely the new policy will be positive for the box
transhipment business of the Shanghai port,”Yan said.“But the actual impact on Shanghai port remains tobe seen.”
which are estimated to take two years to be completed.Unlike the previous three phases of Yangshan, thefourth phase will mainly be built to serve short sea andriver trades, as SIPG hopes to develop Yangshan as atranshipment hub to be berthed by both small andultra-large container ships.“From SIPG’s perspective, we hope it would be
a completely automatic terminal with the highestpossible efficiency,” said Jun Yan, president of SIPG.However, challenges are anticipated, he said. The
planned fourth phase will be located about 1nm awayfrom the second phase of the Yangshan DeepwaterPort, and will have limited yard and transit capacity, Yanexplained. According to estimates provided by thirdparties, the fourth phase is likely to accommodatemorethan 20 cranes along a shoreline of less than 3km.Besides this additional planned capacity at
Yangshan, the Port of Shanghai is bracing for policychanges in its favour on the cabotage rule, which areestimated to bring increasing box volumes to the portin the future and help it expand its international boxtranshipment business.In June 2014, China’s customs authority rolled out
new policies to help Shanghai bolster its standing as acontainer transhipment hub in East Asia. The customsmove came after the country’s Ministry of Transportdecided to relax its cabotage rule in September 2013.Both moves are part of the government-guidedestablishment of the China (Shanghai) Free TradePilot Zone.According to thenewpolicies, non-Chinaflaggedbox
ships that are owned by companies registered in Chinawill be allowed to use Shanghai as a hub between other
MORE INFO:www.portshanghai.com.cn
The actual impact of China’srelaxed cabotage laws on Shanghaiport remains to be seenJun Yan President, SIPG
Stop the pressShanghai Mingdong Container Terminals Ltd (SMCT) is a 50:50 joint venturebetween SIPG and Hutchison Port that operates the 5th & 6th phases of theWaigaoqiao Container Terminals.SIPG has announced plans to dispose of a 20% stake; the price will be set after
an asset appraisal.
14 September/October 2014 | Ports & Harbors
COVER STORY
Container terminalat Pipavav
APMT
Major portsfight back
India’s state ports struggle to matchprivate competitors, but are backon track, reports Christina Anto
utilise capacity and have better equipment,” he said.“They carry out operations in a state-of-the-art way.They have better efficiency parameters and moreflexible tariff structures.”Major ports are now trying to catch upwith themany
private ports mushrooming around the country andhave announced a slew of projects to boost capacity.In May, after a long delay, India’s largest container
port, JNPT, signed a concession agreement with BharatMumbai Container Terminals Private Limited (BMCT), asubsidiary of Singapore’s PSA International, to developa fourth container terminal with a capacity of 4.8M teu.The agreement is on a design, build, operate, finance,and transfer basis for a period of 30 years. JNPT’s currentcapacity is 4.1M teu.
Ajay Lokhande, chief manager for port
India’s major ports, owned by the Union government,are back on track as the country’s foreign trademovesinto the fast lane. Iron ore and containers had been
the main laggards at major ports, due to muted globaldemand and a ban on iron ore exports, to combat illegalmining, which is gradually being lifted. But exports –especially of iron ore – are now steadily increasing.Imports have also registered healthy growth. Coal
imports are expected to rise drastically to alleviate thehuge coal scarcity facing the state-run National ThermalPower Corporation’s coal-fired projects. And, as the oil-starved country’s crude production declines, hugerefineries increasingly depend on imported crude.Drags on growth at major ports over the last three to
four years, including inadequate infrastructure and rigidtariff rules, have driven some of their traditional cargoto private ports.During the last financial year to March 2014, the 12
major ports handled a total of 555.5M tonnes, up 1.78%from the previous financial year (545.79M tonnes),according to data from the India Ports Association (IPA).However, leading Mumbai-based rating agency
ICRA said private ports grew faster: up 13% from 185Mtonnes to 209M tonnes duringthe first half of the last financialyear to September 2013.Private ports have many
factors in their favour, SurenVakil,managing director of maritimeadvisory firm BMT ConsultantsIndia, told P&H.“They market themselves better,
JNPT
DahejSalaya
Hazira Dhamra
MundraKandla
Pipavav
Vadinar
Chennai
Kolkata
Paradip
Karaikal
Kattupalli
Gangavaram
Krishnapatnam
VO Chidambaranar
Colombo
NewDelhi
INDIA
CHINAPAKISTAN NEPAL
BANGLADESH
SRILANKA
BHUT
Minor ports set the pace
Ports & Harbors | September/October 2014 15
INDIA
planning and development at JNPT, told P&H: “Theestimated project cost is INR7,915 crore [$1.3Bn]. PhaseI of the terminal is likely to be operational by 2017. Onceoperational, the terminal wouldmore than double JNPT’scapacity, and push it above the 10M teu mark by 2020.”VO Chidambaranar Port Trust (formerly Tuticorin
Port) in the south of the country won a mention in therecently unveiled Union budget. The finance ministerreiterated the previous government’s plan to spendINR116.3Bn to develop Phase I of the historic port’souter harbour project.In four stages, the INR234.3Bn project will deliver 17
berths: 10 for container, six for coal, and one each forpetroleum, oil, and lubricants. The port envisages that itstrafficwill total 290M tonneson theproject’s completion.By 2015-16, Chidambaranar Port will increase its
capacity to 85M tonnes, up from 33.34M tonnes today,by commissioning five new berths under a publicprivate partnership (PPP) mode and upgrading itsexisting facilities.Another major port, Paradip Port on the east coast,
is also in expansion mode. Over 10 years, Paradip PortTrust (PPT) will invest INR160Bn in projects to increasethe port’s capacity to 270M tonnes, up from 108.5Mtonnes today.Paradip’s expansion plans include constructing a
western dock with six berths and a total capacity of75M tonnes, mechanising existing berths, buildingan offshore breakwater with an LNG terminal, anddeveloping a multi-purpose clean cargo berth and aniron ore berth.At a press conference in Mumbai in June, Paradip
Chairman Sadhansu Sekhara Mishra said: “Of thetotal investment of $2.7Bn, the port trust plans toraise INR15,100 crore through the PPP route and theremaining amount will be invested by the port.”These are the goodnews stories, butmany of themajor
ports’capacity-building projects have been delayed.Kandla Port Trust (KPT) on the west coast was taken
over in March by the private Mundra Port. But it wasunable to attract bidders for itsmega container terminalproject at Tuna-Tekra. A senior Kandla Port official toldP&H: “The project has been restructured to 2.2M teufrom the earlier 4.2M teu.”The dedicated container terminal project proposed
for Kolkata Port’s Diamond Harbour is being
India’s minor ports – administrated by regional governments or privatecompanies – are presenting tough competition to the government-ownedmajor ports.In fact, their combined cargo volume is set to overtake that of the major
ports in the next couple of years.According to ICRA, major ports’ share of total throughput fell to 55% from
58% in 2012-13. Meanwhile, minor ports accounted for about 45% of totalthroughput in 2013-14, up from 42% in the previous financial year.Private ports in India with better infrastructure, diverse cargo handling, and
better connectivity are quickly racing ahead of the major ones. These portshave been able to attract cargo and offer a better service to users.The growth of India’s minor ports has propelled the rise of the Indian
billionaires Gautam Adani and the Ruia brothers. Adani’s Adani Ports& Special Economic Zone (APSEZ) and the Ruias’ Essar Ports are theleading firms operating India’s most efficient private ports.APSEZ operates Mundra, Dahej, and Dhamra (after
the recent takeover), while Essar Ports operatesVadinar, Hazira, and Salaya. These two companiesalso run several other privatised terminals atmajor ports.India’s important private ports also
restructured after failing to find investors.Similarly, Chennai Port Trust’s plan for a 4M teu mega
container terminal project failed toattractprivatebidders.But the port plans to develop the container terminal
as part of a new outer harbour project (estimated costof more than $1Bn) to include a container terminal plusproject cargo and ro-ro cargo. Port chairman AtulyaMisra said the outer harbour will be connected by railand has received the key environment clearance fromthe government.
lines to do direct calls at Jakarta, so customers inIndonesia can benefit from faster transit times andreduced logistics costs.“This, however, needs to be supported by better
inter-coastal connectivity, so Jakarta can act as amain transhipment port andoffermore competitivecosts to shipping lines.”The Indonesian government also recently
announced new measures to boost investmentsin infrastructure, including increasing foreignownership in ports to 95%, up from 49%, if theinvestments are done through the country’sprivate-public partnership scheme.“With better infrastructure, you will see more
investments,” Sorensen said. “The cycle needs tobe re-ignited and the Indonesian government canfocus on this to drive future trade growth.”Indonesian Trade Minister Mohamad Luthfi said
at a logistics seminar in May that improving thecountry’s infrastructure is one of the government’stoppriorities.Henoted that thecountry sawa16.7%fall in import of capital goods in 1Q14 primarilybecause of transport bottlenecks and a weaker
Indonesia invests in infrastructureTrade growth necessitates better port infrastructurefor Indonesia, writes Lily Bertha Kartika
T he key to Indonesia’s long-term economicsuccess remains in improving its infrastructure.Despite being rich in natural resources,
Indonesia’s economic growth has been hampered byunderdeveloped infrastructure. The country is in direneed ofmore roads, ports, airports, bridges and highways.According to the Indonesian Logistics Association,
Indonesia’s logistics costs take up about 25–30% of itsannual GDP, much higher than neighbouring countriessuch as Malaysia and Singapore.Plans are under way to build a new integrated port
and industrial estate in Surabaya, as well as a newcontainer port in Jakarta to help ease the congestion atTanjung Priok, the country’s main port.The new Kalibaru Port is looking to open the first of its
three new terminals in mid-2015 and will offer a deeperdraft. Maersk Line Indonesia President-Director JakobFriis Sorensen said: “The new port will enable shipping
Ports & Harbors | September/October 2014 17
INDONESIAAP
Photo/TatanSyufl
ana
year will benefit the Indonesian shipping industry andwe must be ready to embrace it,” said Sorensen.To increase its network and coverage in Indonesia,
Maersk Line is taking the lead by becoming the firstand only international shipping line to offer a directservice from Port of Bitung in North Sulawesi to TanjungPelepas in Johor, Malaysia.This will reduce the transit time by an average of five
to seven days to reach major markets like Europe andthe United States.“While the areas around western Indonesia are more
developed, we see opportunities in increasing exportsout of the eastern part of Indonesia,” said Sorensen..We want to support the development of this area
with a direct service to our main transhipment hubport in Tanjung Pelepas, connecting exporters to globalmarkets,”he added.Intra-Asia trade growth remains strong, thanks to
strong economic growth in Asia. Now, intra-regionaltrade accounts for 41% of global containerised oceanfreight, of which intra-Asia container flows represent79%, valued at $2.9Tn. With healthy growth in recentyears, container volumes within the region grew to 26Mteu in 2012 and are projected to keep a robust annualgrowth for the near future.
rupiah. Luthfi said: “Economic growth generated purelyfrom consumption is not sustainable. Indonesia is partof the international community, and as such we haveto comply with international challenges and trade withthe world.”To boost trade, Luthfi said Indonesia needs a logistics
and transportation industry that is competitive in termsof costs and supports trade, rather than act as a barrier.On its part, Maersk Line said it intends to work withlocal shipping lines to provide greater connectivity notonly within Indonesia, but also within the region.“The ASEAN Economic Community which starts next
Dock workersunload containersfrom a ship atTanjung Priok Portin Jakarta,Indonesia.
MORE INFO:www.ali.web.id +www.maerskline.com
With betterinfrastructure, you willsee more investmentsJakob Friis Sorensenpresident-director,Maersk Line Indonesia
Maersk
Line
willents
18 September/October 2014 | Ports & Harbors
FEATUREPo
rtof
Rotterda
m
Unveiled on 3 June at the World Association forWaterborne Transport Infrastructure Congress inSan Francisco, the results of Research on the PassingEffects on Ships (ROPES) confirmed that wash fromships passing through restricted port areas is directlyinfluenced by the shape of the port basin, the size ofthe vessel, the passing distance, and the passing speed.The research also concluded that wash can exert
significant forces not just on moored vessels butalso on mooring lines and fender loads, creatingdangerous conditions.Based on its findings, the research group created a
software program to improve port safety and developedguidelines for planning and designing ports.“People more or less understood what was
happening, but it wasn’t known what the mainparameters surrounding the problem were and whichparameters were more important than others,” saidMarco Pluijm, the ports sector manager for engineeringand construction firm Bechtel and chairman of ROPES.“Our computer model now makes it possible to
ROPES unravels ‘wake’effectLandmark study on wash effects is expected to enhance vessel safetywhile improving port planning, reports JohnGallagher
T he long-awaited results of a three-year projectto study the effects of wake on moored shipscould dramatically reduce harbour accidents
while breaking new ground in port expansion andproject design.
It wasn’t knownwhatthemain parameterswere and which weremore important
Marco PluijmPorts Sector Manager, Bechtel
JohnGallagherIt wasn’t known
themain paramwere and which
Ports & Harbors | September/October 2014 19
ROPES
(Left and aboveright) The tanker TIEurope undergoingmooring line testingat the Port ofRotterdam
PortofRotterdam
a mathematical model designed with ROPES, whichled the port authority to move an embankment 50mlandward to make mooring more stable.At the Port of Amsterdam, additional tugs are
required to help stabilise the effects of wash at oneof the basin areas, raising costs for shipowners. Inaddition, because the channel cannot be widened, anold unloading facility will bemoved to a nearby basin atan investment of more than $130M. “We’re talking bigimpacts, big money,” said Pluijm.He also confirmed that discussions are ongoing with
US ports on “all sorts of issues” related to port planning.American port authorities “saw what we unveiled inSan Francisco and they’re looking to see how they canbenefit”, asserted Pluijm. “They’re all looking to mitigatethe problems caused by wash, and they may look to begetting those solutions from us.”
quantify what’s going on, so every port designer withaccess to it can quantify wash effects and adjust thedesign of port basins and channels,” said Pluijm, whobegan forming the basis for the project in 2010 whenhe was an official at the Port of Amsterdam.Pluijm and his counterparts at other ports, including
Antwerp and Rotterdam, were doing individualresearch on the problem of breaking mooring lines. “Sowe decided to join forces,” Pluijm told P&H. The initialgroup then expanded into a joint industry project of25 participants.Part of the problem has been that, while ships have
become bigger and more powerful, port infrastructurein many places has stayed the same. Some of the issuesthat can result from more powerful ships – such aschanges to the seabed caused by ship scour – can beovercome simply by using heavier materials at berthareas, explained Pluijm.“But wash from passing ships is a highly dynamic
process with more than one party involved, includingship captains, ship pilots, and port authorities,” hesaid. “They all need to understand what is happeningand what each has to do to make sure vessels are notexposed to unsafe situations.”A casualty of one such unsafe situation was the
bulker Yusho Regulus, which broke her moorings as aresult of the wake of a passing ship at Brazil’s port ofSantos in September 2012. The vessel smashed twoship loaders, hit a pier, and was itself damaged. Whilethis accident caused no environmental damage, thereis always the added risk of a bunker fuel leak if a ship’shull is breached.“Vessels that drift out of control from a quay could
hit a tanker or a cruise ship. Ports usually have a wholemix of sizes and types of vessels, so the impact of a shipcoming loose can be massive,”warned Pluijm.ROPES is already proving its value for port authorities.
The design of an entrance channel to the newMaasvlakte extension at the Port of Rotterdam follows
ROPES’model softwareROPES software was developed during the project to predict theeffect that ‘wash loads’generated by passing vessels will have onmoored vessels for arbitrary port and waterway configurations.Special attention was paid to user-friendliness and the requiredcomputational time on a PC.The program aims “to deliver accurate results in a short time
and in a format suitable for further application in mooringanalysis programmes”.The software is restricted for use by the project group for three
years from the conclusion of the project in November 2013, afterwhich it will be commercially available. However, anyone looking tobenefit from the program canmake consulting arrangements withindividual participants.
Programme features include:Multiple types of moored commercial or sailing vesselsArbitrary water depthVessels with arbitrary heading relative to each otherVessel models in database: tanker, container, LNG, inland barge,rectangular bargeVessel models can be adjusted to required dimensions anddisplacementVessel draught, heel, and trim can be adjustedSimple modeller for the port geometry (sloping banks, local waterdepth, etc.)Batch processing of runsRuns on PC (Windows, 64-bit)
20 September/October 2014 | Ports & Harbors
FEATURE
Virginia PortAuthority sawfaster cranemoves followingits IT upgrade
VirginiaPo
rtAu
thority
“All operations are proceeding as planned,” said VPACEO John Reinhart on the day of the rollout. “Our workon this project allowed us to launch twoweeks ahead ofour originally announced schedule. At NIT, we now havethe technology infrastructure in place for a twenty-firstcentury terminal operating system.”Based on current growth in the US Mid-Atlantic
region, VPA is going to need container terminaloperations built for the future.Approximately 1.2M m2 of new warehousing space
andmore than 30 newdistribution centers have recentlybeen built around the state, according to VPA. Over thelast several years, more than 20 major companies haveannounced that they would locate their operationsin Virginia – in part due to the proximity of a majorcontainer port.By 2040, demand for terminal capacity at VPA
is forecast to be 7.2M teu/year. Therefore, existingcapacity of 3.4M/year must more than double to meetpredicted demand.According to VPA, expanding into the full space
available at NIT and the port’s other major containerfacility in Portsmouth will get to roughly 4.6M teu/year. To make up the shortfall, however, growth mustcome from building new terminals or redesigningexisting terminals.With a current capacity of 2.2M teu, NIT is the largest
of VPA’s two container terminals, but it faces severalexpansion challenges. It is bounded by US Navy facilitiesas well as by established residential neighbourhoodsand major transportation corridors, making outward
Smoothing outpeaks and troughs
A software upgrade allows Virginia’s largestcontainer terminal to efficiently handle its uneven
box flow, reports John Gallagher
I t took two years to plan and execute the overhaul ofNorfolk International Terminal’s (NIT) nerve centre,but the results were nearly immediate. A month after
the 20 June launch of NIT’s software systemupgrade, thePort of Virginia’s largest container facility had improvedgantry crane moves by two boxes per hour.“We think we can improve on that, and we might
also be able to turn our vessels faster by knowing wehave the right amount of cranes, shuttle carriers, andpeople on the deck to handle the volume,”Virginia PortAuthority (VPA) spokesman Joe Harris told P&H.Amore detailed picture of the assets at work was the
reason for jettisoning a 25-year-old legacy computeroperating system and replacing it with one thatintegrates all facets of container handling at NIT. This,in turn, allows the port to more accurately plan for theshort and long terms.
Ports & Harbors | September/October 2014 21
PORT SOFTWARE
development of the port unlikely.Upgrading technology will allow NIT to get more
out of its existing operations space, explained Harris.Hence California-based information technologycompany Navis installing Navis’ latest generationterminal operating system, which integrates operatingdata from landside and the berths.“In the past, we had some capability of doing that, but
it was very limited,” Harris said. “Now, we can look at allthe data collectively and understand, for example, howthe truck gate flow is going to affect our rail operationsimmediately, just through manipulating the data. It willallow us to better plan our days, based on the number ofmoves at the berth, and the moves at berth will dictatethe amount of equipment and manpower we’ll need atour rail operations.”One of the biggest headaches for the port has been
its gate system and congestion problems associatedwith queues of port truckers hauling intermodal loads.Separate and apart from N4, VPA began rolling out anew motor-carrier appointment system in May, whichrequires that drivers make an appointment prior toshowing up at the gate.The flexibility of N4 should allow VPA to seamlessly
integrate that new appointment system into Navis’terminal operating system by late August.“We’ll be able to better regulate on an hourly basis
the number of trucks coming in, as opposed tohaving this rush-hour effect at the beginning andend of the day,”Harris explained.This underscores one of the biggest benefits
expected from installing N4: the ability to smoothout peaks and troughs so that the port and itscustomers can more accurately deploy their assets.“This is a growing port, and we have to have
tools in place to manage and sustain that growth,”said Harris. “You can’t have this ‘drinking from a firehose’ mentality, because at some point you’re goingto choke.”
MORE INFO: http://navis.com/ +www.portofvirginia.com
Technologyinfrastructure ... for a21st century terminaloperating systemJohn ReinhartVirginia Port Authority CEO
VirginiaPortAuthority
N4’s efficiency driversNavis contends that container terminals can increase efficiency withfour terminal-operating tools:
N4PrimeRoute– Pools container handling equipment acrosscranes, while combining yard and equipment constraints withoperating business rules to optimise work assignments in real timefor efficient use of equipment, shorter travel distances, fewerunladenmoves, and lower fuel, labor, andmaintenance costs.
N4 Expert Decking– Helps space-constrained terminals increaseutilisation of yard space to handle growth without adding new land.Yard assignments typically are mademanually and are subject tothe limits of human judgment. This can lead to underutilised yardspace, inefficient decking and higher operating costs. ExpertDecking assigns to each container its optimal position in the yardbased on terminal constraints, reducing container re-handling by upto 90%, according to Navis.
N4AutoStow– Combines stowage factors such as type and weightwith yard constraints and operating strategy to select the bestcontainer to load in real time. This results in improved vessel stowplans, up to 70% reduction in planning time, Navis claims, as well ashigher yard productivity and increased responsiveness tooperational challenges.
N4Quay Commander– Provides real-timemonitoring of craneschedules, vessel container moves, vessel activities, and vessel laborassignments enabling dynamic adjustments to predicted load,discharge times, and crane sequences. Vessel planners can attainmore accurate predictions of container move and completion times,increased labour productivity, andmore tightly integratedequipment control.
N4Clients can choose
component parts that workwith existing installed
technology to tailor-makethe ideal package
Optimise containerhandling equipmentutilisation
Optimise yardutilisation
Optimise vesselplanning
Automate cranescheduling andmonitoring
Shutterstock/Hannah
Kidd
22 September/October 2014 | Ports & Harbors
FEATURE
The Singapore PortOperation ControlCentre uses KNI’sC-Scope technology
in the Port of Singapore, improve safety as wellas speed up vessel transiting times.The project is the result of a unique cross-national
collaboration between the Research Council of Norway,which provided all the funding; the Norwegian CoastalAdministration; the Maritime and Port Authorityof Singapore; and technology provider KongsbergNorcontrol IT (KNI),whoseVTS systemC-Scope (the latestgeneration maritime surveillance solution developedby KNI) is installed at the Port of Singapore and will beutilised as part of the trial.This alliance will receive input and guidance from an
overarching advisory board, which includes governmentalmembers fromSingapore,Norway,Malaysia,and Indonesiaand experts from major maritime organisations includingIMO, the International Hydrographic Organisation, theInternational Association of Lighthouse Authorities, theInternational Chamber of Shipping, and the Baltic andInternational Maritime Council.The concept of E-navigationwas developedby IMO to
bring about increased safety and security in commercialshipping by researching new digital methods oforganising data on board ships and on shore, and thebetter data exchange and communication between thetwo. Although most research and development underthe initiative has so far focused on Europe, SESAMEStraits represents an important departure. Steve Guest,KNI’s business and marketing manager, explained: “Thisproject is about making people realise that E-navigationis a global initiative with work going on internationally. Aspecific aim, voiced by the Maritime and Port Authority
Strait talkingThe latest test project under IMO’s pioneeringE-navigation initiative, designed to drastically
improve vessel congestion, safety, and pollutionin the Straits of Malacca and Singapore could
have major implications for the global maritimecommunity, writes Stephen Cousins
Aground-breaking $3.72M digital navigationpilot project to improve the safety andefficiency of vessel movements on the Straits
of Malacca and Singapore was officially launched inApril and will run for the next three years.The SESAME Straits project (Secure, Efficient, and
Safe maritime traffic Management in the Straits ofMalacca and Singapore), is an important test-bedfor IMO’s E-navigation strategy, with its objectivebeing to develop and trial a next-generation shiptraffic management system (STMS) along thisstrategically important route. It is hoped the newtechnology on trial will radically reduce the numberof ships forced to weigh anchor due to congestion
Ports & Harbors | September/October 2014 23
PORT INFRASTRUCTURE
critical to enabling the IMO’s E-navigation concept.“The plan is to detect vessels when they are still
several days away from Singapore using satellite-basedAIS. When we have enough data we will run a modelon C-Scope that will enable us to consistently predictthe different volumes and densities of traffic goingthrough the straits at different times,” said Guest. “Themodel will run on VTS workstations on land and we willcommunicate suggested routes to bridge teams so thateveryone concerned has a shared situational awareness.We hope to use VDES technology to communicate withvessels, although a fair amount of research has to go intothis before anything is implemented.”The model will identify areas and times where vessel
movements are less than optimal, provide ships withadvice on speed and direction alterations, then runthe model again and hopefully show that congestionhas been reduced. The project represents an attemptto revolutionise traditional VTS systems that currentlyonly provide information, organisation, and assistanceservices locally.SESAME Straits will rely on a shared situation
awareness and co-operative decision making betweenships’bridge teams and shore personnel to achieve just-in-time arrivals and minimised vessel traffic hot spots.In practical terms this is expected to deliver a range ifbenefits, such as reduced ship bunkers, efficient trafficflow through narrow and restricted waterways, reducednavigation risk, reduced fuel consumption, reducedcarbon dioxide emissions, and better utilisation of portresources such as anchorages, berths, and pilots.“One target is that calling vessels don’t have to go
to anchor, as they do at present, sometimes for severaldays, they simply arrive and are taken alongside,” saidGuest. “We will also reduce congestion to improve thesituation for vessels transiting, although the NorwegianCoastal Administration must still develop targetsaround this aspect.”John Murray, director of marine at ICS, added: “The
Strait is one of the busiest waterways in the world andour members have for many years been keen to seeimprovements such as those that SESAME Straits has thepotential to provide. We look forward to participatingwith the project team as it seeks to further improvenavigational safety and protection of the environment.”Apart from C-Scope, KNI will leverage other
technologies from within the Kongsberg group ofcompaniesduringthetrials,includingtheship’sintegratedbridge system, ship-to-shore data communications, andsatellite-based sensors and services. The project teamexpects live trials to start in 2016.“Above all, this project is the result of a unique
alliance involving Norway, Singapore, and Malaysia,which is expected to lead to the development of othertest beds for E-navigation technologies going forward,”concluded Guest.
of Singapore, is to find ways to utilise data exchange tobest effect in this geographical region.”SESAME Straits will build upon the earlier four-year
IMO Marine Electronic Highway demonstration project,launched in 2006 to develop new methods to linkshore-based marine information and communicationinfrastructure with the corresponding navigationaland communication facilities aboard transiting ships. Itwill also include lessons learned during the Europeanproject MONA LISA Motorways of the Sea, which ranfrom 2010-13, which developed prototypes for routeexchange from ship-to-ship and ship-to-shore, togetherwith optimisation based on inputs such as under-keelclearance and traffic density.
MORE INFO:www.kongsberg.com/en/kds/kncit
E-navigation is a globalinitiative with work goingon internationallySteve Guest: KNI business and marketing manager
Theproject is still in its early stages, but a key objectiveis to create a new digital communication infrastructurefor exchanging information between ship and shore.This will harness the possibilities of the VHF digitalexchange system (VDES) over terrestrial, and potentiallysatellite, links and employ the E-navigation S-100framework for data exchange, which is considered
Environmental issues related to terminal constructionand operationsLand shortage due to environmental or urban
constraintsThe increasing tendency to use new transhipment
operational technologies and equipment with aresulting higher level and intensity of maintenanceDevelopment of information technologyNew trends in the use of door-to-door logistics and
intermodal transportIncreased need for container terminal security, such
as ISPS Code compliance.Steele added:“It’s hoped itwill be of use to developing
countries and that the report will prove to be of benefitto engineers, operators, terminal management and portauthorities alike. The working group’s composition drewfrom a wide range of experience and was balancedbetween consultants, port engineers with operationalexperience, academics and information technologypractitioners from a range of countries.”He concludedwith awordof caution:“Detailed design
and implementation of container terminal facilities andinfrastructure is significantly more complex than statedin this report. It’s highly recommended that experiencedengineering professionals should undertake such work.”Generally speaking planned preventive
maintenance of terminal equipment is taken forgranted, the report states, adding: “This is generallynot the case for the maintenance of the containerterminal infrastructure itself”.
R eport n° 135–2014 was produced by aninternational working group (WG 135) convenedby the Maritime Navigation Commission
(MarCom), chaired by George Steele and set up in 2009.“A number of earlier publications have addressed
similar issues of general port planning in the past,”Steele said, “the 1978 UNCTAD ‘Guidelines for PortDevelopment’, for example, andmore recently the 2001IAPH ‘Guidelines for Port Planning and Design’. Thesereports, however, did not fully address the specificissues related to the detailed design of containerterminals – and with the advancement of containerhandling equipment, it was considered appropriate toprovide an up-to-date report.”As per its title, the report concentrates specifically on
small and medium size container terminals handlingbetween 250,00teu and 750,000teu annually and“attempts to introduce current best practices andrecommendations for ports and terminal operatorssetting up and developing new, modern containerhandling facilities”, including:Latest design criteria for quay construction
infrastructure and container yard pavements, whichP&Hwill feature in this articleCurrent terminal layout planningAdaptability of terminals to service larger container
vesselsDifficulties faced in changing operational
technology to facilitate growing traffic levels andimprove performance
PortofTilbury
Tilbury containeroperations
Designing small andmedium container terminals
The latest report from PIANC, theWorld Association forWaterborneTransport Infrastructure, is a comprehensive study of the design principles
ports should bear in mind when building new terminals.
Ports & Harbors | September/October 2014 25
PORT INFRASTRUCTURE
concrete block; asphalt; concrete slab (either cast in-situor precast slabs); and roller-compacted concrete.“Depending on the operational system of the
terminal and the drainage properties of the ground,gravel beds – with or without ground beams – canalso be considered for container stack areas,” the reportnotes, adding that many terminals are designed withconcrete ground beams or pads to support containercorners, so that areas between them can be surfacedwith a light-duty pavement or gravel.Turning to terminal equipment, the report states that
RTG runways may be designed as pavement, but morecommonly take the form of separate concrete beams.And while RMG rails may be supported on a concretebeam or sleepers, “the latter may require the track to belifted and/or realigned periodically to restore line andlevel. The use of 16-wheel RTGs can obviate the need forreinforced concrete beams,” says the report.Design life will be dependent on the design loads as
well as the maintenance frequency of the pavement,the report states: “Design of all heavy-duty pavements,including concrete block, should consider the rules andrecommendations of ‘Interpave – The Structural DesignofHeavy-Duty Pavements for Ports andOther Industries’,Edition 4, December 2007. Relevant information can befound on www.paving.org.uk”.The serviceability level of pavement is defined by the
operator and is impacted by the level of maintenancethat will be performed over its life, the report states.“Assuming the number and severity of load cycles can
be calculated, the pavement design can be defined fromthe outset,” it adds, offering the following conclusions:Temporary pavements can be employed which have
a lower installation cost, but will require heavymaintenance. The ultimate choice of a short- versuslong-term solution must not only include allowancesfor changes in area use, but also an estimate of the totalcost of the pavement over the total life of the facilityThough gates which only handle highway traffic
experience lighter loads over their life, the number ofload cycles in these areas will be significantly higher asall highway traffic must pass through them. Likewise,aisles and frequently travelled routes will generallyrequire a more durable pavement than parking areasThe use of rigid pavements under stacked containers
is cautioned as the concentrated loads can result infracture of the pavement rather than just deformation.Flexible pavements with indentations caused bycontainer corner castings can be repaired withoutreplacement. Typical container stack and corner castingloads can be found in ‘Interpave – Design Manual 2007’.Most pavement design models incorporate soil
condition, environment, design loads andpavement life/serviceability, the report concludes. “Of these, the firsttwo are site dependent with in-situ mitigationmeasuresthe only means to change these parameters”.
The quay structure, with the exception of fendersand such furniture as bollards, ladders, etc, will often beassumed to perform throughout its design life with littleor no maintenance – it’s often a case of ‘out of sight, outof mind’. But to ensure infrastructure achieves its designlife, “it is essential that inspection and maintenance iscarried out on a pre-determined regular basis”.In the case of quays, pavements and buildings,
maintenance work is usually carried out during thenormal working week, the report continues. It’s likelythat most of this work will be carried out by outsidecontractors although it’s generally more cost-effectiveto have a dedicated in-house team retained for minoror emergency repairs.“The engineer and/or facilities manager who will be
responsible for maintenance of all container terminalinfrastructure will have to consider preventativemaintenance strategies,” the report adds, “as well ashaving to react to emergencies and replacement offacility elements. Records of previous maintenancework carried out, including the frequency and natureof the work together with the commensurate level ofexpenditure, will be helpful”.In keeping with the principles of ‘Life Cycle
Management’, the report explains, “it will be importantto give consideration to the optimisation of designsto ensure that future maintenance costs are kept to aminimum. It is recommended that‘Wholeof LifeCosting’is considered as an effective tool to evaluate importantalternatives formajor elements of the infrastructure thatwill not only affect the capital cost of the project butcan also help to reduce future maintenance costs”.Container yard pavements are subjected to high
loading due to container stacking as well as high wheelloads from heavy container handling equipment, thereport points out.Pavement design considerations noted in the report
include subsoil conditions, allowable settlements,operational constraints, local material availability andnational rules and regulations – “the latter sometimespredetermines only special types of pavement.”Commonpavement typesnoted in the report include:
MORE INFO:www.pianc.org
The report will benefitengineers, operators,terminal managementand authoritiesGeorge SteeleWG135 chairman
George
Steele
26 September/October 2014 | Ports & Harbors
FEATUREScottBerm
an
the Port of Charleston, and the Greer facility addsanother dimension to that by piggybacking onto along-standing Charleston-Atlanta train service – anovernight servicewith daily trains arriving, and the dryport is a strategic mechanism to add on to the endof the overnight train that runs between the cities.For example, the train from Charleston pulls into thedry port, leaves containers and continues to Atlanta.The process is reversed with the train from Atlantadepositing empty containers and picking up exportcontainers for Charleston and the world.Around the world, various entities internationally
have established inland ports in greatly diversecontexts, settings and logistical landscapes. Thefacilities include the Lat Krabang Inland containerTerminal in Bangkok; Port of Madrid’s Coslada;Tanzania’s Isaka; Skaraborg in Falköping, east ofGothenburg in central Sweden; aswell as CenterPointIntermodal Center in Joliet, Illinois; one in SanAntonio, Texas; the Virginia Inland Port; and an inlandport nowbeing constructed in Prichard,West Virginia.There is some disagreement about what exactly
constitutes a dry port, according to writings in recentyears by experts such as Jean-Paul RodrigueofHofstraUniversity in the United States, Theo Notteboom ofthe University of Antwerp, and Violeta Roso, a seniorlecturer at Chalmers University in Sweden. Yet, asRoso has pointed out, dry ports are intermodal withdirect rail connectivity to their seaports.There are many impeti driving such developments.
A key driver of the Lat Krabang facility, for example,was intense regional congestion, according toRodrigue and Notteboom, while at the West Virginiafacility now being built, it is creating jobs in a regionhard hit by the economic downturn, as well as
Inland economic impactThe new $50Mmillion South Carolina Inland Portis a trailblazer in providing dry port infrastructure.
Scott Berman visited the facility for P&H
T he new South Carolina Inland Port (SCIP) at Greeris a modern-day intermodal container terminalgoing about its business with a key difference:
at SCIP they roll containers, not float them, in and out.The facility sits on a 19-hectare rectangular concrete
slab abutted along a long side by a Norfolk Southernrail line and a rail spur. A chassis pool sits beside a highblock of empty containers that, in turn, is next to a lineof loaded containers in stacks of varying heights. Emptyhandlers move quickly back and forth among the stacksas trucks pull in for loading from rail cars by rubber-tyredgantry (RTG) cranes.A redefined near-port, a second spoke, relay
facility, satellite terminal, a hectic logistics park,another sign of ports’ hinterland development – thedry port could be considered as another containerterminal – except that boxes are rolled, instead offloated, in and out.SCIP is a sign of assertive change in the region:
officials are eyeing a 50-foot (15.2 metres) deepeningproject and the Port of Charleston is constructing a newcontainer terminal to boost throughput by 50%, pointsout Jack Ellenberg, senior vice-president, economicdevelopment and projects for the South Carolina PortsAuthority (SCSPA), which owns and operates SCIP, a$51M facility mostly funded by SCSPA, with NorfolkSouthern providing $7.5M.Rail already accounts for about 20% of the traffic at
UREScottBerm
an
the Port of Charleston, and the Greer facility addsanother dimension to that by piggybacking onto along-standing Charleston-Atlanta train service – anovernight servicewith daily trains arriving, and the dryport is a strategic mechanism to add on to the endof the overnight train that runs between the cities.For example, the train from Charleston pulls into thedry port, leaves containers and continues to Atlanta.The process is reversed with the train from Atlantadepositing empty containers and picking up exportntai f Charl to d th rld.
new $50Mmillion South Carolina Inland Portrailblazer in providing dry port infrastructure.
Scott Berman visited the facility for P&H
he new South Carolina Inland Port (SCIP) at Greeris a modern-day intermodal container terminalgoing about its business with a key difference:
at SCIP th oll ntai t fl t th in nd ut
Ports & Harbors | September/October 2014 27
GREER INLAND PORT
A port with nowater… containersarrive and leaveon wheels
The port canhandle 40,000
containers a year
SCSPA
customers – including John Deere, which reportedlyhas come aboard – shipping goods out of Charleston,an aspect that speaks to the dry port’s convenience fortruck traffic. Trucking to Greer instead of Charleston cutshours from a round-trip, an important factor given legallimits on truck drivers’hours on the road. Local access atGreer is relatively easy, and the turn-time averages about15 minutes. The dry port is also open for containers 24hours a day, seven days a week, spreading out roadcongestion and giving customers more flexibility. It’s allpart of a growing distribution centre on area land: thereare air cargo facilities used by FedEx and UPS at nearbyGreenville-Spartanburg International Airport, Amazonhas a facility, and other developments are being eyed.In a scenario shared by other dry port proponents,
officials see a synergistic situation in which the Greerfacility is a strategic fit extending the capabilities, reachand markets of the port. The Port of Charleston remainsthe hub, of course, with the Greer facility as one of itsterminals. In another sense, SCSPA officials see Greer asa logistics bull’s eye 212 miles (341km) northwest fromCharleston – to a location 500miles (804km) frommorethan 90M consumers.Port officials are clearly enthusiastic about the strategy
and potential of the facility and its role regionally. Andthose 90M consumers are reached from an area thatEllenberg points out is itself a fast-growing region of theUnitedStates, andanexport leaderwithamanufacturingand cargo base already in position. As Ellenberg adds,“We’re touching pretty much everyone.”
efficient and more speedy transport for manufacturersin the eastern United States getting their goods toWestCoast consumers.Proponents of dry ports point out that while trucks
are faster, the facilities are competitive with largevolumes. Indeed, the Greer facility is predicated onenough volumes and potential customers to competefor shorter haul, which is not traditional for dry ports. Dryport supporters see other advantages, such as reducingnot only the numbers of trucks on roadways, but alsothe resulting wear and tear on such infrastructure, andthe carbon footprint of such transport.Dry ports can also boost ports’ profiles and reach via
their hinterland and bring jobs to new areas. At Greer,which opened in November 2013, a number of factorscame together to make the dry port happen. Thosefactors include a proactive port authority, a supportivestate and local government, important stakeholderssuch as Norfolk Southern, andmost of all: the presence ofBMW, which announced this year a $1Bn local expansionto its alreadyenormous local presence. Its plantproducedroughly 300,000 vehicles in 2013 and with the expansionexpects to churn out 450,000 annually.The automaker, the biggest customer of the dry port,
also has a warehouse just yards away from the port,which moves 40 to 50 import and export containersfor BMW daily and may soon grow to 70 – the dry portcan handle 150 containers in total each day. BMW’scontainers for export hold semi-knocked down kits forassembly in markets including China, India and Russia.Domestically, SCIP has also targeted regional
$51M facility, including $43.5M from SCSPA, and $7.5M from Norfolk Southern.Broke ground in March 2013; opened the following November despite losing about 100 daysto rain during construction, which included covering 19ha of land under a concrete slab.Handles 40,000 containers annually, with expansion to 100,000 possible.Features two working tracks, each 2,600ft (792m) long and three storage tracks of thesame length.
WhileTrieste is planning to expand into its harbourarea by extending existing terminals (see sidebar),the special status of Venice under Italian law hasled its port authority to propose a revolutionaryoffshore solution.The proposed offshore platform, which will take
an estimated 10 to 15 years to build, will be locatedabout 8nm from the lagoon, where the naturaldepth is at least 20m. The structure will be protectedby a 4.2km breakwater. The offshore concept is acompromise reached by Venice Port Authority tobalance the protection of the city’s fragile lagoonwith the sustainable economic development of itsport activities.Since 2000, cargo vessels to and from the industrial
port of Marghera have used a dredged channelskirting the southern edge of the lagoon, well awayfrom the city itself. This channel enters the lagoon atthe Malamocco inlet and the offshore platform will be
Adriatic aims highThe dynamic East European cargo market has prompted two Italian ports
to invest heavily in capacity-expanding projects, writes JemNewton
T he expansion of container and ro-ro capacity atTrieste and Venice ports is a key element in thestrategy of theNorthAdriatic Ports Association to
wrest back some of the east-west cargo trade currentlyhandled at northern range ports. By right, much of thattraffic should use Mediterranean ports, which are up to2,000nm (3,704km) closer to Asian markets.North Adriatic ports hope to change the current
economies-of-scale dynamic that favours the biggernorthern ports by offering them a multiport strategyto serve the growing markets of Eastern and CentralEurope. “With calls at Trieste and Koper in the easternAdriatic and Ravenna and Venice in the west, you cancover a market that goes from Rome to Hungary andthe Balkans down to Montenegro,” Paolo Costa, thepresident of Venice Port Authority, told P&H. “The northAdriatic is accessible to a huge market that you cannotserve with a single ship call, so we are offering a multi-port gateway.”
Trucks leave thero-ro terminal at theport of Trieste, Italy
PortAu
thority
ofTrieste
Venice
PortAu
thority
Ports & Harbors | September/October 2014 29
VENICE/TRIESTE
built in the open sea adjacent to this entrance.As well as an unloading terminal for oil tankers, the
platform will support an offshore container terminalable to accommodate up to three of the largestcontainer ships currently operating.Instead of a conventional stacking yard, containers
will be transferred directly cross-dock onto floating‘boxes’ containing up to 380teu that will be conveyedto land on the loading platforms of custom-built semi-submersible shuttle carriers, dubbed ‘mama vessels’.Oil tankers will dock at an adjacent unloading
platform, from where oil would be pumped to themainland storage facility through a 27km steel pipeline,meeting the legal requirement for oil tankers not toenter Venice’s lagoon.Finally, the port authority has recently completed the
construction of one of theMed’s biggest ro-ro terminalsat Fusina, just south of Marghera, able to accommodatefour ro-ro or ro-pax vessels simultaneously. The terminalis another element of Venice’s strategy to divert largervessels away from their traditional route through thecentre of the historic city.
We are offeringamultiportgatewayPaolo CostaVenice port boss
VenicePortAuthority
MORE INFO:www.portsofnapa.com
The sea’s the limitTrieste was the premier port for the Austro-Hungarian Empire at itspeak in the late 19th century and, while it cannot currentlymatchthe northern range ports for capacity, it is still an important energyport for Central Europe and can play an important role as analternative to congested northern ports.Granted a unique free port status by post-war treaty, the port
has a natural draught of up to 18m and proximity to excellent raillinks with the emergingmarkets of East Europe. Trieste is still vitalto Central European economies, hosting the SIOT terminal thatchannels all of Austria’s oil imports and supplies the Czech Republicand southern Germany with much of their energy imports.But despite Trieste’s potential as a value-adding processing centre,
room for inland expansion is restricted. Some space is beingmadeavailable in the old port, where Austro-Hungarian-era warehousesandwharves are being refurbished.“We could have small-scaleprocessing there, but there is notmuch space for activities like a carterminal or heavy industry. For this reason the port authority hasrecently bought an area of about 3ha [30,000m2] inland [in theProsecco district] as a dry port facility,”Dr FrancescaTrampus, theauthority’s director of port estatemanagement, told P&H.But changes on amacro-European level in the next decade could
revive interest from investors and cargo operators, and bring amajor seaward expansion in Trieste’s cargo capacity. The EU hasidentified Trieste as a major Adriatic gateway port that will connectits proposed trans-European cargo routes – called TEN-T corridors– with the main sea lanes passing through the Mediterranean.Maersk is already a core client of Trieste’s largest container
facility, the Marine Terminal, which handled 460,000teu in 2013.However, the Danish box ship operator and other lines are keen toexpand operations at Trieste, not least because of the anticipatedsurge in Central and Eastern European cargo when the two corridorsare completed in the next decade.TheMarineTerminal must build seawards to expand its capacity.
“Our capacity today is almost 700,000 teu, so we have an expansionpotential of about 40%,”MarineTerminal spokesmanMarco Zolliatold P&H. The terminal’s currentmaximum capacity is about 1.2Mteu.“As well as amajor length extension to the terminal, wewouldlike to have a small width extension to allow for a berth on thenorthern side of the terminal for feeder traffic,”said Zollia.South of theMarineTerminal the port has plans for amajor
multipurpose logistics terminal on a large site now occupied bygeneral cargo and timber terminals and a partly decommissionedmetals terminal owned by Servola Spa. Trieste Port Authority hadapproved themoney and the tender for phase 1 of this logisticsplatform, which at its greatest extent will total 247,000m2, of whichabout 140,000m2will need to be built out into the sea.“Whichever bidder secures the tender will win because it offers
the best solution, but a multipurpose terminal is highly probablesince the site is suitable for containers, ro-ro, and general cargo,”said Trampus, adding that the second phase of the project would beto repurpose the old metals terminal.Trieste is next to Italy’s border with Slovenia so the environmental
impacts and approvals process has been protracted, as any seawardexpansionmust also be endorsed by the Slovenian authorities.
Artist’s impressionshowing the cross-dock containeroperation
30 September/October 2014 | Ports & Harbors
FEATURE
beyond simple micro-forecasting with enterprise-scalepredictive analytics to a more fundamental macro-forecasting within world-scale predictive analyticswould create a clear view of customers’demand.Being able to more accurately sense and respond
to customers’ demand is the most effective way toimprove port management, cargo handling, customersatisfaction, and profitability. The main issue here ishow ready is the port to deploy demand sensingwithin the framework of port logistics and supply chainmanagement. That means delivering the right cargoesto the right customer at the right time at the right cost.Demand sensing would help ready ports to satisfy
customer demand while optimising warehousing andinventories cognisance of certain dependent variables.Deploying demand sensing in ports and supply chainmanagement would not only determine daily demandfor port facilities, location, and customer segment butalso predict critical situations so minimising expeditingand logistics costs.Ports are an important link in global supply chain
management so urgent efficiency improvement arecrucial given the ‘derived demand’ inclination of portsand maritime industry in international trade. Forwardthinking ports are embracing demand sensing to meet
Demand sensing is a forecasting method that helps eliminate uncertaintyin the logistics and supply chain, writes Dr Fortune U Laurence
T he growing complexity in ports and maritimetrade driven by ongoing world maritimeeconomic reform has exerted much pressure on
the sector to minimise costs while increasing efficiencyand customer satisfaction in return.Demand sensing is the surest way to guarantee
efficiency improvement, lowercosts,andboostcustomersatisfaction in port logistics, maritime administration,and supply chain management in an increasinglychallenging global business environment. Uncertainty isan enemy of business; therefore, uncertainty of demandin international shipping can impact negatively on portlogistics efficiency with resultant low customer servicelevel if demand for port services is not monitored andbalanced with supply. The ability of ports to foreseechanges in demand for facilities sooner can boost portefficiency by prediction and reduction of costs.The essence of demand sensing in port logistics is to
improve deployment and utilisation of port facilities andlogistics plans. To achieve these objectives, there hasto be an analysis of internal and downstream demandsignals such as shipping patterns. In this perspective,tapping into insights by improved collaboration withpartners through embedded analytics and collaborationtools would improve consensus forecast. A move
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Predictingthe supply chain
Ports & Harbors | September/October 2014 31
DEMAND SENSING
customers’ demand uncertainty while minimising costsand reducing strain on port infrastructural capacity intoday’s volatile world maritime trade.Globalisation, competition, faster production
development, increasingly flexible manufacturingsystems, and an unprecedented number and variety ofproducts are competing in world markets today. Quickresponse programmes, just-in-time inventory systems,management resource planning, and the like are nolonger sufficient to meet the growing uncertainty ofcustomers’ demand without deploying innovativedemand sensing strategy.Today, international trade is based on low transport
costs. The difference in production costs betweencountry of origin and destination is a function of portlogistics given that reduced costs achieved at anefficient port of origin could be negated by high costsincurred at an inefficient port of destination. A lot ofmaritime transport costs result from missing resourcesin most countries’ port of destination. It is no longeran understatement that cargo flows are induced bycheaper production costs in the country of origin thanin the country of destination.Demand sensing based on demand-driven
forecasting has the capability to create an accurateprediction of demand. That accuracy can help portsmanage the effects of market volatility and gain thebenefits of demand-driven port operations, moreefficient port operations, increased level of services, anda range of financial benefits.The principles of demand sensing cut across the
ports and maritime industry and, to a larger extent, theentire supply chain spectrum. Ports that deploy demandsensing in their logistics planning, embedded in globalsupply chains tend to benefit from reduced constraintson port infrastructural capacity.The infusion of demand sensing in port management
processes impacts port logistics key performanceindicators (KPI), namely;Sensing and reacting to upswings in port demand
with a view to capturing marginal revenue andincrease in profit margins by avoiding costly portlogistics and supply chain inefficiencies resulting fromdemand uncertainty;Improving customer services through efficient port
logistics matched to actual customers’demand;Stabilising port logistics to meet customer’s
uncertain demand;Reducing port logistics costs by avoiding unnecessary
transhipment and unplanned shipments; andReducingwarehouse costs with lower inventory costs
in port logistics.I work with TTPM International Consultants, which
has designed the first ever comprehensive port demandsensing deployment, operations, and managementprogramme to enable ports all over the world meetthe challenges of demand uncertainty and increasinglogistics costs in ports andmaritime trade.
MORE INFO: The next course will be heldin London from 3-21 November 2014. Goto www.ttpminternational.co.uk or email:[email protected]
What the delegates say…Delegates who attended the course noted the following:“Attending the Demand Sensing Application in Port Logistics programmebroadenedmy knowledge of how to improve port logistics efficiency while reducingcosts in meeting port users’demand uncertainty. It certainly improvedmyconsultancy services to our client ports in India.”Principal consultant, Sutra Consulting Pvt. Ltd, India.
“Demand Sensing Application in Port logistics has opened a new chapter in oureffort in my port on how to improve efficiency and our response to customers’demand in our port. [It] is knowledge worth acquiring in a competitiveenvironment. It surely will be very useful to my port.”Deputy director for Traffic Operations, the Gambia
“Participating in Demand Sensing Application Program in Port Logistics is verybeneficial to Panama Canal operations. The the reason why I chose to attend theprogramme is because the Panama Canal needs strategic knowledge of how tomeet customers’demand uncertainty while minimising costs in ports.”Executive vice-president for Planning & Business Development, Panama
“Transnet National Ports South Africa will benefit immensely from attending theDemand Sensing Application in Port Logistics Program organised byTTPMInternational Consultants especially in our transit-transport and transhipment logisticsto the landlocked countries of Zimbabwe, Lesotho, Malawi, Botswana, and so on.”Transnet National Ports
Ports that are deploying and operating demandsensing strategy are experiencing minimal constraintsin meeting customers’ demand uncertainty. The mainobjectives of the programme are:1. to introduce programme participants to demandsensing as an innovative management strategy inport logistics and enable them to become highlyskilled in demand sensing to achieve efficiency andcosts reduction;2. to assist programme participants in acquiringmodern techniques to demand forecasting andplanning to overcome errors entailed in traditionalforecasting; and3. to enable programme participants to acquiremonitoring and evaluation skills required to measureport logistics efficiency performance.The fundamental aspect of the demand sensing
programme is the case study where participantspractise the deployment, operations, andmanagementof demand sensing aided with technological softwarethat simulates customers’ demand uncertainty withoutcomes of meeting demand uncertainty and cuttingport logistics costs.
32 September/October 2014 | Ports & Harbors
MARITIME UPDATE
WPCI launches LNG website
LNG carrier Coral Energy at Rotterdam’s Gate Terminal
WPCI’s LNG Fuelled VesselsWorking Group has launched thewebsite www.lngbunkering.org toencourage the wider adoption ofLNG as a shipping fuel. The siteprovides a detailed overview ofLNG as ship fuel and illustrates thetechnical requirements for ships,bunkering infrastructure, vesselsunder development, as well as thebusiness case for choosing LNG.“Representatives from some of
the world’s largest and mostprogressive ports developed thissite for the benefit of all interestedindustry parties, including portauthorities, fuel suppliers andshipping companies,” said IAPHpresident Grant Gilfillan, CEO /director Port Authority of NewSouthWales, Australia.IAPH’s LNG working group has
developed harmonised LNGbunker checklists for variousbunkering scenarios: ship-to-ship,shore-to-ship and truck-to-ship,reflecting the extra requirementsof ports considering LNGbunkering operations in or neartheir port environment.
framework to be established withport authorities and bunkeringorganisations before anycommercial operation islaunched, the conditions to bestrictly observed duringbunkering operations,management of emergencysituations and the training of staffinvolved in bunkering operations.Meanwhile, leading European
ports are ramping up their LNGbunkering options. Rotterdam’sbunkering operations for LNGbarges have been extended toseagoing vessels from Julyonwards. At the same time,Gasunie and Royal Vopakannounced that the GateTerminal, the LNG facility theyhave built jointly on Rotterdam’sMaasvlakte, will add an additionalharbour basin for small-scaledistribution of LNG via bunkeringvessels and barges.Likewise, Rotterdam’s nearby
rival Antwerp has also announcedplans to create an LNG bargebunkering station. The port ofAntwerp already had a LNGbunker-truck operation but thecreation of a dedicated loadingstation will make LNG availableon demand. The Swedish port ofGothenburg is also offering adiscount on port tariffs for LNG-fuelled ships. The new tariff willcome into effect in 2015 and isaimed at encouraging thetake-up of LNG fuel by the port’sshipping users.
Aeroview
Notable numbersdelivery date of the‘world’s first’LNGbunkering vesselordered 202016
estimated number ofcranes in the fourthphase of YangshanDeepwater Port
ICS wants better emission controlsThe International Chamber of Shipping (ICS) has called for a harmonised approach to PortState Control inspections in European ports in advance of next January’s deadline for theimplementation of the 0.1% sulphur Emission Control Areas (ECAs), established inaccordance with MARPOL AnnexVI.ICS has underlined the shipping industry’s commitment to full compliance with the
IMO’s sulphur ECA requirements from January 2015, but is concerned that informationcollected by its member national shipowners’associations indicates that manygovernments are not yet prepared to implement the requirements in a uniformmanner toensure the prevention of market distortions.ICS secretary general Peter Hinchliffe said:“The shipping industry is investing billions of
dollars in order to ensure compliance with this major regulatory change, and the hugecosts involved could have a profound impact on the future structure of the entire shippingindustry.We therefore think it is vital that governments get the details of any PSCintervention right as we enter a newworld in which fuel costs for many ships will increaseovernight by 50% or more.”
Harmonised bunker checklistsreduce the potential for confusioncaused by having to comply withdifferent rules and regulations atdifferent ports.TheWorking Group consists of
three sub-Working Groups:NG Bunkering Checklistand AccreditationLNG Bunkering Risk Perimeters
LNG AwarenessParallel to this, leading class
society Bureau Veritas (BV) haspublished a comprehensive set ofguidelines on LNG bunkering tohelp speed up the adoption ofLNG. BV’s Guidance on LNGBunkering NI 618 providesrecommendations on LNGbunkering, outlining the
Ports & Harbors | September/October 2014 33
MARITIME UPDATE
DNV GL announces new LNG RP in QatarClassification society DNV GL hasemphasised the centrality of Qatarto the global LNG industry with itsnew recommended practice (RP)on LNG bunkering in the MiddleEast and South Asia, which hascoincided with the unveiling ofQatar’s strategy to supply LNG asa marine fuel in the GulfCooperation Council countries.Shahrin Osman, DNV GL
regional manager, MaritimeAdvisory, Middle East and India,said: “Qatar’s entry as a provider ofLNG for the marine industry willbe a game changer given that it isthe largest single exporter of LNGglobally. Concurrently launchingthe RP will ensure bunkeringoperations are predictable, safeand compatible in Qatar, acrossthe Middle East and the rest ofthe world.”The development of
international standards haslagged behind the market. Thefirst step addressing the gap waspublication of the ISO
Committee’s draft guideline onLNG Bunkering in June 2013. DNVGL said that on the basis of theISO principles it had prepared anRP for LNG Bunkering in order to“establish the guidelines andrecommendations required toprotect people and the
environment during thedevelopment and operation ofLNG bunker facilities”.The number of LNG-fuelled
vessels around the world eitheroperating or confirmed newbuildsrecently passed the 100 mark.Theshipping industry’s attitude to
LNG as a marine fuel is changingfast, in no small part due todevelopments in the Middle Eastand increasingly stringentenvironmental regulation.Kuwait’s United Arab ShippingCompany awaits delivery in 2014and 2015 of 17 vessels of18,000teu and 14,000teu capacityfrom Korean yards, capable ofbeing retrofitted with LNG fueltanks. Qatar and Dubai are bothracing to become the first playerin the region to construct an LNG-fuelled harbour tug.Qatar Petroleum is building the
first such vessel for Ras LaffanPort. In May, Dubai alsoannounced plans to construct aharbour LNG tugboat throughDrydocks World Dubai, in astrategic alliance with Finnishengine manufacturer, Wartsila.
Machinery and LNG fuel tank layout of the Trialty tanker… the class societyDNV GL has launched its recommended practice on LNG bunkering in theMiddle East and South Asia
DNV
the increase y/yin numbers ofsea-robbery andpiracy incidents in1H14
the EU subsidyawarded topromote LNG usein shipping€40M 16%
In a bid to enhance thecompetitiveness of the Togoleseeconomy, SEGUCE Togo (theSociété d’Exploitation du GuichetUnique pour le CommerceExtérieur au Togo) launched thepilot phase for a single window forforeign trade in Togo on 30 June.This structural reform aims to alsohelp the country benefit from itsstrategic geographical location.The first stage of the project is
being rolled out for maritimeimports and will be extended to
all import functionality, export,transhipment and transit forfreight traffic. In 2015, the singlewindow will be extended to landborders and Lomé airport.“This innovative solution meets
the requirements of tradefacilitation. It reduces the timeand costs of commercialtransactions and related logisticaloperations, simplifies proceduresfor import, export and transit, andimproves transparency in relationsbetween the business community
and the authorities,” said OlivierLederer, CEO of SEGUCE Togo.In the pilot phase, the single
window will manage thedifferent stages of maritimeimport, from the announcementof the ship arrival to the releaseof the goods, including:Prediction of callShips manifestVessel arrivalDischargeDelivery orderCustoms declaration
Issue of invoicesPayment of FeesDFUTransporter identificationRelease note and release of
goodsThis first step will be followed by
extension to all importfunctionality, export, transhipmentand transit for freight traffic, and in2015, the single windowwill beextended to land borders andLomé airport, said Soget and BV ina joint statement.
Togo pilots single window for foreign trade
34 September/October 2014 | Ports & Harbors
MARITIME UPDATE
“There would be a responsibility on port states to manage the situation...”
Following on from the Ebola-hitson Guinea, Liberia, Nigeria andSierra Leone, the Ivory Coastblocked access to ships arrivingfrom countries affected by Ebolafor two days last month.Abidjan Port Authorities issued
an official circular to all ownersand agents advising that from 12August vessels arriving from oneof the contaminated countrieswould not be allowed to call atthe Port of Abidjan, but the blockwas lifted on 14 August.Meanwhile, according to a
Chinese news source, a vessel fromSierra Leone was put in quarantinein Sao Vicente, Cape Verde.The International Chamber of
Shipping (ICS) has provided aprotocol for commercial ships
encountering boatloads ofmigrants from parts of Africaaffected by the Ebola virus.Depending on the area,
preventive measures might differ,however, “in places like Liberia,which have recently identified anational emergency, our advice[to the ship] would be not to getinvolved as you would be puttingthe crew at risk in a confinedplace”, ICS told IHS Maritime.“There would be a responsibility
on port states to manage thesituation, so it would be more fornational navies and resources.Should the crew identify suchvessels they should contact thenavy in the area to seek adviceand get them airlifted if necessary,”said ICS.
International ship suppliers suchas Hutton’s Group also assist byhighlighting a range of medicalprotective equipment available foruse in pandemic situations andadvising ship operators on whatmeasures to take to prioritise thehealth of their crew.“We have noticed a greater
awareness about illness controland prevention on board vesselssince the outbreak. Protectivemeasures are very necessary.Vessels calling at a country affectedshould have strict protocols inplace before arrival on how theyintend to protect themselves,” JohnMacDonald, general manager ofHutton’s Medical, told P&H.Marine insurers have also
advised clients to ensure their
crews take every precautionagainst the ebola virus and thatthey should be made fully awareof the risks the virus poses.Richard Stevens, claims
executive at Standard Club, toldP&H that it continued to monitorthe outbreak of Ebola inWestAfrica and was aware that theWorld Health Organization (WHO)had reported a further increase ofcases in the region. “The club isguided by the views andrecommendations issued by theWorld Health Organization and ournetwork of local correspondents.We would advise all our memberswho trade inWest Africa to be wellaware of the current guidanceissued byWHO,”Stevens added.The club noted that although
WHO had not recommended anytrade or travel restrictions toGuinea, Sierra Leone or Liberia (asof 27 July) it was “clearly of utmostimportance for members tomonitor the health and wellbeingof their crews and take allnecessary precautions to preventinfection”. With this in mind,Stevens said it was “prudent” toadvise crews to remain aboardvessels while in port in thosecountries to reduce the risk ofcoming into contact withindividuals carrying the virus.
Shutterstock
Hamburg Süd gets connectedSeven Hamburg Süd-charteredcontainer ships that regularly callat the US west coast ports of LongBeach, Los Angeles, PortHueneme and Oakland, California,were equipped with L-3 SAMElectronics SAMCon high-voltageonshore power connection
facilities, said SAM Eletronics in apress release. This equipment willenable the vessels to meetCalifornia’s clean air regulations.The SAMCon system installed
on the Hamburg Süd vesselsconsists of a 40-foot containerincorporating a range of electrical
components that can accept upto 3.5 MVA transferrable power at6,600 volts, together with amedium-voltage switchboard anda water-cooled step-downtransformer, said SAM ELetronics.Each system also includes controland monitoring facilities and an
IEC 80005-1-compliant interfacebetween ship and shore.
the length ofthe Suez Canal’sextra ‘lane’
of claims costsresult fromoperationalincidents within aport or terminal
68%72km
Ports respond toEbola threat
Ports & Harbors | September/October 2014 35
MARITIME UPDATE
years: 2M’svessel-sharingagreement
cost of Singapore’sdigital navigationpilot project$3.72M 10
Inshore patrol vessels and aircraftare difficult to provide to vesselsat anchor, considering the largesums of money required for thistype of security. Yet the level ofrobberies on board vessels atanchor in places such as Indonesiaand Bangladesh remainproblematic.While the economic impact of
these attacks is virtuallyinsignificant with robbers tendingto loot the valuables, the potential
for serious violence against thecrew or kidnapping people to beheld for ransom is always lurkingin the background.Data from the International
Maritime Bureau show there were65 attempts to rob a vessel atanchor or while in a berth up toJune 2014. Only two of theseattacks occurred during daylight.Of the 65 attempts, 26 wereabandoned due to the crews’alertness. These figures provide
AnchorageNetInspection of weapons that pirates may use
EUNAVFO
R
Open-ocean attacks could be a‘game-changer’ in Gulf of Guineapiracy, according to a recentDryad Maritime report.In the early hours of 9 August, a
product tanker transitingimmediately beyond Nigeria’sterritorial waters was heavily firedupon by up to three smallervessels. The pirates thenattempted unsuccessfully toboard the vessel.
Dryad Maritime COO Ian Millenwarned that the attack couldsignal a change in pirates’ tactics.“It is feasible that an intelligence-
led operation was mountedagainst this vessel,”he said.“It would be easy to
characterise this event as justanother statistic in the story ofGulf of Guinea maritime crime,but to do so would be missingone very significant point: the
open-ocean nature. Theattempted boarding of a vessel atnight and this far out in open seasis a tactic more usually associatedwith highly motivated Somalipirates – and only then on a smallnumber of occasions.”Dryad Maritime, which has
issued an advisory to shipoperators transiting the area, saidthe incident could herald achange in pirate capability that
important insights because on asmall number of the occasionsthat the robbers did succeed instealing ships’ stores they alsothreatened the crew with knives.“These figures show that the
point at which vessels at anchorare most vulnerable is during thenight. While preventing storesand engine room parts beingstolen is not necessarily a highpriority, the protection of thecrew from the threat of violenceis an obligation on all masters,”said security expert Dr DaveSloggett. Creating a secure WiFinetwork that enables informationand imagery collected fromcameras on vessels to be sharedin real-time between vessels inan anchorage could be a cheaperviable solution in protectingcrew, he argues. “It would alsoshare the picture it generateswith the port and harbourauthorities,” Sloggett told P&H.He dubs the network
AnchorageNet, and each vesselwould be a node in the networkwhile they were either in theanchorage or berthed alongside.
Pirates attack in open ocean
“That would enable their positionat anchorage or in port to beexchanged with other vessels. Thesituation of all the vessels wouldthen be displayed on a computerscreen with information on recentrobberies (such as the time theyoccurred) in the area provided toall crews,”he added.A decision support system run
on each vessel would then workout the best way to use anyon-board camera systems toprovide the widest possiblecoverage of the anchorage andharbour as is possible. The aimwould be to use past knowledgeof typical approach routes thatmight be used by pirates androbbers and ensure they werecovered day and night using infra-red cameras. The duty watchofficer on each vessel in thenetwork would be able to switchbetween the various cameras toprovide an alert to all vessels inthe anchorage or harbour of apossible suspicious approach.Once a threat was detected ageneral alert to all crews tomuster would be sounded.
would be difficult for regionalforces to handle.“This could be a real game-
changer for this specific type ofcrime if repeated, one thatwould match the strategicshock earlier in the year whenthe tanker MT Kerala wassnatched from an anchorage offAngola,” said Millen.While there have been similar
attacks on vessels off the NigerDelta up to 160nm out, these havelargely been crew kidnap incidents.Further details of the attack are
yet to be analysed.
36 September/October 2014 | Ports & Harbors
IAPH INFO
29thWorld Ports conference
Next year the Port of Hamburgwill be the venue for the premierevent of the port community.Under the banner theme of “Cityof Hamburg – Calling at thesmartPORT” some1,000 guestsfrom all over the world willgather in Hamburg to debate theimportance of sustainability inthe maritime industry. On theexample of the Port of Hamburgthe HPA will demonstrate howintelligent port managementhelps to strike a balance betweenthe needs of business and theenvironment. For moreinformation about theconference and how to register,please go to www.iaph2015.org.If you secure your place at theconference now, you will benefitfrom the early bird offer.
Hamburg’s dinner evening at the previous conference in Los Angeles
HPA
During the five-day conferenceof the IAPH (InternationalAssociation of Ports and Harbors)in Hamburg internationalrepresentatives from business,politics and science will addressthe challenges confronting usall in times of globalisation andclimate change and discussalternative actions to ensuresustainable economic growthwith as little impact on theenvironment as possible. Thebiennial conference will beheld at the Congress CenterHamburg (CCH).Apart from sharing knowledge
and experiences during theconference days, the event also isabout networking. An exhibitorand trade show area as well as adiverse supporting programme
will provide delegates withexcellent networkingopportunities. A range ofsponsorship packages areavailable for companies topresent their products andservices, maximise brandawareness and build contacts. Inthe evening conferenceattendees can look forward tovisits and gala events atHamburg’s city hall, the Chamberof Commerce or theFischauktionshalle [fish auctionhall] as well as sightseeing toursin the Port of Hamburg.At the IAPH conference in Los
Angeles (LA) last year, theHamburg Port Authorityintroduced itself as an attractivefuture host: the HPA’s ManagingDirector, Jens Meier, gave the
Hosted by Hamburg Port Authority (HPA), the IAPH Hamburg 201529thWorld Ports conference will take place at the Congress CenterHamburg (CCH) from 1-5 June 2015.
international audience from themaritime industry a first idea ofthe concept called smartPORTHamburg. Initial concretemeasures of the concept havealready been put in place. Ontop, the HPA claimed theaudience’s attention with its TVformat “Hafen TV”. The clips aboutthe Port of Hamburg wereawarded with the IAPH PortCommunications Award 2013which a delighted Jens Meieraccepted at the conference inLos Angeles. The “HamburgNight” in LA gave a taste of whatguests can expect in 2015: theHPA staged a gala dinneraccompanied by live music anddancing under the wings of theawe-inspiring space shuttleEndeavour which provided for astunning backdrop. Jens Meier,Managing Director of theHamburg Port Authority: “We aredelighted to host the next IAPHWorld Ports Conference inHamburg and make the Port ofHamburg “the window to theworld” for businesses. At thesame time the exchange withother port representatives is aperfect opportunity forparticipants to think outside thebox and learn from each other.”You can find more detailed
information about the 29th IAPHWorld Ports Conference at www.iaph2015.org. The website alsofeatures all “Hafen TV” video clipsaired so far as well as a new TVformat called “smartPORT TV” thatupdates viewers on what’shappening at smartPORTHamburg on a fortnightly basis.For more details, contact:Britta Watterodt, IAPH 2015, [email protected], www.iaph2015.org
Ports & Harbors | September/October 2014 37
IAPH INFO
Women’s forum
We have talked a great deal about theimportance of having more women enterour industry, but this is not a token gesture.In an industry such as ours, progress relies onfresh thinking and innovation by ensuring adiverse workforce where people can offernew perspectives. This is why women are sovaluable. They may bring the same skills astheir male colleagues, but also bringdifferent range of life experience that meansthey can often offer alternative analysis andproblem-solving techniques to bear onissues that the industry may have beenfacing for many years.An example where I have seen this in
action is in our Health and Safety area. In anindustry with so many inherent dangers,such as working with heavy machinery,dealing with hazardous cargo, working withhigh-voltage cabling, the dangers of workingin and around water, etc, the need forvigilance is ever present. Yet all too often,preventative initiatives in health and safetycentre focus almost entirely on process andcompliance, forever making and amendingrules and increasing training so that peopleunderstand and follow the rules.
Sheri Suckling, health and safety advisorat Ports of Auckland, decided to look at
safety from a different perspective. Whilepondering why so many staff were strainingmuscles and tearing ligaments despitetraining, it occurred to her that training andrules would never be enough if people didnot have the core fitness needed for the job.Linking this insight to her own knowledgeof exercise programmes, Port Fit began totake shape.Using a collaborative approach Sheri
drew in other areas of the business andexternally helped to put together anexercise programme designed and run byfully qualified fitness instructors. It seeks to
improve core fitness by targeting strength,agility, and aerobic capacity. In particular itteaches the right way to lift, turn andstretch, and provides exercises tostrengthen the shoulder, back, abdominal,arm, and leg muscles.Classes are paid for by the Port, which has
also equipped a room. Timed to coincidewith stevedoring shift changes, with earlymorning, afternoon, and evening timeslotsavailable, attendance is initially expected forone hour a day, five times a week for 12weeks. Thereafter, they move to amaintenance cycle where attendance dropsto three times a week, sufficient to sustainthe level of fitness attained.Sounds gruelling? Those attending say it
has been fun. Set to music and theatmosphere is fun and the camaraderie thathas developed has brought together peoplewho might never have mixed before. Alsothe group set up means that people support(and compete with) each other, so it doesnot feel like work.So far, more than 50 staff members, male
and female, have participated in theprogramme with some amazing results. Somehave lost weight, all have increased theirpersonal bests and of course, overall healthand strength has increased to level where it isclear there are benefits to individuals and thecompany in reduced injuries. It is all becausesomeone started to think about the problemfrom a different perspective.
Diane Edwards looks at thenew perspective women canbring to long-lived problems
How Port Fit came to be
As a result of the elections held in two regions of Africa/Europe andAsia/Oceania to fill vacancies on the IAPH Executive Committee (Exco),the following IAPH members were elected as new Exco members byIAPH Board of Directors on 8 July.Africa/Europe region – Richard Anamoo, director general, Ghana Ports
and Harbours Authority, Ghana, has 25 years of extensive experience inthe inception, management, control, and implementation of various portdevelopment projects in Ghanaian ports including the fishing harbours.Asia/Oceania region – Jun-Kwon Park, director general, Ports and
Harbors Bureau, Ministry of Oceans and Fisheries, Korea, formerlywith Masan Regional Maritime Affairs & Port Administration, theMinistry of Maritime Affairs & Fisheries, UN ESCAP, and Korea Maritime& Port Administration.Congratulations to the newly elected Exco members!
Executive committee members
Richard Anamoo Jun-Kwon Park
MinistryofOceansa
ndFisheries,Ko
rea
Ghana
Portsa
ndHarbo
ursA
utho
rity
Portso
fAuckland
Thinking laterally - Sheri Suckling
38 September/October 2014 | Ports & Harbors
IAPH INFO
Regular membersGIE HAROPA (Harbours of Le Havre, Rouen and Paris)
Address: 34 Boulevard de Boisguilbert 76022 Rouen Cedex–BP4075, FRANCE
Telephone: +33 1 40 58 29 05 (France-Paris)E-mail: [email protected]: http://www.haropaports.comRepresentative: Antoine Berbain, group chief executive officer
Port of PalmBeachAddress: One East 11th Street Suite 600 Riviera Beach,
FL33404, U.S.A.Telephone: +1-561-842-4201Fax: +1-561-842-4240E-mail: [email protected]: http://www.portofpalmbeach.comRepresentative: Manuel Almira, executive director
Website: http://www.dewberry.comRepresentative: Donald E Stone, Jr, CEONature of Business Activities: Architecture, engineering consultant.
ARKTechnology ehfAddress: Austurstraeti 17 101 Reykjavik, ICELANDTelephone: +354-519-3800E-mail: [email protected]: http://www.arktech.netRepresentative: Dr Jon Agust Thorsteinsson, CEONature of Business Activities: A research company founded in 2013in Reykjavik, Iceland, that uses advanced technologies to study the
environmental impact of vessels sailing to and from ports in theNordic region.
GERMANYTelephone: +49-208-6591-950Fax: +49-208-6591-980E-mail: [email protected]: http://www.inplan.deRepresentative: Mohamad Itani, CEONature of Business Activities: Software manufacturer for port
management, terminal operations, and maritime traffics.
Membership notesThe IAPH Secretariat is pleased to announce the following newmembers of the Association:
On 10 July 2014, PresidentGilfillan appointed Capt KSubramaniam – assistantgeneral manager (regulatoryand operations) at Port KlangAuthority, Malaysia – as the newchair of IAPH’s Port Safety andSecurity Committee. Sinceformer chairman Shane Hobdayleft the position in early 2013,Capt Subramaniam, who hasbeen vice chairman sinceFebruary 2011, has served asvice chairman and actingchairman for the committeemeetings at Los Angeles in2013 and Sydney in 2014.
Hail, farewell at IAPH EuropeDutch national Evert Wijdeveldwho has worked in the maritimefield in the Netherlands hassucceeded Fer van de Laar,who has stepped down asmanaging director, IAPH Europeas of 1 July 2014.For the past 24 years, Wijdeveld
has been the policy advisor forsafety and environment at theport and industries’ associationDeltalinqs, advising members onlabour safety, external safety,environmental affairs, transport ofdangerous goods (in bulk andcontainers), negotiations withlocal, regional and nationalgovernment on all of those topics,and co-ordination with collegeassociations and theConfederation of Netherlands
Industry and Employers (knownas VNO-NCW).However, van de Laar will stay
on as administrator of theEnvironmental Ship Index (ESI)programme of the World Ports
Climate Initiative (WPCI) for thetime being; his official farewellwill be at the 29th IAPHWorldPort Conference in Hamburg inJune 2015.Since 2006, van de Laar has
represented IAPH at numerousmeetings and conferences of IMO,ILO, ECOSOC, UNEP, UNCTAD, andWCO and numerous otherorganisations with whom IAPHenjoys a friendly tie ofco-operation, such as PIANC,ICHCA, INTERTANKO, ICS, OCIMF,ISO, etc, contributing topromoting IAPH in the worldmaritime community.As he took up the reins, new
MDWijdeveld commented: “I amsure I will enjoy working for andwith our IAPH members!”
Evert JWijdeveld
EvertW
ijdeveld
New chairof IAPHcommittee
Ports & Harbors | September/October 2014 39
IAPH INFO
October1-3: TRANSTEC 2014, St. Petersburg, Russia
http://transtec.transtec-neva.com
6-24: Strategic Port Pricing & Commercial Billings
Management, London, UK
www.ttpminternational.co.uk
7-10: Asia PORTS, Jakarta, Indonesia
www.asia-ports.com
8-10: The 34thWISTA International AGM & Conference,
Limassol, Cyprus
www.wistacyprus2014.com
13-17 Safety Management in the Port, Singapore
https://www.psa-institute.com
13-24: Port Environment Policy & Technology,
Antwerp, Belgium
www.portofantwerp.com/apec
Starts from Fundamentals of Maritime Trade & Transport
(distance learning)
www.ibc-academy.com
14-16: TOC Americas, Cartagena, Colombia
http://tocevents-americas.com
15-17: 2014 GreenPort Congress, Barcelona, Spain
www.greenport.com/congress
14-17: SIBCON 2014, Singapore
www.sibconsingapore.com
16-17: The PortExecutives Seminar, Naples, Italy
www.porteconomics.eu/portexecutive.html
Starts from Fundamentals of Container Terminal Operation and
Management (distance learning)
www.ibc-academy.com
23-24: 12th Intermodal Africa South 2014, Durban, South Africa
www.transportevents.com
27-07 Port Management and Operations Course, Singapore
https://www.psa-institute.com
Dates for your diaryA selection of forthcoming maritimecourses and conferences
Visitors to IAPH head officeIAPH member port from Spain,Autoridad Portuaria de Bahia deAlgeciras (Port of Algeciras) visitedthe IAPH Head Office on 20 June.
After making a presentation onthe port, they talked about theirfirst promotional activitiesplanned in Tokyo.
ObituaryIAPH Honorary Member and thefirst IAPH Europe OfficeRepresentative Alex J Smith passedaway on 13 June in Findochty,Scotland, at the age of 87. He hadreportedly been ill for over a year.When Smith was executive
secretary of the British PortsAssociation, he became the firstIAPH liaison officer with theInternational MaritimeOrganization(IMO) in 1974 and the first IAPHEuropean representative in 1981.During those years, IAPH was
growing rapidly and needed tolobby international organisationslocated in Europe including IMO topromote its cause and protectinterests of world ports.
2014 20162015
21:
13:
November:
(L to R) Hiro Nagai of IAPH Secretariat; NicolásMartínez, Head ofDevelopment Division, Port of Algeciras; Secretary General Naruse; GerardoLandaluce, Development & Commercial Director, Port of Algeciras; MizukoUchida, Spanish Embassy inTokyo; and Hisayoshi Tokui of IAPH Secretariat
IAPH
Alex J Smith at the 16th Conferencein 1989 hosted by Port of Miami
PortofMiami
Entry to five IAPH awards is still open. All have submission dates of 31December 2014 and are open to paid-upmembers of the Association.There are two individual awards – the Akiyama and the Hamburg
Open – and three organisational ones – port communications, portenvironment, and information technology. While more than oneemployee of a member organisation may enter, only one entry perperson is allowed.Please note: For a list of eligible countries, and a full list of the rules/
guidelines for drafting and submitting a successful entry – please go towww.iaphworldports.org/awards2015.aspx
IAPH Awards 2015
Until being succeeded by Petervan der Kluit in 1999, Smithrepresented IAPH at numerousmeetings of IMO and otherrelevant UN agencies. For allcontributions he made to theassociation, he was named IAPHHonorary Member at the 18th IAPHConference in Sydney in 1993.
MORE INFO:www.iaphworldports.org/awards2015.aspx
40 September/October 2014 | Ports & Harbors
LASTWORD
preservation of biodiversityto harmonise the port’s growth within the
city and within its neighbouring territoryto implant port development within the
scheme of global industrial innovation,especially in the field of energyto place Marseilles Fos on the world scene
as a decisive partner to transoceanicmaritime solutions as well as a powerfulregional actor in the intra-Med and intra-Europeanmaritime future.The programme is vast but simple:
multimodal and logistic infrastructures,improved and congestion-freecontainer facilities, land availabilityfor new developments, industrialplatforms providing collective energyresources or mutually shared functionalsolutions, improved passengerand cruise facilities, technical andcommercial support, expert training.Yet success depends only on the ability
to join forces.We are therefore advocatingfor the creation of a MedPort forumwhereWest Med, North Africa, Central and EastMed ports can meet and share combinedsolutions, exchange examples of bestpractice, create a joint environment toboost trade flows andmake ports thebest place for economic growth.We are ready to meet those challenges.
Marseilles Fos is on the move and we inviteyou to come and see for yourself. &PH
Marseilleson the move…
As long as Marseilles has existed – and that’snowmore than 26 centuries – its destiny hasevolved around and been driven by its port.Its history is built around the
Mediterranean trade and flows. However,globalisation, multimodalism andcontainerisation are now paving theway towards a new future for MarseillesFos, and drawing a new era in itsdevelopment, in an enlarged environment.Its new challenge is called Europe.Geography has granted Marseilles Fos
a unique gift, combining exceptionalmaritime accessibility with naturally deep-drafted terminals, and a privileged positionwhere Mediterranean countries meetEurope’s hinterland, where South meetsNorth, where Africa, the Americas and Asiameet Europe at the same crossroads.The synergies of our two complementary
sites – Marseilles and Fos – give ourclients the best andmost flexible optionsto handle massive and dedicatedflows, as they can shelter the smallestwarehouse to the most developedindustrial complex, all within a dynamicand professional environment whereshipping experts are eager to meet you.This privileged situation imposes on
us essential obligations to fulfill:to organise economic and industrial
growth within a framework aimed atenvironmental sustainability and
The newly-elected CEO of one of the biggest ports in France,Christine CabauWoehrel, highlights Marseilles Fos’plans forcooperation with Europe and beyond