World Cargo News

Transcription

World Cargo News

Section 1
7/11/05
10:15 AM
Page 1
WorldCargo
news
OCTOBER 2005
ZPMC RTG changes
ZPMC is planning several changes
to its standard RTG, of which it
now produces more than one a
day. Its current base design features
a chain drive powering wheels on
diagonally opposite sides of the
structure. The wheels are driven
by a vertically-mounted 45kw
motor connected with a spiral
bevel gear and helical cylindrical
gear reducer to a chain transmission. The reducer has an adjustment setting to cope with chain
stretch and ZPMC has fitted
wheel brakes in some instances to
avoid the problem of the chain
snapping in an emergency stop.
ZPMC has now come up with
a direct drive system, with the
gearbox attached directly to a
drive shaft, and plans to fit this as
standard soon. It is also upgrading
its standard rope reeving and antisway arrangement from a 4-rope
One of ZPMC’s RTG enhancements is a direct drive system
system with mechanical anti-sway
to an 8-rope reeving where the
ropes are reeved off a single drum
in four inverse triangles to fixed
mountings on the headblock. A
hydraulic fine positioning system
is fitted between the spreader and
the headblock.
For some time now ZPMC has
offered a hydraulic jacking system
that lifts the whole machine off the
ground so the wheels can be turned
through 90 deg without wear on
the tyres and the drive system. MHI
retrofitted a similar system to RTGs
in Hong Kong several years ago and
other manufacturers have also fitted jacks in the past, but moved
away from them as hydraulic systems have increasingly been replaced with electrical controls.
ZPMC, however, has fitted its jacking system to over 450 RTGs and
plans to incorporate it as a standard
feature in future.
Other ZPMC developments
related to RTGs include super capacitors to reduce the power requirement from the diesel engine,
a tyre pressure monitoring system
and a telescoping stacking guide.
The latter consists of folding arms
that lower a beam below the bottom corner castings of a lifted container. The beam has two fixed
guides that position the container
correctly end-on-end and two telescopic guides to bring the load
into position laterally. MHI and
Mitsui have also produced stacking guide systems.
Early axe for Glebe Island
In a decision that has shocked the
shipping and automotive industries,
the New South Wales government
will close Sydney’s Glebe Island car
terminal in late 2008 and relocate
the city’s entire vehicle and ro-ro
trades to Port Kembla.
The Glebe Island move will
follow the eviction of commercial
shipping from Darling Harbour by
September 30 next year and will
leave Sydney Harbour (Port
Jackson) with little more than
cruise/ferry calls and liquid bulk activities. The Darling Harbour closure was already forcing the transfer of remaining container and
breakbulk services to Port Kembla
and the consolidation of wheeled
traffic at Glebe Island, where existing leases are due to run until 2012
(2017 with options).
Patrick/P&O Ports’Australian
Amalgamated Terminals (AAT)
facility at Port Kembla, incorporating the port’s original multipurpose berth and an extension
completed this year, will be
opened by next September and a
third multi-purpose berth, already
under construction, is due for
completion in 2007.The government says this will provide enough
space for larger car carriers and
stage one of a pre-delivery area.
A fourth new general cargo
and bulk berth will now be constructed, for completion in 2008
at the same time as an extension
of the auto pre-delivery area.
NSW premier Morris Iemma
said the new A$140 mill facility
would enable Port Kembla to handle more than 240,000 motor vehicles a year and take 300 trucks
off the streets of inner Sydney.The
The closure of the Glebe Island car terminal has been brought forward to 2008
new facilities will have a capacity
to hold 14,000 vehicles at one time
compared to Glebe Island’s 5000.
Industry, however, says the decision is illogical, expensive and inefficient. Glebe Island has been de-
scribed by P&O Ports as the most
efficient car terminal in Australia
thanks to its 24/7 operation and
the easy access to major roads for
delivery to the Sydney metropolitan market (see article on page 22).
More than 25 years experience
with worldwide service
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Semitrailer integrated units for 20’– 45’
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E-mail: [email protected]
Internet: www.hammarmaskin.se
Bidding war for
P&O Ports?
A bidding war for P&O Ports is
on the cards after it was announced in London that a “tentative approach” had been made
by Dubai Ports World (DP World).
This is the name for the newlycombined DPA, DPI and former
CSXWT operations run by Mohammed Sharaf, former CEO of
DPI Terminals. Shares in P&O
Steam Navigation Company rose
by 39 per cent to £4.2975 on the
news - enough to value the company at £3.12 bill (US$5.5 bill).
Including joint venture interests, P&O Ports handled 13.8 mill
containers last year, with Asian and
Indian terminals accounting for
half of this. Taking into account
the forecast 12.5 mill TEU to be
handled by former CSXWT operations, other DP World concessions and home port operations
in Dubai, the addition of P&O
Ports would rocket DP World
above APM Terminals and much
closer to PSA Inter national
(Temasek), with Hutchison Port
Holdings (HPH) still at the top.
Both Temasek and Maersk/
APMT have been suggested as rival bidders, although not HPH as
it would run into strong opposition on competition grounds. But
a bid from Temasek would also
meet strong opposition as it would
turn Antwerp into a PSA monopoly. Of all the “names in the
frame” DP World is the most complementary with P&O Ports, with
hardly any overlap in coverage.
It was already speculated that
the takeover of P&O Nedlloyd
by Maersk would leave P&O
Ports “vulnerable” to a bid as traffic would shift from its own operations to those run by APMT.
Competitive bidding would push
up the asking price, but with the
IMF forecasting an increase of 7.4
per cent in global trade this year
and a further 7.6 per cent in 2006,
P&O Ports’ portfolio in Asia and
India in particular, along with its
new concessions in north Europe,
must be an attractive proposition.
DP World is a commercial entity, as the regulatory and administration functions of DPA have
been transferred to the new Dubai
Ports and Jebel Ali Free Zone
Authority, headed up by Jamal
Majid Bin Thaniah.
DP World is being advised by
Deutsche Bank on a possible bid.
Banks in Dubai are awash with
money and DP World is controlled by the emirate’s ruling family.
New combi-wagon
The Sideloader Specialist
Hammar Maskin AB
WWW.STEELBRO.COM
Choose from 20, 25, 30, 33 or 36 tonnes
lifting capacity.
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and territories.
French wagon builder Arbel Fauvet
Rail (AFR) has demonstrated for
the first time the prototype of its
new combi-wagon designed to cater, inter alia, for standard, non-liftable trailers.As previously reported,
standard road trailers are driven
onto and secured to a liftable frame
that forms part of the wagon floor
after the lift has been completed.
This is similar in principle to
the Hungarian basket wagon solution developed several years ago.
Only recently this was turned
down by the Dutch Rail Freight
Users’ Platform as a solution for
mass transfer of non-lifting trailers from road to the Betuwe Link.
Nevertheless French UIRR
company Novatrans is AFR’s partner in the project and took part
in the demonstration at the Delta
3 terminal in Dourges.The wagon
can also cater for piggyback trailers as well as swap bodies and containers and can be integrated into
any intermodal train consist. Homologation tests are due to commence next April. Assuming the
wagon obtains RFF certification,
an initial series of eight will be
built for Novatrans.
Another possible user of the
wagon could be Euro Cargo Rail,
the new vehicle for EWS International, the international arm of the
UK’s biggest rail freight operator,
which has finally obtained an operating licence from RFF.
After French group Connex,
which has already begun an operation between Eastern France
and Germany carrying bulk lime
products, EWS will become the
second “newcomer” to compete
on the French network against
SNCF Fret.
Euro Cargo Rail will focus on
point-to-point services between
industrial centres in the north of
France, such as Calais, Dunkirk
and Tourcoing.An initial order for
four multi-currentVossloh G1206
locos is slated for delivery at the
end of this year and there are options on more locos.
IN THIS ISSUE
NEWS
Ram launches FlexiLift
KCI in Ukraine port deal
Move for Teesport
PN battle joined
CIMC profit dives
2
5
11
20
21
AUSTRALIA REVIEW
Breakbulk squeeze in Oz 22
Sydney landside moves 24
Waterfront productivity up 25
PORT DEVELOPMENT
Highway H2O
Mexican ports ramp up
Hurricanes getting worse?
LaGrange on Katrina
26
27
29
30
CARGO HANDLING
Record year for RTGs
Yard crane automation
Crane brake safety
Harbour mobile update
New tyres launched
Erect crane moves survey
32
36
38
39
41
43
CONTAINER INDUSTRY
Seal standard gets closer 46
New seals unveiled
48
Dry bulk liner growth
49
Section 1
7/11/05
10:18 AM
Page 2
WorldCargo
news
CARGO HANDLING NEWS
Ram launches FlexiLift
Ram Spreaders has introduced a
new headblock design, FlexiLift,
for handling 40ft or 45ft containers side-by-side with twin spreaders.According to Ram, during trials in China, FlexiLift achieved 60
40ft moves/crane hour in only its
fourth operation.
Ram says the FlexiLift provides a potential breakthough to
new higher levels of productivity
for both current and future specifications of ship-to-shore cranes.
Other known approaches to twin
40/45 handling are ZPMC’s twin
hoist crane, the Bromma Tandem
spreader (one of which has been
ordered by a Hutchison terminal)
and the Stinis split headblock.
The FlexiLift design uses hydraulic cylinders to position and
adjust the headblock, providing
precise control and positioning of
both spreaders and containers. As
the two spreaders are separated or
adjusted, the headblock sheaves
and hoist ropes are always at the
true centres above each spreader
providing stability, maintaining balance and full control when han-
Ram Spreaders says that tests with FlexiLift at a terminal in China showed
that it can generate major increases in productivity
dling single or twin containers.
With hydraulically controlled
skew, longitudinal offset, vertical
float and list and tilt functions, the
crane operator is able to make precise and controlled adjustments to
each container, ensuring fast and
safe discharge and loading, says
Ram. Containers can be positioned
at different heights, providing easy
single trailer loading while the second container is held clear. Side and
end gather guides ensure easy alignment of the spreaders to the containers being handled.
To provide the new FlexiLift
with maximum usable lift capacity, Ram has also developed the
model 2350 spreader, a new, lightweight telescopic 40/45ft design.
However other Ram spreaders can
be fitted to the FlexiLift in minutes, allowing single or twin 20ft,
40ft or 45ft containers to be handled, or even four 20ft boxes using the RAM 2600 or 2900 series twinlift spreaders.
Ram’s executive director
Robert Mills expanded on the importance of integrating spreader
and headblock design with developments in container crane specification. “As well as tackling the
issue of stability and control in han-
Timars Universal OHA
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email: [email protected]
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Relocatable buildings
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WiikHall 25 x 69 m
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2
dling twin 40/45 containers, we
focused strongly on providing
maximum productive lift capacity
in line with current and anticipated
crane developments. Most current
post-Panamax quay cranes currently in operation have a rope capacity of around 78-80 tonnes,
which using the new FlexiLift
headblock model 3350 and twin
Ram 2350 spreaders, provides a
SWL of around 56 tonnes, or two
28 tonne containers.
“However for newer cranes
with a typical rope capacity of 85
tonnes, the Model 3360 FlexiLift,
although a little heavier, gives at
least 60 tonnes SWL. We anticipate that we will soon see 100
tonne plus capacity cranes in operation and we plan to extend the
range to provide a SWL of at least
65 tonnes for handling twin 32.5
tonne containers.” Earlier this year
Ram launched its new 3900 series electric separating twinlift
spreader (see WorldCargo News,
June 2005, p3).
● Bromma has received another
order for a Tandem 40/45
spreader, this time from PSO Iran
in connection with its order for
eight new 65 tonne-61m cranes
from ZPMC for the Port of
Shahid Rajaee (see WorldCargo
News July 2005, p21). The other
spreaders being supplied with the
cranes are Bromma twin 20s.
3 in 1
Dear Sir,
In your July 2005 issue on page
32 you showed a photo with a
barge loaded with three container cranes with the caption
“ECC believes this is the first
time that three container
cranes have been moved on
one barge shipment.”
To set the record straight,
10 years ago we arranged
transport of four container
cranes in one barge shipment
- the barge HEEREMA and the
tug LADA - from Abu Dhabi to
Singapore.Thereafter, we constantly arranged container
crane shipments by barge with
at least three cranes per shipment. So you can call such
moves standard shipments.
Yours faithfully,
Dirk Ramm
Courier and Shipping Services
Hamburg GmbH
(CASH Bargteheide)
Germany
Editor’s note: We should have
qualified the quoted remark as
referring to a US coastwise
move.
Liebherr reports
new crane orders
As briefly reported in last month’s
issue of WorldCargo News (p1),
Liebherr is building a postPanamax (46m/16-wide outreach)
crane for the Port of Lyttelton,
New Zealand. Features include
19m rail gauge, 14.5m backreach,
lift height of 34m above rail and
capacity under the spreader of 60
tonnes for twinlift operations with
a separating type twin spreader.
Lyttelton is spending NZ$18
mill on the crane and associated
civil works including improvements to the seaside rail support
beams to take higher wheel loads
and an expansion of the terminal
area. It is also considering refurbishing its two existing cranes, one
of which is also a Liebherr, to include driver cabs identical to the
new crane, upgraded electronic
control systems and improved
power output.
The crane is due to arrive in
sections in October 2006 and be
commissioned in December. Shipping to New Zealand is always a
major cost and, because of the timing, Liebherr is not in a position to
ship the Lyttelton crane with the
sections for the two post-Panamax
(43m outreach) cranes it is building for CentrePort Wellington (see
WorldCargo News July 2005, p21)
as these are due for delivery in the
second quarter.
The New Zealand market has
produced five orders for a total of
seven ship-to-shore container
gantry cranes since 2000 and for
at least four orders the decision has
come down to a choice between
Liebherr or ZPMC.
Liebherr has won at Tauranga,
Wellington (2) and Lyttelton
while ZPMC was successful in
Auckland (2) and Port Chalmers.
Ports have had a difficult time deciding but a Lyttelton spokesperson said “wharf loading in the end
became the biggest differentiator”
and Liebherr’s lattice boom design
is lighter than ZPMC’s preferred
twin box girder design.
The Liebherr cranes currently
on order and the smaller one (40
tonnes-32m) in build for Forth
Ports Plc’s Grangemouth operation (see WorldCargo News July
2005, p21)are all being fitted with
Liebher r dc dr ives and the
Liebherr Winscan crane management system.
Durable PVC
coated fabric
covers on
clearspan steel
frames 9-40
metre
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Industriveien 13
2020 Skedsmokorset
Norway
Tel: +47 64 83 55 00
Fax: +47 64 83 55 01
e-mail: [email protected]
www.obwiik.no
Nacco Materials Handling Group has announced that the Hyster Europe
plant in Nijmegen has turned out its 125th reach stacker. “The reach
stacker is the biggest truck we produce here at Nijmegen and to have built
so many since production started in 1996 not only reflects the unique
qualities of this truck, it is also a tribute to the Nijmegen staff who have
worked extremely hard to reach this milestone,” said the plant’s production
manager Pieter Jan van Rijnbach. Hyster has been in the reach stacker
market for about 10 years, after it purchased the original Hyco designs (see
WorldCargo News March 1995, p1). Nijmegen employs over 50 engineers
in the development of its big trucks line. Currently 10 different models,
mainly mast trucks, are built at the plant. Assembly, aftermarket and
transportation teams are based in-house
October 2005
Section 1
25/11/05
11:37 AM
Page 3
WorldCargo
news
CARGO HANDLING NEWS
Embarcadero into Europe
Consens
moving
forward
Ger many-based Consens Transport
Systeme GmbH reports that it is moving
ahead with its straddle carrier production
programme.The first of four 1 over 3 diesel-electric drive machines ordered by
NTB Bremerhaven (see WorldCargo News
August 2005, p25) is slated for delivery
by year end.
In addition, a 1 over 2 straddle carrier
is now in build for a US East Coast terminal operator and a 1 over 1 shuttle carrier is being built for a leading international terminal operator.The identities of
these customers have not been disclosed,
nor the ports where the machines will be
put into operation.
It transpires, meanwhile, that KCI
Konecranes is no longer a shareholder of
Consens. Earlier this year the Finlandbased crane maker acquired a minority
stake (see WorldCargo News June 2005,
p28). It is understood that a sale back to
Consens was completed by the end of
September, with existing private investors
covering the purchase by increasing their
own stakes in Consens.
● SMV LIfttrucks AB, part of KCI
Konecranes, is again extending its plant
in Markaryd, Sweden, in order to increase
capacity to 350 units/year. The testing
ground has been relocated and a new
2000 m2 parts storage area will free up
space to extend the assembly line. SMV’s
managing director K-G Salomonnson
says that the enlargement is being carried out in such a way that production
capacity can be further increased to 450500 units/year with very little additional
investment.
October 2005
provide a complete video record of all
equipment entering and exiting and
OCR will be used to identify container
numbers, hazardous placards and confirm
seal presence.
Truck calls will be managed by a webbased appointment system and truck drivers will be identified at the gate and at
various locations around the terminal by
proximity card readers and biometric
identification as ESC explains; “Trucker
identification is verified using a proximity card system based on the MYFARE
chip technology. Verification of the
truckers by ID and in person is done
through biometrics scanning the left hand
IN ACTION 29.b
Embarcadero Systems Corp (ESC), a sister company of Marine Terminals Corp
under MTC Holdings, has secured major contracts for technology and systems
at the Euromax terminal in Rotterdam
and APMT’s new facility in Zeebrugge.
ESC has been appointed prime contractor in a consortium that will provide
the terminal operating system (TOS) and
equipment control system (ECS) for the
new automated joint venture facility of
P&ON (now Maersk) and ECT in Rotterdam. Euromax will use CATOS, the
core TOS developed by Total Soft Bank
(TSB) of Korea and marketed in Europe
and North America by ESC, and the
FROG4 ECS solution developed by Frog
Systems BV of the Netherlands.
FROG (Free ranging on grid) was the
original control system developed for the
first AGVs at ECT.As previously reported
TSB developed the TOS for the automation project using AGVs and ASCs for a
terminal at Gwangyang.Although this terminal has yet to be built, the technology
is finding its way into other terminals.
PECT Busan is using the ASC control
system developed by Seoho Electric (see
this issue p36) and the Euromax project
has already used simulation software developed by TSB to evaluate the productivity of AGVs compared to other equipment systems.
Euromax’s willingness to look beyond
established automation suppliers perhaps
opens the door for Hyundai Samho HI
and others such as MES and MHI to bid
for the AGV contract. Hyundai Samho
(previously Hyundai HI) has previously
demonstrated two of its machines at
Gwangyang and has quoted its design for
European orders.
At APMT’s Zeebrugge terminal, ESC
will install an automated gate system featuring its smartGATE technology at two
in and two out portals covering nine truck
lanes in total, five in and four out.
SmartGATE will provide voice, video and
data systems to operate the gates remotely
from the control room. SmartLOG will
12
of the trucker. A web-based trucker appointment system will be integrated to
steer truckers coming to the terminal on
time while their containers are released
by customs, guaranteeing quick service
times and avoiding trucker congestion at
the facility.”
In a separate development, ESC has
released version 3.1 of its VinTelligent
automotive yard management system.
This latest version features a new module,VinInsight, that allows “cross-terminal visibility to terminal managers, carr ier s and OEM customers across
VinTelligent-equipped terminals” using
a secure Internet connection.
Siemens/Ceplus team up
Siemens Automation and Drives and
CePLuS Steuerungstechnik GmbH
have announced that they will combine
their activities in anti-sway systems for
cranes.To this end, Siemens has acquired
a controlling interest in CePLuS. The
joint further development of anti-sway
systems at CePLuS is intended to drive
forward product innovations in harbour
and industrial cranes and bring them to
market faster, says an official Siemens
statement.
In operating crane systems, it continues, automation engineering is crucial to increasing handling speed and
thus boosting productivity. The tech-
nologies for suppressing load sway play
a central role here. For this purpose, Siemens has developed the Touchmatic/
Hipac system for harbor cranes and used
it in a host of applications. Under the
name Cesar maxx, CePLuS offers antisway systems for bridge cranes, slewing
cranes, container gantry cranes, etc.
Systems for all application areas are
expected to be developed and jointly
marketed faster and more efficiently
thanks to the participation of Siemens.
As well as continuing to market the
Cesar maxx system direct as before,
CePLuS will also use Siemens’ global
sales network.
Cavotec in action.
At the busy Evergreen terminal in Los Angeles, 8 Cavotec Specimas “Pull &
Store” reels are at home. Mounted on container cranes they pull along large
cables with fibre optics for power and controls, ensuring that the cable always
has the right tension. In this terminal you also find 1100 meters of Panzerbelt
cable protection system, a system now used in more than 300 port
applications around the world.
Cavotec systems are renowned for
their reliability and efficiency. This
makes them the optimal choice for
port and terminal operators
around the world.
Our contribution to efficient
port operation.
The Cavotec Group consists of six
manufacturing "Centres of Excellence" located in Canada, France, Germany,
Italy and Sweden and by five local manufacturing units in Australia, China,
Germany, Sweden and U.S.A. For the distribution of products and support to
its customers Cavotec has 22 strategically located sales and services companies.
For further information, please email us at [email protected] or visit our website www.cavotec.com
3
Section 1
7/11/05
10:22 AM
Page 4
WorldCargo
news
CARGO HANDLING NEWS
Shuttles
for Sabah
One of two Kalmar DCE75-6HE FLTs supplied earlier this year by
Kalmar to Norske Skog’s paper mill in Albury, New South Wales,Australia.
The trucks have a lifting capacity of 3600kg and are fitted with Kalmar
hydrostatic drive and a legacy twinhead vacuum suction lift attachment.The
newsprint, made up of 40 per cent recycled fibre and 60 per cent plantation
pine, requires careful handling and the solution was to equip the trucks with
vacuum suction lift attachments, which are designed to avoid clamp damage
to the paper rolls. The attachment, able to lift two paper rolls weighing
approximately 1500 kg simultaneously, is positioned on the standing rolls,
while the vacuum is built to suck and lift the rolls for further transport in the
warehouse. Both incorporate an automatic vertical mast function, which holds
the rolls in a vertical position.This minimises the risk of damage to the end
of the rolls when placing them on the floor, onto truck flats or when they are
stacked.The work is intense, with some 640 tonnes of paper being moved in
and out each day
WorldCargo
news
VOLUME 12 NUMBER 10 • ISSN 1355-0551
EDITORIAL:
CHRIS MUNFORD • PUBLISHING DIRECTOR
E-Mail: [email protected]
VINCENT CHAMPION • EDITORIAL DIRECTOR
PAUL AVERY - ASIA PACIFIC EDITOR
JOHN BANKS - CONSULTING EDITOR
ADVERTISING:
SIMON PESKETT • ADVERTISEMENT DIRECTOR
MIKE FORDER • COMMERCIAL DIRECTOR
STEPHEN CATCHPOLE • BUSINESS DEVELOPMENT MANAGER
JAYANA AUSTIN • ASSISTANT ADVERTISEMENT MANAGER
Sabah Ports Sdn Bhd has been revealed as the Malaysian port to
order seven 1 over 1, 40 ton SWL
Shuttle Carriers from Kalmar Industries (see WorldCargo News August 2005, p26). The order from
Sabah also comprises four reach
stackers, nine 5-high ECH mast
trucks and 26 terminal tractors for
its facility at Kota Kinabalu.
The Shuttle Carrier order is a
breakthrough in Asia. Sabah Ports
plans to use the machines to support its two, newly-acquired mobile harbour cranes (HMK 170 Es
from Gottwald) operating on extended piers. Previously, Sabah
employed a ship-to-shore crane to
load and offload directly to tractor/trailer sets. Obviously the new
grounding capability should lead
to higher productivity.
Suria Capital Group, owner of
Sabah Ports, has also engaged
Kalmar Asia to provide consultancy to another subsidiary, SP
Satria, to improve support services at the port through a training
and consultancy agreement.
Two staff from Kalmar Asia in
Hong Kong will be stationed in
Kota Kinabalu for one year.
Kalmar Asia will assist SP Satria
with its management control systems, key performance indicators,
training plans and workshop and
warehouse management systems,
as well as instilling a quality preventative maintenance culture
based on its work experience in
Hong Kong.
Suria Capital Group’s managing director Haji Abu Bakar Haji
Abas says that the group is positioning itself to provide worldclass port services.
Floating crane win some...
Dear Sir,
Thank you for the excellent article on our floating container
crane concept in the July 2005
issue of WorldCargo News (,p29).
At the moment articles on the
floating crane are appearing in
the Far East, mixing it all up and
making outrageous claims.
A follow up study, including
Delft University of Technology,
Rotterdam Port Authority plus
crane and systems manufactur-
ers seems to be assured now. I feel
the publicity has helped achieving that. I intend to keep
WorldCargo News informed on
progress.
Yours faithfully,
Jan van Beemen
Terminal Planner, Senior Port
Consultant
Maritime Rotterdam
Haskoning Nederland BV
Rotterdam
...and lose some
Dear Sir,
I read with interest your recent
article “Crane goes swimming
with the tide?” on the floating
container crane concept from
the Royal Haskoning team in
Holland.
The Dutch invention seems
identical to a concept I developed
and described in “The Fourth
Revolution” published by Containerisation International (CI) in
December 1999 and in “2020
Vision” in CI, January 2000.
Moreover, in “Revolution Now,”
a more recent CI publication
(January 2002), I elaborated on
the concept, describing the floating terminal as part of a broader
shipping concept and a measure
to overcome port constraints.Additional work on the technical aspects of the concept was performed by Michael Jordan of
Liftech Consultants, Inc.
This concept has become
widely known through many
presentations, journal articles and
media quotations, among them:
TOC Europe (1999); Latin Ports &
Shipping Conference (2000); Mundo
Maritimo and El Universal Daily
Newspapers, Panama (2000);American Association of Port Authorities
Advisory (2000); The Journal of
Commerce (2000); Cargo Systems
(2000);Traffic World (2001); Marine
Transportation System Conference,
USA’s National Science Foundation
(2001), TOC Americas (2001); International Freighting Weekly (2001);
International Port Executives Conference (2002); Sri Lanka Maritime
Conference (2002); and others.
I would like also to note that a
preliminary assessment of the
floating concept in the context of
the land-limited Port of Seattle
was already included in my Master’s thesis (MIT, 1981).
Altogether, as demonstrated
above, this concept gained much
publicity far in advance of your
recent publication. One can only
wonder why the development
team of such a respected company as Royal Haskoning did
not begin its research with a simple survey of widely available
professional literature.
Sincerely,
Dr Asaf Ashar
Professor-Research
National Ports and Waterways
Institute
University of New Orleans
USA
Editor’s note: Over the years
WorldCargo News has published
a number of articles on floating
container crane concepts, including a floating terminal from
Casper, Philips & Associates (December 1996, p52), a floating
dock with multiple cranes from
ZPMC (April 2000, p1) and a
Marine Logistics/Liebherr concept (April 2001, p1).
We also published a floating
terminal concept from Dr Ashar
in the July 2001 issue of
WorldCargo News (p38), as part
of an article based on presentations made at TOC Europe in
Lisbon. A drawing from Prof
Ashar published by us at that
time shows floating cranes
working on either side of a ship,
each able to handle 48 TEU of
containers in one massive lift.
The floating crane is mounted
on a semi-submersible hull and
feeds barges, which are floated
in and out. In publishing the
Haskoning work, there was no
intention on our part to mislead
the market about the ideas available and we apologise if this impression has been given.
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4
October 2005
Section 2
7/11/05
10:34 AM
Page 5
WorldCargo
news
CARGO HANDLING NEWS
KCI in Ukraine box port venture
Ukrainian terminal operator UkrTransKonteiner (UTK), KCI Konecranes and
Ukrainian crane manufacturer Zaparozhcrane have signed a co-operation agreement on the development of the
Ilyichevsk mar ine merchant port
(IMMP).
IMMP has announced a programme
for the development of a new container
terminal, aimed at improving turnaround
times for ships and thereby increasing
container traffic.The service level will be
improved to meet international standards
by modernising all container handling
equipment with the latest technology. By
developing uninterrupted operations,
IMMP is aiming to attract more customers and become the leading container terminal in Ukraine.The development programme is based on selecting high quality partners and equipment suppliers using modern methodologies and reliable
technology.
The Ukrainian Ministry of Transport
and IMMP selected UTK to become the
operator of the new container terminal.
Within this agreement, KCI Konecranes
and Zaparozhcrane have been selected
to develop container handling technology for the port including new generation ship-to-shore container gantry
cranes and RMGs. KCI Konecranes earlier supplied IMMP with two ship-toshore cranes, five RMGs and is currently
delivering a new level-luffing crane. During the last 10 years KCI Konecranes has
been involved in numerous modernisation projects at the port.
In a related move KCI Konecranes has
acquired a majority shareholding in
Zaporozhcrane for around €3 mill. It says
its intention is to reduce its stake to less
than 50 per cent. Konecranes started contract manufacture of cranes at
Zaporozhcrane in 1993 (a year before the
latter was privatised), so it knows the company well.
Zaporozhcrane (Zaporozhskij Zavod
Tjazhelogo Kranostroenia - Zaporozhniy
Heavy Crane Construction Plant) has to
date built more than 10,000 cranes for
Russian and Ukrainian concerns, including ports. The company’s premises are
leased and they include 10 hectares of
covered manufacturing space.
● KCI Konecranes has received orders for
14 RTGs from two new customers for its
best-selling, all-electric RTG design, for
delivery between May and July next year.
Dubai Ports World (DP World) has ordered five 40 tonne SWL 16-wheelers,
lifting 1 over 5 and stacking 6+1, for its
Constantza concession and four similar
size 8-wheelers with 40 ton SWL and
twinlift spreaders for its operation in
Caucedo, Dominican Republic.
In addition, P&O Nedloyd has ordered five 16-wheel all-electric RTGs for
the new Los Angeles Container Terminal
(LACT). Under a five-year lease agreement with the Port of Los Angeles, LACT
will operate the new terminal with operations designed to minimise environmental impacts while efficiently moving
freight. As previously reported in
WorldCargo News (March 2005, p21),
RTGs powered off the mains have been
under active consideration within this
“green paradigm.”
However, LACT has settled for diesel-powered RTGs. Efficient fuel consumption and lower emissions are
achieved by utilising state-of-the art engine power and exhaust gas-handling
technology, says Konecranes, adding that
sophisticated silencers are used for significantly lower noise levels.
Nielsen takes on Terberg
As of last month NC Nielsen A/S, based
in Balling, Denmark, has assumed the
Scandinavian dealership for Terberg terminal tractors. The company has had the
Denmark dealership since 2000 and has
contributed to Terberg becoming a leading marque in the Danish market.
To complement the existing sales and
service division in Denmark, Nielsen has
opened a new Swedish office located in
Ljungby (home to Svetruck, Ljungby
Maskin and a large Kalmar FLT plant), with
Björn Fritzell as sales manager. Fritzell, who
has extensive experience in the terminal
tractor market, started his carrier with
Kalmar in Ljungby and became sales manager for Kalmar in Norway. Subsequently
he was sales manager with SMV LIfttrucks
and will still represent SMV in Norway.
The Ljungby division will also be in
charge of sales, rental and service of
Terberg terminal tractors in the Norwegian market in co-operation with Norwegian dealers Brubakkens Truckservice
in Porsgrunn, Truckagent Bergen in
Bergen and Elektro-Maskin in Sandnes.
“We are proud to represent Terberg,
the largest manufacturer of terminal tractors in Europe, on the Danish, Swedish
and Norwegian markets and look forward to offer Terberg customers in Sweden and Norway our well-established
quality and service concepts in the future,” said Poul Nielsen.
Biggest deal
yet for ABB
ABB reports from Switzerland that its automation electrical systems contracts in
relation to the P&ONL/ECT Euromax
project in Rotterdam, which it won in
conjunction with ZPMC (see WorldCargo
News July 2005, p1), are worth US$52
mill. The project is ABB’s largest single
order to date for terminal automation
equipment, exceeding the value of the
separate phases of CTA Hamburg.
As previously noted, over the full term
of the contract (crane deliveries run to
the end of 2008), ABB will supply automation and electrical systems for 76 cranes
- 16 ship-to-shore units, 58 robotised
RMGs and two intermodal RMGs.
“We are delighted to play a key role
in this milestone project,” said Dinesh
Paliwal, head of ABB’s automation technologies division and president-designate,
ABB Global Markets and Technology.
“Our deep technology expertise in both
the marine and terminal automation businesses will help ensure improved productivity for this key transport hub.”
ABB’s scope of supply includes full
crane automation and support systems,
including controllers and software, lowvoltage AC motors and drives, electrical
transformers and switchgear. ABB services include project management, engineering, customer training and commissioning. Building upon the success of
similar projects in ports such as Singapore,Tokyo and Hamburg, ABB says that
it will apply a range of innovative sensors, control and vision systems and optimum motion algorithms that offer
maximum productivity for automated
terminals.
October 2005
The power of innovation.
The visionary new Reachstacker from Linde.
With its outstanding agility, superb precision and smooth control the new Reachstacker from Linde
embodies all the finest qualities of refined power.
Much more than just the sum of its parts, here is Man and machine in harmonious action. The fully
integrated, versatile and responsive control and operating system is a visionary concept designed to
make life easier. Combine this with Linde’s truly global service, spares and technical back-up and you
can understand why we are world leaders.
The visionary new Reachstacker from Linde: the next generation of working solutions delivering
greater productivity and efficiency.
Linde Heavy Truck Division Ltd
Linde Industrial Park, Merthyr Tydfil CF48 4LA, GB
Phone +44 (0) 1443 624200, Fax +44 (0) 1443 624302
E-mail [email protected], www.linde-htd.com
Head Office
Linde Material Handling Division, PO Box 62, 63736 Aschaffenburg, Germany
Phone +49 6021 990, Fax +49 6021 99 1570
E-mail [email protected], www.linde.com/linde-forklifts
Linde Material Handling
5
Section 2
7/11/05
10:38 AM
Page 6
WorldCargo
news
CARGO HANDLING NEWS
Tideworks gains AdVantage
Software solutions provider
Tideworks Technology has teamed
withVantage OPS of Austin,Texas,
to offer Mainsail users a terminal
operations monitoring tool that
delivers real-time information on
key operational perfor mance
measures. Vantage OPS is a division of Optimization Alternatives
Inc. Its intellectual property includes “difference engine technology” that taps an existing database
in real-time with no data replication or warehousing.
Terminal operating systems
typically generate historical reports that are processed using
standard query and response
methods. Tideworks’ president
Michael Schwank says Vantage
offers a way to retrieve data in realtime that is “lightweight and low
impact” in that it can be run over
an existing database with minimal
impact on its performance. Furthermore, it does not require complex integration to operate with
Mainsail and Tideworks personnel can customise the user inter-
Screenshot of the Vantage OPS digital “dashboard” from Tideworks
face and reporting functions as
required.
Vantage gives Mainsail users an
“operations dashboard” to view
operational parameters and key
performance indicators in realtime or over specified time periods.Three terminals are currently
using Vantage with Mainsail for
gate, vessel moves and inventory
status. Gate monitoring is particularly popular on the west coast
because Vantage monitors the
number of “problem trucks” and
managers can take action before
congestion becomes a problem.
Vantage can be set up to provide alerts at productivity or per-
formance thresholds such as when
truck turn times reach a certain
level, or when vessel productivity
falls below a set number of moves
per hour. Despite the sophistication of software in vessel planning
and yard management, operations
managers still call staff on the
ground on the ’phone or over the
radio to keep their finger on the
pulse of what is happening in the
terminal.
In contrast, IT managers and
TOS suppliers have responded to
the increasing number and complexity of applications that terminals are running over the core TOS
by installing off-the-shelf monitoring software to get real time access
to key information such as exception data, database condition and
CPU usage to keep complex IT
systems stable and running.
Tideworks says it recognised
that operations managers need
similar visibility into terminal operations. Replacing existing practice with a digital dashboard is as
much a cultural as a technological
change but Schwank says that once
managers get used to the technology, and start to use it, the advantages quickly become apparent.
Electrical charge from Conductix
Conductix is the new brand
name for all the Delachaux
electricification companies supplying power delivery and data
transfer systems for cranes and
mobile mateirals handling plant
worldwide.
Facilities covered by the new
name include the Insul-8 locations in the US, Canada, UK,
Australia and Mexico, as well as
Delachaux (parent company)
locations in France, Benelux, Germany, Italy (Comes Italia) and
China (Han Fa).
Conductix facilities around the
world will be closely allied and
coordinated, says an official statement, in order to capitalise on the
group’s global resources. At the
same time, Conductix will retain
the local management “and service that its customers have come
to expect.”
According to Lon Miller,
president of Conductix US,
Canada, Mexico and Australia, the
Conductix name “reflects our core
business, products and engineering capability.A customer purchasing a Conductix product anywhere in the world will receive
our cumulative experience, technical knowledge and world class
support.”
Miller added that Conductix
is committed to being a single
source supplier and a leader in
power and data transfer systems
for cranes and other materials
handling equipment.
Next year Conductix will introduce a new line of cable carriers, along with “Smart Drive”
cable reels which incorporate
advanced, programmable variable frequency drives as well as
a new line of cable carriers.
Trailers go Dutch
Trailer manufacturer Dutch Lanka
Trailer Manufacturers Ltd (DLT),
based in Sri Lanka, reports a big
increase in sales of terminal trailers to ports in South Asia, Africa
and the Middle East this year.
Altogether 12 ports have been
supplied, says DLT. More than 100
units have been delivered to P&O
Ports’ South Asia Gateway Terminals and the government-operated
SLPA terminal in Colombo. More
than 50 units have gone to APM
Terminals’ operations in Salalah
and Aqaba, 45 to P&O Ports’ ATI
facility in Manila, 30 units to PSO
Iran for Bandar Abbas and 12 to
DP World for Jebel Ali. Other
ports supplied include Kuwait,
Karachi and Chittagong.
DLT was one of the first companies in the Asian region to
manufacture cornerless bomb
cart trailers and has more than 10
years experience developing robust designs for port applications.
The company says it remains
highly competitive due to the
strategic location of its manufacturing base in Sri Lanka, low labour costs and competitive shipping rates. Dutch technical col-
Another batch of trailers from DLT
ready for shipment
laboration ensures product quality similar to European standards.
In its continued commitment to
quality, DLT obtained ISO 9001
certification in 2005.
Growth opportunities include
expansion in India and the Middle East, where increased cargo
throughput is expected to see further increases in container traffic- with a need for these ports to
grow to meet these challenges.
DLT says its geographical proximity and strong marketing links
will help it exploit these opportunities. Earlier this year DLT
formed a joint venture with the
Indian Tata conglomerate to
manufacture trailers in India and
there are plans to open a factory
in Pune, India, next year.
Set up 12 years ago, DLT now
has a payroll of more than 200 at
its plant in Sri Lanka and is capable
of customising trailers for many
applications. It continues to establish agencies to foster marketing
links and provide service support
for its products around the world.
Argo International Corporation
Headquartered in New York City with a Worldwide Global presence, Argo International is an Electrical and Mechanical Parts & Components distributor
specializing in Material Handling applications.
For over 50 years Argo has been serving Ports, Shipyards and Material Handling OEM’s in America, Europe, Middle East, Africa and Asia, please contact
your nearest Customer Service center for immediate support:
North & South America
140 Franklin Street
10013 New York NY
Tel. (212) 431.1700
Fax. (212) 219.1751
Europe Middle East & Africa
Ankerrui 26-30
2000 Antwep Belgium
Tel. +32 (03) 222.9450
Fax. +32 (03) 231.0122
India Pakistan & Bangladesh
15 West Wind, Lokhandwala Complex
Andheri (W), Mumbai 400 053 India
Tel. +91 (98) 201.83746
Fax. +91 (22) 263.56034
Far East
D2,23/F, Jiangsu, 526 East Laoshan Rd.
200122 Pudong, Shanghai
Tel. +86 (21) 5109.9683
Fax. +86 (21) 5821.3707
GE Consumer & Industrial
Hillmar Industries
Federal Signal
Crane Control System Parts
International leader in the design and manufacturing of:
Thrusters, Thruster Disc Brakes, Storm Brakes, Hydraulic
Power Units, Industrial Disc Brakes & Cable Reels for
Marine application
Prime worldwide Manufacturer of:
Warning Lights, Intercom Systems, Horns, Bells
and Sirens Communication Systems for indoor
and outdoor applications
Drives: Af300, DC300, DC2000
Innovation Drives
AC/DC Motors and Spare Parts & Components
PLC Parts and Components
Series 90-30/70 PLC
GENIUS I/O & Field Control
Series Six PLC
Pyle-National
Starline Plugs & Receptacles
Repair, Exchange, Remanufactured,
Test & Certificate Services available
Avtron
Industrial
Encoders
GE DC300 Drives Retrofit
GE Lighting
Specialty Lamps & Lighting Fixtures for
Marine Application.
GE also offers a wide range of lighting
solutions for primarily use in Ports,
Shipyards, Commercial and Military vessels.
6
ASI Robicon
(ex. Ansaldo Sistemi Industriali)
Danaher Controls
Parts and Components for:
AC/DC Motors and Variable Frequency machines
Dynapar and Northstar
Rotary and Linear Encoders
October 2005
Section 2
7/11/05
10:29 PM
Page 7
Cranes | Port Services | Lifttrucks
load in control
Konecranes rtg Cranes
Over 250 Non-Hydraulic RTGs Delivered since 1995
Low Fuel Consumption & Emissions
Commitment to Local Support
highest Performance with Lowest Total Cost of Ownership
get the job done
CRANES
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KCI Special Cranes Corp. | P.O. Box 662 | FIN-05801 Hyvinkää, FINLAND | Tel. +358 20 427 11 | Fax +358 20 427 2599
PORT SERVICES
KCI Konecranes Port Services | Am Pferdemarkt 31 | D-30853, Langenhagen, GERMANY | Tel. +49 511 7704 0 | Fax +49 511 7704 477 | e-mail: [email protected]
LIFTTRUCKS
SMV Konecranes Ab | Box 103 | SE- 285 23 Markaryd Sweden | Tel. +46 433 73300 | Fax +46 433 73310 | e-mail: [email protected] | www.smvlifttrucks.com
KCI_wgn_rtg_v2.indd 1
25.8.2005 13:51:53
Section 2
24/11/05
1:08 PM
Page 8
WorldCargo
news
CARGO HANDLING/PORT NEWS
New Spicer driveline from Dana
Dana Corporation’s off-highway systems (OHS) group has introduced a new
driveline aimed at 6-9 ton pneumatic
tyre and 6-8 ton cushion tyre FLT.The
transmission, axle and driveshaft components, says Dana, have been specifically engineered to accommodate the
compact nature of these FLT applications.
The new Spicer TE08 transmission
offers reduced transmission length and
output drop, helical gears for noise reduction and an integral engine pump
drive for system hydraulics. It features
55-82 kW (75-110 hp) of input power,
with a maximum converter turbine
torque of 875 Nm.
The TE08 provides standard 2 + 2
ratios of 1.951 (first gear), 1.023 (second
gear), 1.745 (reverse 1) and 1.023 (reverse
2), and standard 3 + 2 ratios of 2.972 (first),
1.559 (second), 0.898 (third), 1.943 (reverse 1) and 1.019 (reverse 2). It is available with an electronic solenoid clutch
control offering directional and range
modulation, or with fully electronic, micro-processor controls for smoother shifting and electronic inching.
The Spicer model 138 axle offers integral frame and mast mounting provi-
sions for fixed-mast FLT applications. A
spiral bevel centre section and 6:1 planetary ratio results in 13:1 through 17:1
overall axle ratios. With an overall length
of 1.438mm and a 335mm bolt circle
wheel hub, the 138 axle can be mounted
on single or dual tyres.
Integral wet disc brakes, which do not
require mast removal for maintenance and
provide longer service life compared to
drum brakes, are fitted as standard. The
service brake is self-adjusting to minimise
hydraulic oil displacement requirements
(13.5 cc), delivering a robust wheel torque
of 29,000 Nm at 80-bar actuation pres-
sure. In addition, a lever-actuated parking brake produces 12,000 Nm of wheel
torque with a 200 kg lever force.
As part of the complete line of Spicer
Italcardano wing-bearing driveshafts,
the 6C driveshaft is designed with keys
on the bearing blocks to promote
torque transfer through mechanical tolerance. These keys are mated to corresponding machined slots on the connecting fitting yokes.
The 6c driveshaft has directly connected bearing blocks and output
flanges that offer several design advantages, says Dana, such as highly flexible
use, short application lengths, smaller
joint working angles and U-joint kits
that allow disassembly and replacement
without dismantling the whole shaft.
Cargotec’s
3Q interims
Cargotec Corporation, which owns
Kalmar Industries, has reported that it
received orders worth €775 mill in the
third quarter of 2005 and that the
orderbook at 30 September stood at
€1.237 bill. Net sales for June-September were €791 mill and operating income
amounted to €59.7 mill.
“Port operations were buoyant in all
markets,” says the Cargotec statement to
the Helsinki stock exchange.“Demand for
Kalmar’s yard handling equipment was at
a very high level.Also the demand for heavy
industrial handling equipment was good.”
Kalmar’s sales in 3Q (with 2Q in parentheses for comparison) were €291.3
mill (€406.8 mill) and its orders received
came to €291.2 mill (€397.6 mill). As of
30 September its orderbook stood at
€583.1 mill - unchanged for the figure at
the end of June 2005.
Jebel Ali
moves on
International consultancy firm Scott
Wilson has been appointed to design and
supervise the infrastructure for Stage 1 of
the expansion of DP World’s Jebel Ali
container port. Jebel Ali New Container
Terminal forms the first stage of a planned,
15 stage expansion of the port over the
next decade.
Stage 1 includes 2.4 km of new berths,
the construction of a container yard and
other associated infrastructure works and
buildings. The new port will be built on
reclaimed land, which extends seaward
from the existing port to the west of the
Dubai Jumiera Palm Island complex.
DP World has also signed a US$503.7
mill contract with Belgian dredging contractor Jan de Nul to carry out dredging
works and construction of rubble mound
breakwaters and revetments to a length
of 9 km for Stage I of the Jebel Ali New
Container Terminal.The contract involves
removing about 2.5 mill m3 of rock, construction of floating pontoons at the eastern side of the new quay wall and providing navigation aids.
● Qatari investors plan to build a US$700
mill port in Yemen’s eastern Hadramout
province next year.The port will be built
in three phases, the first of which will cost
US$250 mill.
Infra Dighe
Dighe, a minor port in the western Indian state of Maharashtra, is to be jointly
developed by Balaji Infra Projects Ltd and
financial services company IL&FS.
Balaji bagged the project from
Maharashtra Maritime Board (MMB) and
will hold at least 51 per cent of the equity.
It has signed a memorandum of understanding with IL&FS, which will become
a co-developer of the project and also take
a 15 per cent stake in Dighe Port Ltd. MMB
will take 11 per cent of the equity.
Dighe will be the first private sector
port in Maharashtra. The first phase of
development. which will include a container terminal, is expected to be completed by 2008 and will have a capacity
to handle 6-7 mill tons/year of cargo.
Eventually, the port will have a total annual installed capacity of 15 mill tons
The project is expected to cost Rs12
bill (US$266 mill) of which Rs9 bill
(US$199 mill) will be debt and the rest
equity, according to Vishal Kalantri, director of Balaji and Dighe Port Ltd. IL&FS
will help in syndicating the debt.
SSKI, a Mumbai-based financial services company, will also advise Dighe Port
on identifying strategic alliance partners
among international shipping lines for specific parts of the development and on finding an operator for the port, Kalantri said.
MMB wants to develop six or seven
minor ports in the state but other projects
have made no progress so far.
8
October 2005
Section 3
7/11/05
1:39 PM
Page 9
WorldCargo
news
PORT NEWS
Vancouver/TSI sign 50-year deal
The Port of Vancouver Authority (VPA)
and its largest terminal operator,TSI Terminal Systems Inc (OOIL group, Hong
Kong), have signed a new 50-year agreement that will take effect once construction of a third berth at the port’s largest
terminal, Deltaport, is completed.
The additional berth will cost an estimated C$300 mill. Environmental and
regulatory approvals are expected by the
port early next year, with completion of
the expansion project by January 1, 2009.
Located at Roberts Bank near the mouth
of the Fraser River, Deltaport is in an environmentally sensitive area.
Deltaport handled 916,200 TEU last
year and TSI expects to be able to handle
1.3 mill TEU/year there once the expansion project is completed.TSI manages both
Deltaport at Roberts Bank and Vanterm
Tacoma death
“accidental”
The Washington State Department of
Labor and Industries (DLI) has concluded
its investigation into the death of a stevedore at Terminal 4 at the Port of Tacoma
on 13 August. The terminal is leased to
Evergreen and operated by Marine Terminals Corp.
As previously reported (see WorldCargo
News September 2005, p9), the accident
happened as the stevedore was using an
approved walkway to pass along the quay.
A crane trolley with a container under the
spreader was moving along the boom back
to shore when the load struck another container on the ship, knocking it onto the
walkway and crushing the stevedore.
The investigation covered policies and
procedures, training and all other matters
related to the accident. At the time, local
media reported that the accident was
caused by a “crane malfunction” but this
was found to be incorrect.The DLI made
no comment on whether the crane driver
was at fault. No citation was issued and
no penalties assessed against MTC or any
other party. Its official finding was that
the death was an “accident.”
It is not clear why the DLI was prepared to issue a report arriving at the entirely tautological conclusion that the accident it was called on to investigate was
an accident.
located in Vancouver’s inner harbour.
At mid-year,VPA reported that container shipments through Deltaport and
the Burrard Inlet terminals,Vanterm and
Centerm (P&O Ports Canada) had increased five per cent from 809,453 TEU
to a record 853,238 TEU. Laden imports
increased eight per cent to 404,450 TEU
as the demand for Asian goods continued
to grow, while laden exports fell by one
per cent to 347,762 TEU.
Announcing the Deltaport expansion
Captain Norman Stark, president and
CEO of TSI and former head ofVPA said,
“We have already made significant investments to increase capacity at Vanterm by
almost 30 per cent to 600,000 TEU and
Deltaport represents the next step in that
process.”
Port president, Gordon Houston
added,“This agreement demonstrates the
confidence of our operators in the future
of the Port of Vancouver and, in particular, our container expansion programme
at Roberts Bank.”
Two ZPMC cranes (orange) were offloaded at
TSI Vanterm earlier this year by ZHEN HUA 6.
The ship had already offloaded one crane at
TSI Deltaport and subsequently sailed to Long
Beach with two cranes (white) for SSA- see
also p45. (Photo: Alan Katowitz)
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Clean trucks
for Oakland
The Port of Oakland has launched a programme designed to reduce emissions
from trucks that operate at the port’s
maritime facilities. As part of its Maritime Air Quality Program, the Port will
allocate up to US$2 mill in incentive
funding to assist owners of container road
trucks, which operate in the port’s maritime area.
The funding is to supplement the cost
for truckers to replace older diesel trucks
with newer trucks that have fewer PM
and NOx emissions. “I see this as another major example of the port’s commitment to the environment and our
local community,” said Kenneth S.
Katzoff, President of the Oakland Board
of Port Commissioners. “It is an initiative that we believe will contribute
greatly to all of our collective efforts to
improve air quality.”
Port officials estimate that there will
be around 80 qualifying truck owners
who will be eligible for up to US$25,000
each in incentive funding to replace their
1986 or older truck with a 1999 or newer
truck.
The port has recently introduced its
own version of the LA/LB PierPass
scheme designed to avoid gate congestion in peak hours, with a pilot programme under way at the SSA Marineoperated Oakland International Container Terminal (last month’s WorldCargo
News p25).
October 2005
http://offhighway.dana.com/c21
© 2005 Dana Corporation
9
Section 3
7/11/05
1:43 PM
Page 10
Experience the
Progress.
Liebherr-Export AG
General-Guisanstraße 14
CH-5415 Nussbaumen, Switzerland
Phone: +41 56-296 1111
Fax:
+41 56-296 3900
www.liebherr.com
The Group
Section 3
16/11/05
11:41 AM
Page 11
WorldCargo
news
PORT NEWS
Teesport Charleston’s equipment spree
takeover
on cards?
the number of Konecranes’ RTG-16s at
Charleston and the earliest 1 over 4s have
been raised to 1 over 5.
The Wando Welch Terminal and
North Charleston Terminal will each receive two new cranes, which are expected
by early 2007. Also approved were engineering, quality assurance and electrical
services associated with construction and
installation of the new cranes.
Various upgrades will also be made to
container handling equipment. In particular, 13 full container handlers will be converted to 4-high stacking, while two full
container handlers, two empty container
handlers and two lift trucks for vertical
chassis storage (ie fitted with chassis rotators) will be acquired (Gregory Poole US$2.62 mill).
All of the planned work and equipment will be funded internally by the
ports authority’s earnings and from the
proceeds of revenue bonds and not
through tax dollars.
“These projects will give us new capacity and serve as the bridge to port expansion on the former Charleston Naval
Complex,” said Bernard S.Groseclose Jr,
president and Chief Execitive Officer of
the ports authority.
at
05
s 15 20
tu D s
si d ca
Vi an eri nah
St m an
A v
C Sa
TO
UK ports operator PD Ports plc, recently
tipped in the UK financial press as a likely
candidate for a takeover, has indeed announced that it has received a “preliminary approach” from an unnamed party,
widely believed to be Australia’s Macquarie Bank Group. The latter has just
acquired the Isle of Man Steam Packet
Company from Montagu Private Equity
in a deal said to be worth £225 mill.
Macquarie manages more than £13
bill of infrastructure investments around
the world and its British interests include
South East Water, Birmingham and Bristol airports and the M6 toll road.
The bidder may be banking on PD
Ports getting the go-ahead from the
British government for its planned, £500
mill deepsea container terminal at
Teesport. PD Ports has long argued that
Britain’s new deepsea container capacity needs to be created outside the south
east, which is not only congested, but
also increasingly remote from the most
important national container stripping
points located in the north, exacerbating road and rail transport problems.
It unsuccessfully lobbied the government to prioritise its scheme ahead of
P&O Ports’ London Gateway project.
Now that the latter has got the go-ahead,
its best hope is to slot in ahead of
Hutchison’s Felixstowe South and Harwich schemes. If both of these get the
green light then, adding them to London Gateway, demand for new capacity
outside the south east will, by PD
Teesport’s own admission, be killed off
for the next 10-15 years (see WorldCargo
News July 2005, p6).
PD Ports raised almost £200 mill
from an initial public offering in July last
year and earmarked the proceeds to finance the deepsea terminal project,
which would have an eventual capacity
of 1.5 mill TEU/year. Earlier last year it
was acquired by Stewart Collins, a London brokerage, from Nikko Principal Investments.
● Hutchison Port Holdings (HPH) has
announced that the Port of Felixstowe
handled record-breaking intermodal rail
traffic in the month of September 2005
- 32,386 containers. There are now 24
inbound and 23 outbound trains/day
from the port’s North and South rail terminals. On average about 21 per cent of
inland moves over Felixstowe move by
rail but the percentage in September was
somewhat higher than that, said a port
spokesman.
In order to handle growth over the next
five years, the South Carolina State Ports
Authority (SCSPA) Board has approved
seven contracts totalling US$63.7 mill
for new equipment and terminal improvements at the Port of Charleston.
They cover four new superpostPanamax container cranes from ZPMC
(US$33.155 mill), engineering services
related to the new cranes from GBB,
Inc (US$718,000), 16 new 1 over 5
RTGs from KCI Konecranes
(US$25.84 mill), and a new electrical
substation for cranes from SCE&G
(US$1.36 mill). This will bring to 41
Charleston expects permits for a
new 3-berth, 288-acre container terminal to be received by August
2006. Completion of Phase I is expected by 2011. “[This] action shows
we’re committed to a strategic expansion of the Port of Charleston’s container handling capabilities,” said
Groseclose, who has been chosen as the
new chairman of the AAPA’s board of
directors for 2006. “Our customers are
ready to grow, and we’re ready to serve
them.”
Charleston’s container volume rose
14 per cent in the fiscal year that ended
June 30, reaching an all-time record of
1.97 mill TEU. This is more than double the volume the port handled just
10 years ago in fiscal 1995.
Göteborg’s
big spend
The biggest investment package in the
Swedish Port of Göteborg’s history - the
enhancement of the container terminal
and the adaptation of the ro-ro terminal
to a partly new role - will be inaugurated
at the end of this month.
The container terminal substructure
has been strengthened to accommodate
an increased water depth alongside as well
as higher loadings from heavier containers and bigger container cranes. The roro terminal has been similarly reinforced
to take more traffic and heavier cargo,
which is underpinned by its transhipment
role in the export of paper and board from
Sweden and Finland.
A new ro-ro linkspan will be delivered on Friday October 21, and will be
fitted to an existing, but modified, concrete ramp to add flexibility in terms of
ramp height and ramp angles.
The new linkspan will serve the common user berth 702 on the east side of
the Älvsborg ro-ro terminal and will initially be used primarily as a resource for
intermodal paper-load transhipment.
October 2005
11
Section 3
7/11/05
1:53 PM
Page 12
WorldCargo
news
PORT NEWS
Lyttelton advances inland
Lyttelton Port Company (LPC) has become the latest New Zealand port to invest in an inland freight distribution business after entering into a conditional
agreement to purchase NZ Express Transport Limited (NZE). This company operates a depot services and distribution
business from a 9.5 hectare site at
Woolston, just 6 km from the Lyttelton
Container Terminal (LCT) and connected
by road and rail links.
The NZE site provides the port with
valuable extra land for LCT, which occupies just 8.5 hectares and is under pressure after volume grew 10 per cent in the
year to July to reach 177,000 TEU. LCT’s
CEO Peter Davie said the additional land
“provides us with substantial close proximity wharf capacity, with the ability to
optimise container movements, both on
and off wharf.”
He would not comment on any plans
for a rail shuttle between Woolston and
Lyttelton but this would be a difficult
expense to justify for a rail journey of
just 6 km.
Davie said the purchase was driven by
twin opportunities to expand land holdings and expand vertically into the supply chain. NZE offers depot services such
as container repair and washing but it is
mainly a transport business, operating 30
trucks and 45 chassis.
At this stage LPC does not need to
add further container handling equipment at Woolston but it is considering
how to link the site to its existing Navis
SPARCS software. LPC will be one of
the first terminals to move to the new
Navis platform, N4, early next year and
it is likely this issue will be addressed at
that time.
The Port of Lyttelton wants to move further
up the value chain
Apapa deal
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APM Terminals (APMT) has finally put
pen to paper on its 25 year contract to
operate the container terminal at the port
of Apapa in Nigeria. The concession was
awarded several months ago but ran into
a storm of controversy (see WorldCargo
News March 2005, p23).
APMT will trade in Nigeria as APM
Terminals Apapa Ltd. A key element of
the company’s bid was its pledge to combine local knowledge with international
expertise.The government hopes that the
role of Apapa, one of the Lagos ports, can
be expanded significantly over the next
few years.
APMT chief executive, Kim Fejfer,
commented, “We have been very satisfied with the port privatisation process in
Nigeria and we commend the Bureau of
Public Enterprises (BPE), the Federal
Ministry of Transport and the Nigerian
Port Authority for their professionalism
and the transparency of the process.”
As part of its tender, APMT is committed to employing and training a high
percentage of Nigerian staff.“We have an
ongoing commitment to the development of staff wherever we operate. Our
business plan includes focus on the continued training and development of our
staff to facilitate the development and
operation of Apapa Container Terminal
to world class standards,” Fejfer said.
APMT plans to invest in the yard area,
in new ship-to-shore gantry cranes and
other handling equipment.
...operators
announced
Following the completion of APMT’s
contract to manage Apapa Container Terminal, the results of the tenders for the
other two main Lagos facilities - Tin Can
Island and the ro-ro terminal - have been
unveiled. Bids closed on 8 July this year
and the comparison of financial bids had
to wait for the assessment of technical bids.
Comet Shipping Agencies Nigeria
Ltd was the only party to bid to manage
the ro-ro terminal, with an offer of
US$125 mill over the 15 years of the
contract.The three Tin Can terminals A,
B and C, went to Joseph Dam and Sons,
Tin Can Island Container Terminal Ltd
and Sifax Nigeria Ltd respectively, with
bids of US$14.6 mill, US$83.2 mill and
US$104.4 mill.Tin Can Island Container
Terminal Ltd, which comprises Bolloré
and Gold Star Lines, is expected to boost
container handling capacity to over
70,000 TEU/year.
A P Møller submitted the highest bid
of US$9.6 mill for a 10- year contract to
manage the Lily Pond inland container
depot, although some reports within Nigeria indicate that the award of the Lily
Pond concession may be postponed by
the Bureau of Public Enterprises.
The Nigerian Minister of Transport,
Abiye Sekibo, commended A P Møller’s
high standards and said that he hoped
the company would be able to encourage greater efficiency throughout the Nigerian port sector.
October 2005
Section 4
4/11/05
6:30 AM
Page 13
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Section 4
16/11/05
12:49 PM
Page 14
WorldCargo
news
PORT NEWS
Suape ambition on course Containers pile
up in Mombasa
Suape Container Terminal (SCT)
in Pernambuco, north east Brazil,
is progressing with its aim of
achieving hub status with the acquisition of new container handling equipment and the completion of more infrastructure improvements.
International Container Terminal Services Inc. (ICTSI) subsidiary Tecon Suape SA (TSSA),
which operates SCT, has invested
some US$17 mill in two new
post-Panamax quay cranes and
two RTGs manufactured by
ZPMC and the construction of a
30,000 m2 storage area. Around
US$65 mill has now been invested
in the facility since 2001 when
TSSA took over operations.
“We are commissioning new
container handling equipment at
SCT to better accommodate the
surging volumes in the terminal.
Our export boxes were up to 20
per cent in August compared to
the same month of last year,” said
ICTSI chairman and president
Enrique . Razon Jr. “Before the
end of the year, we are expecting
SCT’s two new post-Panamax quay cranes and two RTGs. delivered by ZPMC,
will be operational in the middle of next month
to handle 185,000 TEU, a 35 per
cent increase from 2004.”
Sergio Kano, TSSA chief operating officer, added,“We are preparing SCT to be the next hub
port not only in Brazil, but in the
South Atlantic.The terminal is fast
becoming a hub for the region’s
European-Latin American trade.”
With the new equipment,
which will be operational in midNovember, SCT’s container handling equipment fleet now totals
four ship-to-shore cranes and four
RTGs. Annual handling capacity
will rise to 500,000 TEU.
The Kenyan port of Mombasa has
again been hit by serious delays.
The port has the capacity to hold
about 6000 containers but is now
struggling to cope with over 7000
and containers are reported to be
piling up on the dockside.
Rapidly rising demand is at the
heart of the problem but the
Kenya Ports Authority (KPA) has
blamed the situation on a lack of
freight capacity on the Kenya
Railways Corporation (KRC) line
from the port to Nairobi and on
to Kampala in Uganda.
In the past, many containers
have been transported to Nairobi
by road in similar circumstances,
but the road haulage sector is also
unable to cope with rising demand.The introduction of Mombasa’s much vaunted electronic
documentation system does not
yet appear to have solved the
port’s problems and the Kenyan
authorities seem to be pinning
their hopes of a long term solution on the planned private sector takeover of the railway.
Even if the tender process is
successful, however, any substantive improvements in rail freight
delivery will probably take years
rather than months to filter
through.
Logistics and shipping companies that fail to move empty containers from the dockside have also
attracted some criticism. KPA
manag ing director Brown
Ondego, said, “All government
agencies at the port are holding
consultations to address the issue
of off-take of containers and one
option we are looking at is transferring customs clearance services
to off dock facilities.”
A similar problem in Nigeria
has resulted in the imposition of
fines by the Ministry of transport.
Companies failing to remove
empty containers will be charged
US$200 per container per day.
● Mombasa’s stranglehold on the
Kenyan and Ugandan markets
could be broken within the next
few years. The government and
the KPA are examining the options for the construction of a second major port in Kenya at either
Lamu or Shimoni. Lamu is seen
as the most likely option.
Fruit deals
in Antwerp
Netherlands-based reefer operator
Kloosterboer has sold on its Antwerp fruit handling operations to
Sea-Invest within days of buying
them from PSA-HNN. Sea-Invest
controls Belgian New Fruit Wharf
(BNFW) and will integrate the
former PSA-HNN facility in the
Hansadok with the adjacent
BNFW installations in the
Leopolddok to form one terminal with a quay length of 1800m
and a surface area of 50 hectares.
The fruit terminal at the Sixth
Havendok acquired by Kloosterboer from PSA-HNN has also
been sold onto Sea-Invest.
Kloosterboer, which recently
sold some of its Dutch cold stores
to Samskip (see WorldCargo News
April 2005, p17), reportedly paid
€20-25 mill for the PSA-HNN
facilities but the on-sale price to
Sea-Invest is not known.
Fruit handling was not considered “core business” by PSA,
but even under PSA’s control
HNN tr ied to win a large
Chiquita contract from BNFW.
Not only did this move fail, but
BNFW countered by winning a
major Dole contract from HNN
with effect from next year.
Both PSA-HNN terminals
were operated by Noord Natie,
which merged with Hessenatie to
form HNN before the group was
acquired by PSA.
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14
October 2005
Section 4
7/11/05
3:10 PM
Page 15
WorldCargo
news
PORT NEWS
Yangtze port stake for Macquarie New Azov box terminal
Singapore-listed Macquarie International
Infrastructure Fund (MIIF) is paying up
to Yuan753 mill (US$93 mill) for a 38
per cent stake in Changshu Xinghua Port
(CXP), a multi-purpose facility on the
Yangtze River.
MIIF will take the stake by acquiring
40 per cent of Singapore Changshu Development Company (SCDC), which developed the port, 90 km west of Shanghai in China’s Jiangsu province, and has a
95 per cent interest in it.
Singapore-listed shipping group PanUnited Cor p has an 80 per cent
shareholding in SCDC, with Petroships
Investment of Singapore and Singapore-
Suzhou Township Development (SSTD)
holding the remainder..
Pan-United will sell 26 per cent of its
shareholding in SCDC, reducing its effective equity stake in CXP from 72 per
cent to 51.3 per cent, SSTD 10 per cent
and Petroships 4 per cent.
MIIF will pay Yuan537 mill up front
for the port, with the remainder to be
paid over the next three years, subject to
meeting certain performance targets.
A third phase expansion of CXP will
be completed by the end of the year, increasing the number of berths to eight
and raising annual cargo handling capacity from 5 mill to 10 mill tons.
The port, which became operational
in 1997, was ranked No 7 river port in
China by volume last year. Apart from
bulk and conventional cargo, CXP handles about 100,000 TEU of containers a
year.
“CXP is a high quality port with a
deep natural draft and is the furthest point
upstream from Shanghai able to efficiently
accommodate larger vessels,” said MIIF
managing director Gregory Osborne.
Pan-United chief executive Patrick
Ng said the group would also focus on
developing terminals for cement and soya
bean imports and ocean-to-river transhipment business.
A US$35 mill international container
terminal, with a capacity for 30-35,000
TEU/year, is due to commence operations shortly at Russia’s Port of Azov
(MSPA).
The small facility has an area of 5hectares with a container yard able to
store up to 2000 TEU and the single
berth is 280m long. It has been built
and equipped by its major shareholder,
ZAO-S, a privately-owned building
materials manufacturer based in Moscow, which owns 41 per cent of MSPA.
The Russian Federal Property Ministry is the other large shareholder, with
a 25.5 per cent stake.
ZAO-S director general Adrian
Sinebok believes that the new terminal
will release the market’s demand for a
network of regular container services
connecting Russia’s south with other
Black Sea ports in Ukraine, Moldova,
Bulgaria and along the Danube delta.
The Russian part of the Sea of Azov
currently has two ports handling container traffic.Taganrog caters for the automotive component import requirements of the local motor works, while
a regular service links Yeysk with Ravenna in Italy. However, these facilities
are limited and most containers have to
be trucked in, which is expensive.
Batam hub
port plan
The Indonesian government plans to develop Batam island, now a free trade zone,
into an integrated sea and air cargo hub
offering the same international standards
as neighbouring Singapore.
“The government is considering
whether to develop Batam into a free port
that will compete head-to-head with Singapore, or whether it will complement the
city-state’s port,” Coordinating Minister for
the Economy Aburizal Bakrie said.
To this end, the government has formed
an advisory panel, which includes Trade
Minister Mari E Pangestu,Transport Minister Hatta Radjasa, Industry Minister
Andung Nitimihardja and Public Works
Minister Djoko Kirmanto. The panel will
hold its first meeting this month.
Located some 20 km from Singapore,
Batam has become one of the most attractive manufacturing locations in South
East Asia, hosting some 600 foreign companies and absorbing over US$3 bill in
foreign investment. Hatta said the government had registered Batam’s Nipah Island with the International Maritime Organisation as a transit port for ships to take
on food, water and other supplies before
entering Singapore waters.
Aburizal said the government would
also encourage cargo handling operations
at Batam’s Hang Nadim International
Airport. “The airport has potential for
such an industry, as it has the best facilities in the country as well as the longest
runway,” he said.
Mari said the Batam Free Trade Zone
(FTZ) would be extended to include
Rempang and Galang islands. The government has also upgraded the status of
the Batam Industrial Bonded Zone,
Bintan Industrial Estate and Karimun
Industrial Estate.
Nacala not
for Tertir
Dear Sir,
I have been for many years a reader of
WorldCargo News and I usually find the
information given is valuable, in spite
of being sometimes inaccurate or incorrect. This is what happened in the
article published on page 14 of the
July 2005 issue, under the title “Nacala
under fire.”
Actually, the SDCN consortium
responsible for the port and rail operation of the Nacala Corridor includes neither Tertir of Portugal nor
Rennies of South Africa.
Please note that Tertir withdrew
three years ago, long before the concession was taken over, due to our lack
of confidence in the capacity of RDC
to run the Nacala railway properly.
Unfortunately for Mozambique, the
present situation confirms that our
doubts were grounded.
Yours faithfully,
Claude Bouyssière
Member of Tertir Board
Lisbon, Portugal
October 2005
15
Section 4
7/11/05
3:14 PM
Page 16
WorldCargo
news
PORT NEWS
New terminal for Vlissingen Global box operators
Although the development of the Westerschelde Container Terminal (WCT) at
Zeeland Ports (ZP)’s Port ofVlissingen has
stalled, a new container/multi-purpose terminal is to be constructed at the port.The
project is a joint venture of Sea-Invest (70
per cent) and Zuidnatie and represents both
parties’ first stevedoring operation in the
Netherlands and Zuidnatie’s first outside
Antwerp. It is also Sea-Invest’s largest container handling commitment to to date.
Planned start up is late 2007/early 2008.
As the site in the Scaldia Haven is designated for terminal development and related
activities, no full planning approval is required, unlike WCT.The terminal will have
a 900m quay, with a minimum water depth
alongside of 14m, along with a 250m transversal quay. The main quay will be fitted
with rails to support initially at least two
and perhaps three Panamax gantry cranes,
possibly sourced second-hand, which will
be backed by high capacity harbour mobile cranes able to work both quays.
The quay walls will be developed by
ZP and the joint venture is responsible for
paving the CY and other storage areas on
the 53 hectare site. Yard handling systems
have not yet been decided, although reach
stackers would provide a flexible first stage.
The facility will also be able to handle general and project cargo and provide ancil-
lary sevices such as CFS, consolidation,
container repair, etc.
The terminal will have rail and inland
waterway links, while the local road network is relatively uncongested and the new
Westerschelde tunnel provides easy access
to Antwerp.With PSA-HNN increasingly
focused on containers, there may be an opportunity to attract operators employing
multi-purpose tonnage who may not now
be receiving the same level of service as
they did from HNN.The terminal is tidal
and the shorter sailing time compared to
Antwerp and negotiating the locks there
offsets the extra distance from the Antwerp
market.
continue to dominate
UK-based Drewry Shipping Consultants
Ltd has released its latest port sector report, Annual Review of Global Container
Terminal Operators 2005, which highlights
the increasingly powerful position that
global box terminal operators enjoy.
Aided by strong growth in global container trade, driven to a large extent by
the booming export-orientated economies of China and India, 2004 was a banner year for the global terminal operator
community, the report says. According to
Drewry, this group handled over 234 mill
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16
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TEU last year, which was more than 24
per cent up on 2003 levels.
This means that almost 60 per cent of
global container throughput is now handled by a relatively small group of companies that have terminal facilities in more
than one geographical region.
The report notes that the four leading global terminal operators - Hutchison
Port Holdings (HPH), PSA International,
APM Terminals (APMT) and P&O Ports
- between them handled around 135 mill
TEU in 2004. As a result, these companies handled more than a third of global
container terminal throughput.
HPH upped its market share with an
increase of around 15 per cent in global
volumes to 47.8 mill TEU, and topped
the league table in 2004 ahead of PSA.
The Singapore-based operator also
achieved a growth rate of around 15 per
cent and handled 33.1 mill TEU in 2004.
Drewry forecasts, however, that PSA
will be overtaken in second position during 2005 by APMT, whose global
throughput surged by around 49 per cent,
to 31.9 mill TEU in 2004. Following its
success in securing further concessions
this year, another year of significant
growth is certain in 2005, the report says.
P&O Ports lost ground to APMT last
year but still achieved a growth rate in
throughput terms of around 37 per cent.
There are some emerging challengers
to the global terminal quartet, the report
notes. In particular, Cosco, and its Cosco
Pacific affiliate, which was ranked fifth in
2004, is rapidly gaining ground. Cosco
terminals handled 13.3 mill TEU in 2004,
80 per cent up on the year before. As a
result of this dynamic growth, Drewry is
predicting that the Chinese group will
become the fourth largest global operator within the next few years.
Drewry also highlights the rapid rise
of another global terminal operator. Dubai
Ports Authority and its Dubai Ports International arm (now consolidated under the DP World banner), has diversified
the scope of its operations away from a
heavy dependence on its home port operations through the acquisition of CSX
World Terminals, which has given it a
stake in terminals in the Far East, Australia, Germany, the Caribbean and South
America. In addition, DP World has
proved successful in acquiring terminal
opportunities in the fast-growing markets
of India and Eastern Europe.
Another of the rising stars of the global terminal operating community is
Mediter ranean Shipping Company
(MSC).The Geneva-based carrier is supporting its deepsea container shipping
business by making strategic investments
in container terminals in Northern Europe and the Mediterranean,and is ranked
10th in 2004, having risen from 17th place
in the global terminal operators league
table in 2002 and 12th in 2003.
MSC is not alone amongst the major
shipping lines in looking to expand its
container terminal operations. Indeed,
Drewry’s analysis of confirmed investment
plans shows that a significantly larger proportion of global container terminal capacity will be held by carrier-based terminal operators by 2010. MSC will increase its terminal capacity by an average
of 15 per cent annually between 2004 and
2010, Drewry suggests, while there will
also be strong growth for Hanjin and
CMA CGM within the container terminal sector, as well as by Cosco.
While the ranking of the major global terminal operators is subject to change,
Drewry suggests there is limited scope for
new entrants to force their way into this
global terminal operators “club.” China
Merchants and China Shipping are, however, identified as being two companies
with the capability to become genuine
global terminal operators over the coming years.
The report is available from: Neil
Davidson, Drewry Shipping Consultants Ltd.
Telephone: +44 (0)20 7538 0191. E-mail:
[email protected]. Individual copies are
priced at £1195 (print and PDF) or £950
(PDF only).
October 2005
Section 5
7/11/05
10:37 PM
Page 17
WorldCargo
news
PORT NEWS
Construction deal
for DCT Gdansk...
...don’t forget
Swinoujscie
Dear Sir,
We read with interest your brief article
“Polish promise” in the August 2005
issue of WorldCargo News (p20). As a
supplement we would like to present
information about our container terminal in the Port of Swinoujscie, which
was not mentioned, although you previously reported it in WorldCargo News
in December 2003 (p7).
The VGN Polska Terminal is the
only working deepwater container
terminal in the South Baltic. The
330m long quay has a maximum allowable draft of 13m, which will be
increased to 13.2m by end of this year.
The terminal is equipped with a 45
tonne Kocks Panamax gantry crane, a
Voest Alpine gantry crane, two
Reggiane RTGs, two Kalmar and two
Hyco Boss reach stackers, terminal
tractors from Terberg and Sisu and
trailers from Planmarine.
Considering the hundred millions
of dollars investment plans of DCT in
Gdansk, we would like to point out that
our deepwater terminal is already a fact.
The geographical and nautical location
as a first or last deepwater terminal in
the Baltic makes it the ideal point for a
hub for 3500-4000 TEU ships. With
relatively small investment (lengthening the quay by 85m, installing another
Panamax crane by the end of 2006) the
terminal offers many possibilities.
From March of this year VGN has
been connected with Hamburg and
Bremerhaven by regular, weekly calls
from feeder line Baltic Container Line.
In the first seven months of the year
the terminal handled 2200 TEU,
mainly exports, providing not only
typical terminal services but also a full
scope of container logistics (bookings,
precarriage, customs brokerage).
As of August the terminal has been
connected to the hinterland by the
first private container shuttle train in
Poland, which delivers containers from
Brzeg Dolny rail ter minal, near
Wroclaw, twice a week. This inland
rail terminal was jointly opened by
VGN and PCC Rail Container.
The VGN terminal offers access to
the river and canal systems of Central
Europe, via the Oder, an excellent train
connection to the Silesia region and
good nautical location near the main
shipping routes of the Baltic Sea.
port in the southern Baltic, with Phase 1
able to handle 500,000 TEU/year as well
as ro-ro traffic. Sutcliffe and a handful of
others began work on the project five years
ago and formed DCT Gdansk SA in 2003.
DCT Gdansk has confirmed last
month’s WorldCargo News report (p1) that
it is in discussion with Liebherr regarding three ship-to-shore container cranes.
It adds that the CY will be an RTG operation from Day 1.
TEREX Fuchs Loading Machines
’
Machines may include special equipment
DCT Gdansk SA and Hochtief Construction AG Infrastructure Polska have announced the start of the main contract to
build the new deepsea container terminal at Gdansk.Already several months have
been spent clearing the site of various
World War II explosives and bunkers.
Hochtief Polska will execute the €190
mill construction project in collaboration
with Hochtief NL Civil Engineering and
Marine Works, Hochtief group’s worldwide competence centre for marine infrastructure projects.
According to James Sutcliffe, CEO of
the UK-based DCT Gdansk consortium,
the terminal will be ready in May 2007
and “will be able to service international
container shipping and international trade
on a level that has not been possible before in Poland.The fully independent terminal will provide world class facilities to
some of the largest container shipping
lines, with the firm objective of being the
main hub for the Baltic.”
DCT Gdansk is touted as becoming
the largest ice-free, independent container
Sinotrans Container Line’s JIN DA
recently called at Shantou International
Container Ter minals (SICT) to
inaugurate a new weekly service linking
Shantou with Xiamen and Manila.
“Following the launch of a ShantouKorea service early this year, the
Shantou-Manila service is SICT’s third
intra-Asia service. We will continue to
develop more direct services to Shantou
in future,” said SICT general manager
David Wu. SICT is a joint venture
between Hutchison Delta Ports (HDP)
and the Shantou Port Authority and
was the first dedicated container terminal
in Shantou in south China’s
Guangdong Province having started
operations in 1997. It forms part of the
HDP network, whic h currently
comprises three coastal and three river
ports in southern China
585
w MHL
e
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a
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The
standa
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in
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ent
— Pion
. Excell
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a
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o
s.
large f
s’ hold
to ship
in
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visibil
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boom p
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Mon
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Extend reaches. Operate in many more sites
Tricky port manoeuvring is child's play for our loading machines. TEREX Fuchs' competitive edge in
material handling offers you lots of benefits for loading and unloading ships and at port stockyards in
general.
Powerful Deutz Diesel engines with high power-train dynamics and strict exhaust emission
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sided vessels.
The monobloc booms can go deep inside the ship's belly even in high-
And thanks to their gigantic reach they offer an optimum working radius.
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All components and assemblies are conveniently located for ease of servicing, minimising operating
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TEREX Fuchs' highly
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Engine kW/hp
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44.0/97,000
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solutions for the entire
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21.0/68.9
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0.8/1.0
1.4/1.8
1.4/1.8
1.4/1.8
material handling industry.
MHL 585
The Power to
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Yours faithfully,
Marcin Czachorowski
VGN Polska Ltd
Swinoujscie, Poland
October 2005
Fuchs-Bagger GmbH & Co. KG • D-76669 Bad Schönborn • Germany • Phone: ++49
(0)7253/ 84-0 • Fax: ++49 (0)7253/ 84111 • www.fuchs-terex.de • [email protected]
17
Section 5
16/11/05
1:52 PM
Page 18
WorldCargo
news
PORT/INLAND/INTERMODAL NEWS
APS bags APMT Three scenarios for
Johor Port-MMC deal
tracking contract
APS Technology Group (APS)
has been awarded a contract by
APM Terminals (APMT) to provide a rail equipment tracking
system for the Pier 400 container
facility in Los Angeles.
The solution will include
two of APS’s latest products, Rail
OCR Portal and RailTrack,
which will provide the terminal
the capacity to identify automatically containers on railcars
and track their exact GPS location as they are parked on one
of the 12 on-dock rail tracks.
“The Pier 400 facility led the
industry in using APS’s OCR
technology to automate gate operations over three years ago,”
noted APS’s director of business
development Hal Warfield.“They
are now focusing the same attention on automating their rail operations by leveraging proven
technology from APS.”
Speculation that Malaysia’s Johor
Port (JP) may be privatised or acquired by Malaysia Mining Corp
(MMC) has resurfaced, prompting some analysts to theorise that
the move now makes sense.
MMC, which has a 50.1 per
cent stake in the Malaysian Port
of Tanjung Pelepas (PTP), is 40 per
cent owned by tycoon Syed
Mokhtar Al-Bukhary.
In a report, OSK Research
manager Chris Eng has suggested
three hypothetical scenarios.
In the first scenario, JP is taken
pr ivate by Seaport Ter minal
(Johor), which has a 51.74 per cent
stake in the port. In the second,
MMC makes a cash offer, and in
the third MMC offers a share swap
for Seaport Terminal’s stake in JP.
“In terms of the offer price for
JP shares, we are assuming M$2.50
(US$0.64) based on the company’s
net tangible assets,” he said.
Eng believes that in all three
scenarios, it makes economic sense
for Seaport Terminal to take JP
The installation will include
two double-stack capable Rail
OCR Portals that will capture
and identify the railcars (via
AEI) and containers (via OCR).
The RailTrack portion of the
solution will utilise APS’s patent-pending, vision-based
tracking software with 15
CCTV camera arrays installed
on light poles adjacent to the
on-dock rail area.
These camera arrays interface with RailTrack software
that identifies and follows moving objects below, continually
updating the Navis terminal
operating system with the location of the train cars. The combination of RailTrack and the
two OCR Portals allow “virtual
trains” to be assembled and
tracked providing a completely
automated real-time rail system
inventory, says APS.
private, or for MMC to acquire
either Seaport Terminal’s stake or
to take 100 per cent of JP (in the
event that a waiver for a general
offer is not granted).
“As such, a privatisation or acquisition of JP could indeed be on
the cards,” he said, adding that the
most beneficial option for JP
shareholders would be a cash offer of M$2.50 per share.
Eng said that during a recent
meeting with JP managers, he
noted that they no longer maintain the stance that there are minimal synergies between JP and PTP,
and that JP operations should be
kept separate. “We believe this
change of stance is a signal for
greater cooperation in the future,
whether or not any corporate exercise takes place,” he said.
Malaysia’s third largest port, JP
handled 413,330 TEU in the first
half of this year, up 5 per cent over
the same period last year, indicating the full-year figure will be just
short of the 1 mill TEU mark.
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Last month Impsa Port Systems handed over for commercial operations the
first of three ship-to-shore gantry cranes ordered by South African Port
Operations (SAPO) for Durban Container Terminal.The main structures
of the crane and the drive systems were manufactured in South Africa and
assembled and erected in the area allocated by SAPO close to the terminal.
The 45m outreach (16-across) cranes have an SWL of 40 tons for container
handling and 65 tons under heavy lift beam and are fitted with a crane
management system incorporating the latest technology
Competition takes
toll on Shanghai
Shanghai Port Container (SPC),
the listed subsidiary of Shanghai
International Port Group (SIPG),
has posted disappointing thirdquarter results, indicating that
competition between Chinese
port operators is getting tougher.
SPC’s profit for the three
months ended September rose just
2 per cent year on year toYuan329
mill (US$40.5 mill), compared
with a 20 per cent growth for the
same period of last year, although
revenues increased 14 per cent to
Yuan11.6 bill.
The company said its bottom
line was dented by a massive increase in finance costs, which rose
135.4 per cent to Yuan77 mill in
the quarter. Profit for the first nine
months rose 9 per cent to
Yuan966.9 mill on the back of a
13 per cent increase in revenues.
Despite three typhoons,
throughput at Shanghai in September rose 19.2 per cent year on
year to 1.56 mill TEU, pushing the
nine-month total to 13.33 mill
TEU, up around 26 per cent over
the same period of last year.
SIPG has asked container lines
to shift their European services to
Shanghai’s new deepwater port at
Yangshan islands, the five-berth
Phase I of which will become
operational next month.
Eurotunnel job axe
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With igus® Rol E-Chains® (1) drive power can be lowered
by minimum 75%. More then 150 port cranes already operate with Rol E-Chains® rather then sliding E-Chains®. Lownoise features make demanding environmental designs
possible. New Super-Alu guiding trough (2) offer additional
built-in noise absorptions. A complete range of igus®
Chainflex® cables, from optic fibres to 6/10 KV cables and
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igus® GmbH Spicher Str. 1a D-51147 Köln
Tel. +49-22 03-96 49-0 Fax +49-22 03-96 49-222 [email protected]
Please phone our offices:
Austria
Belgium
Brazil
Canada
China
Denmark
+43-7675-40 05-0
+32-16-31 44 31
+55-11-56 41 56 62
+1-905-760 84 48
+86-21-63 86 94 30
+45-86-60 33 73
France
Great-Britain
India
Italy
Japan
Mexico
+33-1-49 84 04 04
+44-1604-49 00 00
+91-80-851 50 06
+39-039-50 86 05
+81-3-38 46 94 21
+52-722-271 42 73
Netherlands
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Portugal
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+31-346-35 39 32
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Spain
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+34-93-647 39 50
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18
A total of 900 employees, or 28
per cent of the current workforce,
will have left Eurotunnel by June
next year. They will all be voluntary redundancies, says the company, and are split roughly evenly
between the UK and France.,
The retrenchment is part of
Eurotunnel’s new business model
designed to align transport capacity more closely to fluctuations in
demand. “We need a company
that is more flexible, more reactive to our markets, and more in
tune with the needs of our clients,” said chairman and CEO
Jacques Gounon.
The troubled Ango-French
company is at a crucial stage of
talks with creditors regarding the
rescheduling of €9 bill of debts
and is seeking a two year suspension of payments from January next year.
Oz military goes
commercial
The Australian Department of
Defence (DoD) has announced
that a commercial contractor will
soon be employed to assist with
planning logistics for military operations to improve reaction time
and efficiency.
Defence Minister Robert Hill
said an invitation to register had
been advertised seeking a commercial planning partner to provide commercial expertise and advice on capabilities covering a
range of contingencies.
A range of DoD domestic logistics tasks is already undertaken
by the specialist joint venture
Tenix Toll, which manages and
operates 23 sites, 250 facilities and
860 staff located in every Australian state and territory
Hill said employing a commercial contractor for specific
operations would enable the DoD
to respond rapidly in engaging
contractors leading to efficiency
improvements. “Defence plans to
expand the use of contractors in
operations and a commercial planning partner will help to develop
options with a better understanding of private sector capabilities,”
he said.
“Defence has learned a great
deal about logistic needs from Operation ANODE in the Solomon
Islands and Operation SUMATRA
ASSIST in Indonesia.
“Our ADF personnel have already proved their effectiveness in
providing urgent assistance to communities responding to natural disasters such as the tsunami and to
security incidents such as the Bali
bombing in October 2002. This
proposal will provide an even better capacity to respond to operational and humanitarian tasks.
“Timely commercial advice can
greatly assist the ADF in rapidly
reacting to situations such as urgent
humanitarian or disaster relief. We
therefore need to keep all options
open in finding the most responsive support solution,” Hill said.
The engagement of a planning
partner for operations is consistent with arrangements being applied in the United States, the
United Kingdom and Canada.
October 2005
6:56 AM
Page 19
ZPMC supplies a complete range
of Portside products including:
Quayside Container Crane
4/11/05
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quality cranes
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Floating Crane
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Rubber Tyred Gantry Crane
High
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ZPMC News Update
Twin 40’ Quayside Container Crane
The twin 40’ quayside container crane is ZPMC’s newest design, offering fast loading and unloading to meet
the demands of macro-scale vessels. The new crane can boost productivity by 50%. The Port of Dubai
ordered 4 twin 40’ quayside container cranes and Shanghai Wai Gaoqiao Terminal ordered one from ZPMC.
Now those cranes are all in operation. This year the Port of Dubai ordered another five twin 40 quayside
container cranes from us.
There are two independent hoisting system sets, connected by the upper sheave of the trolley and two
standard detachable telescopic spreaders. The spreader headblocks can change their relative positions
(separating, folding and V’shape) via oil cylinders to hoist two 40 containers.
The crane does not simply unite two sets of hoisting machinery. One of its significant features is the special
differential hoisting gear reducer. The reducer may dissociate and superimpose power - that is, it can
distribute the output power of the two motors to the two spreaders, as well as direct all the power to one
spreader. Thus, the crane can offer high speed and high efficiency while using one spreader.
Multi-Purpose Portal Crane
Section 5
www.zpmc.com
Its two-hoist system can handle two 40ft containers or four 20ft containers. The single-hoist system can
handle one 40ft container or two 20ft containers.
ZPMC is sure that its high quality and high-tech new generation of quayside container cranes will satisfy all its
customers.
3470 Pudong Nan Lu, Shanghai 200125, P.R. China
Tel: +86 21 58396666 Fax: +86 21 58399555 Email: [email protected]
Shanghai Zhenhua Port Machinery Co Ltd
Section 5
16/11/05
2:23 PM
Page 20
WorldCargo
news
INLAND/INTERMODAL NEWS
Partners
at war
over PN
Pau-Zaragossa rail freight?
There is growing popular support
on the Spanish side of the Pyrenees for reopening the PauZaragossa rail link, which crosses
the border in a tunnel near
Canfranc. The number of truck
trips on the nearby trunk road has
risen to 8000/day and there is
mounting concern for the local
environment as the number of
lorries crossing the Pyrenees
grows.
Various official studies have estimated the cost of rehabilitation
at around €330 mill and even a
lower official estimate of €220 mill
was deemed too expensive to be
cost-effective by RFF, the French
rail track authority.
However, two local associations, Creloc in France and Crefco
in Spain, have commissioned an
independent study from French
rail consultant Robert Claraco and
his conclusions, released in October, are somewhat different.
Claraco estimates that the line
could be made serviceable for just
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RFF can be convinced remains
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Claraco forecasts that freight
traffic could initially be around
250,000 tonnes/year and rise in
time to 2 mill tonnes/year. Revenue from passenger trains would
also be factored into the equation.
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Kursiu Linija has become the latest operator to opt for Container Leasing
(UK)’s 45ft palletwide high cube curtainside container design for its European
short sea operations.The Lithuanian operator has taken delivery of 100 units
built by CIMC at its dry freight specials plant in Nantong for service on its
routes linking Eastern and Western Europe.The 13.71m long x 2.55m wide
x 2.89m high units feature a patented cantilevered intermediate casting/offset
intermediate post arrangement, which provides a clear 12.61m side opening
on both sides of the unit, but still allows it to be lifted and stacked at the ISO
40ft position. Pallet stowage capabilities are identical to those of a 13.6m swap
body or trailer. “Kursiu Linija is moving over 120,000 TEU annually for
major shippers, linking low-cost Eastern European suppliers with retail chains
in Western Europe,” said Arijus Ramonas, managing director of Kursiu Linija.
“These curtainside containers allow retail shippers to ship goods in units which
match a full standard trailer size, cutting down handling and reducing costs for
the customer.” Kursiu Linija recently set up its own customer service offices in
Felixstowe, Rotterdam and Hamburg and invested in a single integrated IT
system across all of its offices
Two more shuttles
for Göteborg
Two more container rail shuttle
connections to and from the
Swedish Port of Göteborg were
due to be launched at the beginning of this month.
The new shuttles connect
dockside rail facilities at Port of
Göteborg to Örebro andVästerås.
Named Örebroexpressen and
Mälarpendeln, respectively, they
link the port with important midSwedish production and consumption regions.
Both services, which are operated by Tågfrakt, will operate
five days a week in each direction.
Meanwhile, the Swedish Rail
Administration has appointed the
contractor for a key component in
the “Triangle Track” project, which
Inland rail study - again
The latest Australian Federal Government study into an inland rail
link between Melbourne and
Brisbane appears to signal a new
determination to press ahead with
the project.
PPP?EIGHTH?WCN?CHESSPDF0Minister for Transport and Re-
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20
will provide a rail short-cut to the
Port of Göteborg trunk railway.
Work is scheduled to begin soon.
The new track, to be ready for
commissioning by August, 2007,
will allow trains ar r iving at
Göteborg from the north to go
directly to the west along the port
trunk railroad. Currently, those
trains have to go two miles to the
east to change direction and locomotive position before going
west to the port terminals. The
project comprises 1200m of new
track, 550m of which willl form a
bridge over land areas.
Port traffic via the Norway/
Lake Väner railroad will save 35
minutes per passage when the Triangle Track is completed.
gional Services, Warren Truss, announced that Ernst & Young had
been selected to manage the latest
evaluation, labelled North-South
Rail Corridor Study, which will
comprehensively examine future
freight demand and capacity, and
options for the vital MelbourneSydney-Brisbane rail corridor.
“Ernst & Young was selected
by the Department of Transport
and Regional Services after an
open tender process.The company
is required to complete the study
by 30 June 2006 and the report
will be made available for public
release,” Truss said.
“The North-South Rail Corridor Study will define fundamental economic and financial issues
associated with the future development of rail freight on this important transport corridor.
“The study will also examine
major issues such as the movement
of rail freight through the three
major capital cities, as well as major terminal and port interface issues,” he said.
It is projected that the freight
load on the Melbourne-SydneyBrisbane corridor will double over
the next ten years.
Truss said the current Australian Rail Track Cor poration
(ARTC) investment programme
will address the immediate needs
for this corridor, but it is important to ensure that future capacity
needs enable effective transport
corridor planning consistent with
AusLink, the government’s national land transport plan.
Despite low key beginnings, the
fight between 50:50 partners Toll
Holdings and Patrick Corporation over joint venture rail company Pacific National (PN) is now
being seen as crucial in the
former’s hostile takeover bid for
the latter.
As reported in last month’s issue of WorldCargo News (p19), the
dispute centres on PN’s activities
in Queensland, where, earlier this
year, it began above-track narrow-gauge operations under the
Queensland Competition Authority (QCA)’s rail access regime
in competition with the state
government-owned Queensland
Rail (QR).
Underpinning the initiative
was Toll North’s 2003 20-year
“take-or-pay agreement” with
PN that Patrick has since claimed
effectively locked up all of PN’s
Queensland capacity at preferential rates, costing PN some A$510
mill in lost revenue.
While Toll says the deal was
signed off without question at the
time by Patrick members of the
PN board and Patrick managing
director Chris Corrigan, Patrick
has claimed that not all facts were
presented to it and, significantly,
two key PN executives - commercial general manager Robert
Jeremy and financial controller
Mal Grimmond, who have since
been stood down - continued in
the indirect employment of Toll
in a manner that offered incentives for pro-Toll outcomes.
Toll in its turn countered that
the material value of the disputed
transactions amounted to around
A$20 mill and that the dispute
had been “manufactured” by
Patrick to frustrate the proposed
takeover.
In early September, the PN
board refused to countenance an
independent inquiry into the
situation, leading to Patrick seeking formal activation of dispute
resolution procedures in the Victorian Supreme Court. This action was successful, but the PN
board still refused to accept the
inquiry on the basis that its “independence” was questionable,
given that it would be conducted
by Patrick executives led by company secretary William O’Hara.
This PN board refusal then
triggered a complex process, under which the partners were required to appoint an arbitrator; if
no agreement could be reached
on who this should be, an appointment would be made by the
Law Society of New South Wales.
Once the arbitrator makes a
decision (within 30 days) as to
whether the dispute is indeed
“material,” there is a 14-day cooling-off period, following which
another 30 days is set aside for
Toll managing director Paul Little and Corrigan to find a resolution to the dispute.
If they do not agree, a sales
facilitator would then be appointed to divide up PN’s assets
and auction them to the two partners.
Meanwhile Patr ick has
opened hostilities on a separate
front, claiming that law firm
Clayton Utz has a conflict of interest in that not only did it draw
up the PN partnership agreement, but it is now acting for Toll
in its hostile takeover bid for
Patrick.This matter is also due to
come before the Supreme Court
in Victoria.
October 2005
Section 6
21/11/05
11:04 AM
Page 21
WorldCargo
news
CONTAINER INDUSTRY NEWS
Singamas to delist
from Singapore
1993 and took a secondary listing
in Singapore in 1994. The company will retain its listing on the
main board of the Hong Kong exchange, where daily trading volumes in its shares have ranged between 2 and 10 mill.
Singamas said the “additional
administrative burden placed on
the company in maintaining the
listing in Singapore is not costeffective and not commensurate
with the benefit to be derived by
shareholders in view of the low
trading volumes.”
The voluntary delisting will
Hong Kong-based Singamas
Container Holdings, the world’s
second-largest container maker,
intends to delist its shares from the
Singapore Stock Exchange because of the extremely low volumes traded there over the past
five years.
The move will come as a big
disappointment to the government of Singapore, which has
worked very hard over the past
two decades to make the city-state
a key international maritime hub.
Singamas listed its shares on the
Hong Kong Stock Exchange in
CIMC Q3 profit
takes a tumble
64,000 TEU, up 11.76 per cent
and 53.11 per cent respectively.
However, after chalking up
total sales of 831,284 TEU in the
first half of this year, up 15 per
cent year on year, the third quarter figure dipped to 317,816 TEU,
down 24 per cent on the third
quarter of 2004. Output of standard dry freight units amounted to
280,000 TEU in the per iod,
down by 27.5 per cent over the
corresponding quarter of last year.
With no sign of demand reviving in the fourth quarter, total
sales for 2005 as a whole are expected to be at least 15 per cent
down on the 1.639 mill TEU recorded in 2004.
● CIMC has confirmed that it is
Reflecting the significant downturn in demand for new containers from the second quarter
of this year, China International
Marine Containers (CIMC) has
posted a 29 per cent dip in 2005
third quarter ear nings to
Yuan598.61 mill (US$74 mill)
from Yuan848.02 mill in the
same quarter of 2004.
CIMC sold 1.149 mill TEU
in the first nine months of this
year, up 0.52 per cent over the
same period of last year. Standard dry freight boxes accounted
for 1.03 mill TEU of the total,
down 2 per cent on the corresponding period of 2004, with
reefers and dry freight specials
totalling 55,100 TEU and
be subject to the approval of
shareholders at an extraordinary
general meeting before the end
of this year.
Singamas has eight container
factories in China and one in Indonesia, with a combined production capacity of 850,000 TEU a
year. Its production capacity will
rise to 1.25 mill TEU in 2006
when its new factor ies at
Guangdong and Ningbo in China
are completed.
In the first six months of this
year, Singamas produced a total of
320,785 TEU, up 20 per cent year
on year, and sold 291,062 TEUs,
up 12.5 per cent. With the box
boom running out of steam, however, third and fourth quarter production is expected to be well
down on the corresponding period of 2004.
to liquidate Shanghai CIMC Far
East Container Co (SFEC), in
which it holds a 52.5 per cent
stake. Production at the facility,
which was set up 12 years ago
close to residential areas in the
Pudong New District of Shanghai, has already been halted for
environmental reasons.
The SFEC plant’s 150,000
TEU/year dry freight box
building capacity will not be
lost, however. Despite having
other production facilities in the
Baoshan area of Shanghai,
Nantong and Taicang in Jiangsu
Province and Ningbo in
Zhejiang, with sufficient production capacity to satisfy dry
freight container demand in
Shanghai and the neighbouring
areas, CIMC has confirmed
earlier reports that it is relocating the plant to a site near the
new Yangshan deepwater port.
The new facility, with a production capacity of up to 200,000
TEU/year, is scheduled to open
in the second half of next year.
Linpac launches Smartbox
A new folding plastic pallet container, which occupies the minimum amount of space when
folded, yet optimises internal capacity when erected, has been
launched by UK-based Linpac
Materials Handling.
The “Smartbox” is available in
both solid and perforated versions, or a combination of both,
making it suitable for use across a
wide variety of industry applica-
tions. The unit comes in three
standard footprints - 1200mm x
800mm, 1200mm x 1000mm and
1200mm x 1200mm, and two
heights - 978mm and 805mm, offering users the opportunity to
select the best footprint/height
combination for their particular
transport or storage requirements,
Linpac says.
At just 298mm, Smartbox offers up to 1:3 space saving when
68%6&5,37,2125'(5)250
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Two years
Two
years£145
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(US$245)
One year
One
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(US$1555)
Three years
Three
years£210
£210(US$345)
(US$345)
To
order by phone, call us on +44 1372 375511
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October 2005
The new Smartbox collapsible pallet
container from Linpac Materials
Handling offers a 1:3 saving in space
when folded
folded. and is claimed to have the
lowest folded height of any plastic container of its kind.The taller
version has a deep dunnage section when folded to ensure that
reusable dunnage is returned with
the containers.
ISO 6780 compliant for ease
of fork lift truck use, Smartbox
offers three-high dynamic loading and a static load of five-high,
based on a cargo of 500kg per
box. Handling options are extended with a choice of three, two
or no runners, allowing the box
to be inverted for non-manual
emptying. Drop doors are also
available on the long sides for ease
of filling and emptying.
Easily cleaned and ideal for
use in the food, agricultural or
phar maceutical industr ies,
Smartbox is available with aVDAapproved lid, meaning that it will
interface with many other industry standard folding plastic pallet
containers.
Please come see us at TOC Americas,
Savannah, 29 Nov - 1 Dec, Booth Number D8
21
Section 6
7/11/05
11:39 PM
Page 22
WorldCargo
news
AUSTRALIA: PORT DEVELOPMENT
Oz industry fears breakbulk squeeze
Amid all the attention given the supposed
inadequacies of some Australian bulk ports
and the perennial arguments over competition versus capacity in the container
sector, there are growing fears that the
breakbulk and general cargo trades are not
being adequately catered for
Industry’s greatest concern is in Sydney, where the ramifications of the state
government’s 2003 Ports Growth Plan have
become increasingly clear as various deadlines draw near. According to the government’s vision, container trade is to be effectively expelled from Sydney Harbour
(Port Jackson) in favour of Port Botany, and
The breakbulk and general cargo trades
appear to be becoming the forgotten
orphans of the Australian waterfront
breakbulk, general and automotive activities progressively removed from Sydney
berths at White Bay, Darling Harbour and
Glebe Island to Port Kembla, further south.
White Bay activities were first consolidated
at Darling Harbour - forcing stevedores
Patrick and P&O Ports to share facilities ahead of complete closure of Darling Harbour in 2006. Glebe Island was expected
to continue servicing the car trades until
2012 - possibly 2017 - but, as reported on
page 1 of this issue, its closure has now been
brought forward to 2008.
Little support
It is not as though any section of the shipping industry - with the possible exception of the stevedores - has been fully
behind the NSW moves. Initial support
for a vision that “at least offers certainty”
has given way to considerable - though
so far ineffective - opposition, most
broadly to the virtual end of Sydney as a
working harbour, but also to the added
inconvenience, inefficiency and cost of
moving cargo activities away from Australia’s biggest market.
For the container sector, Sydney Harbour remains home to the “lesser” services, the Papua New Guinea, Pacific Island and some New Zealand trades, that
have neither the volume nor participation to justify fixed-day weekly services.
Breakbulk operators are being progressively
squeezed out of Sydney Harbour and forced
to move to Port Kembla
These simply “do not fit” at Port Botany,
which is geared to the mainline routes,
and neither do their mixes of containers
and breakbulk cargoes in what are essentially grocery trades. But these services will
all be forced out of Darling Habour next
year and find neither Port Botany, Newcastle nor Port Kembla operationally or
financially acceptable.
Biggest user
Spliethoff is a considerable player in the
breakbulk trades, operating fortnightly
sailings from Japan to Australian east coast
ports, monthly sailings ex-Japan to west
coast ports, monthly sailings ex-Taiwan,
China and Korea to the east coast and bimonthly to the west coast, via South East
Asia, plus monthly sailings ex-Europe.The
company specialises in steel, machinery,
boats, paper and forest products, project
and non-containerised cargo and is thus
the single largest user of breakbulk cargo
facilities Australia-wide.
Ken Fitzpatrick, managing director of
Spliethoff ’s Australian agent Asiaworld
Shipping, says bluntly that breakbulk trades
are at risk because state governments are
“set on removing vital port facilities from
city centres, driving them outside current
city limits and reducing wharf space into
the bargain.” Fitzpatrick has been a major
critic of the NSW plan since its release but,
like everyone else in the industry it seems,
is making no headway in getting his concerns heard or understood.
Spliethoff, as a principal user of Darling Harbour (and White Bay before that)
faces a wholesale shift to Newcastle to
the north or Port Kembla to the south.
Prior to White Bay’s closure ship operators had almost 2000m of quay line available, but at Port Kembla this will be 430m
at most, he noted.
“We will continue the fight to try and
service our customers at the port facilities that best suit their needs from a logistics and cost point of view and to minimise the impact of any changes,” he said,
but state governments must take responsibility for the impost they are about to
place on Australian shippers.
Shrinking space
In Brisbane, the general cargo berths at
upriver Hamilton are being gradually vacated in favour of a cruise terminal/residential/retail development, with all
breakbulk activity to be shifted to Berths
1, 2 and 3 at the Fisherman Islands complex at the mouth of the Brisbane River.
While this is generally seen as an acceptable move, Fitzpatrick points out that available quayline will again shrink, from 1100m
at Hamilton to 697m at Fisherman Islands.
What is more, the automotive trade
will have priority over Berths 1 and 2.
Fitzpatrick says the Port of Brisbane
Corporation (PBC) has given an undertaking that Hamilton Wharves will be
kept in service until work at Fisherman
Islands is complete, but local sources say
Brisbane already has a problem accommodating all breakbulk and associated requirements at the latter and this will not
necessarily ease with the redevelopment
of Berths 1, 2 and 3.
Back to boxes
In Fremantle, the shipping industry has
been most disturbed by Fremantle Ports’
apparent determination to return Inner
Harbour Berths 11 and 12 to their origi22
October 2005
Section 7
25/11/05
11:38 AM
Page 23
WorldCargo
news
AUSTRALIA: PORT DEVELOPMENT
nal use as a container terminal. P&O Ports
and Patrick’s container operations were
long ago shifted to North Quay Berths
3-10 and Berths 11/12 have been used
by the livestock, general cargo and automotive trades in recent years.
But in late 2003, the port authority
called for expressions of interest for redevelopment of the berths and later nominated Mediterranean Shipping Co (MSC)
as its preferred tenant. MSC has since
struck a deal with its existing stevedore,
Patrick, for joint operation of a new twocrane, 250,000 TEU/year terminal - made
easier because Berths 11 and 12 adjoin
Patrick’s existing leases (see WorldCargo
News August 2005, p5).
Sections of the industry have described
plans for further container berths as
“laughable” given the occupancy of the
existing facilities, and see the Fremantle
move as further evidence of neglect of
the breakbulk and general cargo sector.
Fremantle Ports’ forward planning envisages development of three container and
two general cargo berths in the Outer
Harbour at Kwinana, but that expansion
is only scheduled once the Inner Harbour reaches saturation and in any case
the plan is already facing stiff local community opposition.
In the meantime Fremantle Ports has
appointed consultants to undertake a
thorough review of the MSC/Patrick
proposal and is seeking detailed submissions from those sections of the industry
that expect to be disadvantaged.
The chamber believes that the proposed Port Kembla redevelopment will
be inadequate to deal with the bunching
of car carriers typical of the vehicle trades
due to batch production. It says present
Port Kembla facilities are basic and would
be fully occupied by one ro-ro ship.While
a 130m extension is underway and a new
A$40 mill, 290m berth is due by 2007,
these areas will have to be shared with all
the other breakbulk business being evicted
from Sydney Harbour.
It also considers that insufficient backup storage and processing space is being
factored into the development and insufficient consideration has been given to the
capabilities of support infrastructure required to enable rapid cargo clearance.
Additionally, there is the issue of road/
rail links between Port Kembla and Syd-
ney, which must pass over the steep and
somewhat treacherous Mount Ousley.
Larger fleets of smaller car carrying trailers will be required, since local delivery
will be impossible using cost-effective Bdoubles, and each truck will likely only
accomplish two round trips per day compared to the usual four in Sydney.
Instead, FCAI argues, Glebe Island
should be redeveloped to handle the car
carriers and ro-ros that will be displaced
from Darling Harbour next year. The
A$12 mill cost of building multi-storey
car storage at Glebe Island would be considerably cheaper than the work needed
at Port Kembla. ❏
Operators are concerned that the proposed
facilities at Port Kembla for breakbulk and
automotive operations will be inadequate
Melbourne exception
Only in Melbourne is there an expansion of breakbulk facilities underway, with
Westgate Ports shortly due to announce
detailed plans for its redevelopment of the
Victoria Dock precinct, which will combine a rail-served distripark with up to
three multi-purpose berths.
Breakbulk is also handled over some of
Patrick’s Webb Dock berths, and, more
regularly, at P&O Ports’Appleton Dock B,
C and D berths. leading some to suggest
that the port will actually be over-provided
once Victoria Dock is fully operational.
“Whatever the occasional pressure
points, the fact is that breakbulk and general has been trending downwards for
years,” one port source said. “Operators
have to understand that port space is a
luxury that can’t readily be afforded these
days, and they’ll need to learn to share.”
For the automotive business,
however,the issue is growing rather than
receding trade.Whereas car shipments to
Australia were once largely confined to
services from UK/Europe and Japan,
globalisation of manufacturing has seen
the points of origin and sheer number of
services mushroom in recent years, with
shipments now emanating from South
Korea, Thailand, Mexico, South Africa,
China, North America, Brazil and more.
And Australian-based manufacturers
are exporting vehicles in considerable
numbers to the US, New Zealand, South
Africa,Thailand and in particular the Middle East.According to the Federal Chamber of Automotive Industries (FCAI) exports are expected to double by 2010, to
A$10 bill a year.
Total Solutions for Cranes
Loudest complaint
All the major deepsea carriers have expressed their concerns, but loudest has
been Wallenius Wilhelmsen (WW), which
will see itself driven out of Sydney’s Darling Harbour next year, either to an overcrowded Glebe Island or to the even more
unsatisfactory Port Kembla.
WW’s efforts - if not pleas - to the
NSW government to allow it to transfer
its ro-ro and PCTC operations to the now
largely disused White Bay in Sydney, adjacent to Glebe Island, have achieved
nothing.The company believes it will be
seriously disadvantaged, either because it
will have to move to Port Kembla while
its clients’ competitors continue at Glebe
Island, or because it will be forced to shoehorn its activities - some of which can be
incompatible - into unsuitable facilities
at either location.
In a 33-page report completed as recently as late July, the FCAI was highly
critical of plans to close Glebe Island, describing the mooted shift to Port Kembla
as meaning increased costs and “gross inefficiencies for the price sensitive car retail business.”
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23
Section 7
8/11/05
12:07 AM
Page 24
WorldCargo
news
AUSTRALIA: INLAND/INTERMODAL
Sydney confronts landside container jams
S
ydney’s ability to deal with ex
isting container volumes has
been problematic enough and
has not been helped by the state
government’s rejection of the Sydney Ports Corporation (SPC)’s
Enfield inland hub project and
Patrick’s proposed Ingleburn
intermodal terminal (though the
latter decision was recently overturned in court - see WorldCargo
News August 2005, p13).
Concerned that metropolitan
landside infrastructure is not capable of adequately handling increased transport demand to and
from western and south western
Sydney and that growth in demand for future empty container
park capacity in the corresponding outer industrial centres will
not be adequately met, the Sea
Freight Council of New South
Wales (SFCNSW) recently commissioned consultants Strategic
design+Development (Sd+D) to
prepare a report on Landside Infrastructure Capability for International Containers - and the find-
While the fate of the third Port
Botany container terminal has
occupied the spotlight for over two
years, the land logistics side of the
equation is now under scrutiny
ings have amplified industry forebodings.
Growing traffic
Based on an annual average
growth rate of 4.3-5.6 per cent,
Port Botany’s container throughput is expected to be between 3.2
and 4.3 mill TEU by 2025/26 quite conservative in light of average growth of more than 8 per
cent over the past decade.
The estimated volume of full
import containers moving to
outer metropolitan Sydney by that
date will be between 0.9 and 1.3
mill TEU, over three times current volumes, and over 80 per cent
of these containers will be des-
tined for the outer western suburbs and move through the inner
western suburbs.
The flow of import boxes to
or through inner western Sydney
is likely to be between 1.2 and 1.6
mill TEU in 2025/26 - ie some
75 per cent of all NSW’s containerised imports will flow on the
east-west axis across much of metropolitan Sydney and it is this axis
that is not sufficiently supported
by road and rail transport infrastructure and empty container
park capacity, the report says.
Sd+D says future container
volumes will also directly impact
landside capacity closer to the
port: in 20 years’ time the Port
Distribution of freight activity within the Sydney metropolitan area, highlighting the preponderance of traffic on the eastwest axis. (Source: Sd+D Enfield Intermodal Terminal Value Chain Analysis for Sydney Ports Corporation 2005)
Botany terminals will be hosting
3600-4600 trucks per day, or peak
volumes of 540-690 trucks/hour.
The consultants say strategic
landside infrastructure issues that
must be addressed revolve around
providing adequate and effective
road capacity, rail access and governance, strategic land use planing for intermodal terminals and
empty container parks. Empty
container repositioning practices
should support a more efficient
use of the landside infrastructure
system as a whole.
Key message
The SFCNSW says the key message is that having identified
where the growth in NSW container volumes will result in capacity constraints, and the specific
and integrated solutions required
to address these constraints, “the
only question remaining is
whether or not the action needed
by government and industry is
taken before or after the constraints are realised.”
In 2003/04, the NSW container system handled approximately 1.28 mill TEU, with international containers being exchanged at Newcastle, Sydney (Port
Jackson and Port Botany) and Port
Kembla. Notwithstanding the state
government’s ports strategy (Sydney’s breakbulk trade to be shifted
to Port Kembla and Newcastle to
be developed as the next generation international container terminal), the focal point of the container
handling system is at the Patrick and
P&O Ports terminals at Port
Botany. “The whole of NSW is
dependent on efficient and effective landside infrastructure capability within the Sydney metropolitan region,” the Sd+D report says.
Broadly speaking, the existing
landside infrastructure has coped
with past growth in the NSW
container task, but an effective system must be capable of handling
structural changes in future
growth patterns, Sd+D says.
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W W W S T E E L B R O C O M
Based on the report, the
SFCNSW is to support a number
of broad strategic capability initiatives including:
● The development of a road transport policy that underpins the
growth in road traffic, relieves the
expected increasing congestion and
addresses the looming shortage of
heavy vehicle drivers.
For container freight traffic, the
SFCNSW says, Sydney’s road networks currently offer adequate
north-south corridor links. However, east-west routes are inadequate for the movement of containers to and from Port Botany.
The capacity to serve freight flows
along the M4 Freeway and the
connection between Strathfield
and Port Botany remain critical for
the short term, while the M5 Motorway linkage to Port Botany is
already reaching capacity.
● The development of a strategic
rail transport policy incorporating
supply chain-based governance
options that engage stevedores, rail
network managers, government
agencies, shipping lines and rail,
road, terminal and empty container park operators.
The assessment of alternative
supply chain structures will include: port-based rail terminals to
improve the port-rail interface and
train turnaround efficiency, while
“disengaging” the operational dependency between stevedoring
terminals and rail operations; and
a balance in empty container park
capacity designed to reduce demand on the metropolitan transport network.
● A review of metropolitan rail
network capacity to reflect future
annual rail demand of between 1.2
and 1.4 mill TEU and to fully utilise the benefits accruing from the
Enfield to Port Botany line upgrade and the ARTC investment
in the Southern Sydney Freight
Line. Serious consideration must
also be given to a dedicated freight
line to the outer western areas of
Sydney where significant business
and traffic growth are expected.
● The provision of land banking
for future intermodal terminals
(integrated with empty container
parks) totalling around 150 hectares, to ensure availability of future capacity to service the needs
of inner and outer west and south
western Sydney.
● The engagement of the shipping
and empty container park sectors
in the development of a more sophisticated commercial arrangement that supports the development of empty container park facilities in western Sydney.
● The on-going identification of
additional solutions to deliver a
NSW landside international container system capable of handling
expected growth in traffic.
“It is recognised that a strategic plan to address issues raised in
this report has not been agreed
between government and industry and, therefore, the purpose of
the report is to precipitate discussion towards development of such
a plan,” the SFCNSW says.
“A number of governmentinitiated forums are considering
strategies, which address current
and future supply chain performance and capacity. It is also recognised that a number of the strategic imperatives identified in this
study are being given consideration by the NSW Freight Infrastructure Advisory Board [Federal
Gover nment], AusLink programmes and the ARTC.” ❏
October 2005
Section 7
8/11/05
12:10 AM
Page 25
WorldCargo
news
AUSTRALIA: TERMINAL OPERATIONS
Waterfront productivity picks
up as volume growth slows
October 2005
The Sydney (P&O Ports, Patrick) average crane rate was 26.7 in the December quarter 2004 and remained 26.7 in
the March quarter 2005. It increased to
27.7 containers per hour in the June quarter 2005.The vessel working rate was 34.9
containers per hour in the December
quarter 2004 and also 34.9 in the March
quarter 2005. It increased to 36.9 in the
June quarter 2005.
The Melbourne (P&O Ports, Patrick)
average crane rate was 27.5 containers per
hour in the December quarter 2004 and
27.5 in the March quarter 2005. It increased to 27.6 containers per hour in the
June quarter 2005.The vessel working rate
was 35.6 containers per hour in the December quarter 2004 and increased to
39.3 in the March quarter 2005. It decreased to 38.7 in the June quarter 2005.
The Adelaide (DPI Terminals) average
crane rate was 29.8 containers per hour in
is suspected that both the BTRE and the
Australian Competition and Consumer
Commission will be keeping a close eye
on emerging trends.
Harbour towage charges increased at
three of the five major ports during the
year, for example, and, more worryingly,
the national port interface cost index for
exporting a container rose from A$579/
TEU in July-December 2004 to A$623/
TEU (in 2001 constant prices) for January-June 2005. While it is unrealistic to
expect costs to fall continually, the latter
increase is quite sharp. Land-based contributors were rising customs brokers’
fees and more expensive road transport
charges, while ship-based charges also
rose, partly due to lower exchanges and
partly to rising port charges, especially
in Brisbane. ❏
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The latest Waterline report from Australia’s Bureau of Transport and Regional
Economics (BTRE) covering the six
months January-June 2005 confirms anecdotal evidence from ports, stevedores
and shipping lines: last year’s boom is not
being replicated this year.
In January-June 2005, total cargo
throughput and total container traffic
were 57.064 mill tonnes and 2.244 mill
TEU respectively at the five major capital city ports,Adelaide, Brisbane, Fremantle, Melbourne and Sydney/Port Botany.
This compared with 58.6 mill tonnes for
the previous half-year July-December
2004 and 57.7 mill tonnes for the January-June 2004 period and represented a
decrease of 1.1 per cent in total cargo
throughput for the five ports compared
with January-June 2004 and a decrease
of 2.6 per cent over July-December 2004.
Compared with the same period of
last year, total cargo throughput in January-June 2005 increased 5.2 per cent at
Brisbane, and decreased by 0.8 per cent
at Sydney, 0.1 per cent at Melbourne, 5.7
per cent at Adelaide and 6.6 per cent at
Fremantle.
Total container throughput for the five
ports was 2.244 mill TEU for JanuaryJune 2005, a seemingly substantial decrease of 5.6 per cent on the 2.376 mill
TEU recorded in July–December 2004
but nevertheless an increase of 4.9 per cent
on the 2.140 mill TEU reported for January-June 2004. Compared with JanuaryJune 2004, loaded TEU at the five ports
increased by 3 per cent, with loaded imports rising by 3 per cent and loaded exports increasing by 4 per cent. Growth is
still continuing at solid rates on the basis
of these figures, but these increases are
noticeably lower than in 2004, when the
Australian waterfront was caught up in
the “China explosion.” Brisbane, for example, recently boasted 13.5 per cent
growth in container traffic for 2004-05.
In the context of a slackening of
growth, container terminal performance
(stevedoring productivity) recovered
ground over recent Waterline measurements, which may mean “stress levels”
have declined somewhat.
National crane rate productivity, as
measured by the five port average, increased to 27.2 containers per hour in the
March quarter 2005 (0.02 per cent lower
than the March quarter 2004 rate of 27.7).
In the June quarter 2005, the crane rate
rose slightly to 27.7 containers per hour
(0.02 per cent lower than the record June
quarter 2004 rate of 28.2). In summary:
● The five-port average crane rate (average productivity per crane while the ship
is worked) was 27.5 containers per hour
in the September quarter 2004, 27.1 in
the December quarter 2004, 27.2 in the
March quarter 2005, and 27.7 for the June
quarter 2005.
● The five port total of container moves
through reporting terminals dropped from
744,032 in the March quarter 2005 to
743,597 in the June quarter 2005, a decrease of 9 per cent on the December
quarter 2004 record of 819,744 containers; however in comparison to the June
quarter 2004, container moves were up
0.9 per cent in the June quarter 2005.
● The five-port average vessel working
rate (productivity per ship based on the
time labour is aboard the ship) was 32.6
containers per hour in the September
quarter 2004, 33.1 in the December quarter 2004, 34.9 in the March quarter 2005,
and 35.3 containers per hour in the June
quarter 2005, which was 3.6 per cent
higher than the rate of 34.1 achieved in
the June quarter 2004.
The Brisbane (P&O Ports, Patrick) average crane rate increased from 26.5 containers per hour in the December quarter
2004 to 27.2 in the March quarter 2005,
and remained at 27.2 containers per hour
in the June quarter 2005.The vessel working rate increased from 24.6 containers per
hour in the December quarter 2004 to 26.1
in the March quarter 2005, and to 26.7 in
the June quarter 2005.
the December quarter 2004 and 29.7 in
the March quarter 2005. It increased to 30.4
containers per hour in the June quarter
2005. The vessel working rate increased
from a record 35.3 containers per hour in
the December quarter 2004 to 37.1 in the
March quarter 2005, and decreased to 33.6
in the June quarter 2005.
The Fremantle (P&O Ports, Patrick)
average crane rate was 27.2 containers per
hour in the December quarter 2004 and
26.7 in the March quarter 2005. It increased to 27.8 containers per hour in the
June quarter 2005.The vessel working rate
rose from 31.3 containers per hour in the
December quarter 2004 to 31.4 in the
March quarter 2005,and increased to 32.2
in the June quarter 2005.
While this was happening, however,
costs were rising in some key areas and it
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25
Section 7
16/11/05
11:59 AM
Page 26
WorldCargo
news
PORT DEVELOPMENT
Maximising liquid assets across the 49th parallel
With the exception of the Port of
Montreal, shipping in the Great
Lakes St Lawrence Seaway system
is mainly associated with dry and
liquid bulk of all kinds, breakbulk
and neo-bulk cargoes, project
cargo and heavy lifts.
The system is vital for US and
Canadian bilateral and wider international trade - more than 300
mill tonnes were shipped during
the 2004 navigation season. But it
also has potential for modal shift
from road to sea that today is all
but untapped.
Highway H20
The US and Canadian seaway authorities have teamed up with 12
lakes’ ports and five seaway ports
to promote shortsea container and
ferry services, new transatlantic
and even via Suez services.
“Highway H20,” as they now
call the 3700 km long marine corridor between Duluth and Quebec boasts 41 inland ports. Its shore
lines are close to 100 mill people,
or 25 per cent of the population
of North America and, in addition, Duluth Superior, the most
westerly of the lakes’ ports, opens
up the whole of Great Plains.
Congestion in main ports and
overburdened road and rail networks are the point of departure
for “Hwy H20,” especially as regards small and medium-sized
shippers and carriers who have
been “pushed to the back of the
queue” and face lengthy delays.
The ports of Hamilton and Toronto, for example, are both pursuing the idea of “niche” transatlantic services connecting with
“inland” ports such as Bremen,
Antwerp or Rouen. The seaway
is closed for two months, but
“that’s not a problem, it’s just a
given that you work with,” says
26
Conditions may be right for modal shift on a large
scale in the industrial heartlands of North America
Lisa Raitt, president and CEO of
Toronto Port Authority (TPA).
“Toronto is a key destination in
its own right because it is a major
consumer centre.” The city has a
population of 2.5 million and 5.2
million people live in the whole
of the Greater Toronto Area.
Peak factors
Richard Corfe, president and
CEO of the St Lawrence Seaway
Management Corporation (Canada’s seaway authority), also plays
down the significance of the annual closure. The peak container
shipping seasons occur in the
spring and autumn and then Hwy
H20 can “score” because of the
pressure on road and rail links from
coastal sea ports. To encourage
new traffic, adds Corfe, tariffs for
ships with new cargoes on the
Welland Canal have been slashed.
Another option, says J Keith
Robson, president and CEO of
Hamilton Port Authority (HPA),
is to tranship in Halifax and use
smaller ships or barges on Hwy
H20. As a way round the 2-month
closure of the seaway, containers
could be unloaded in Albany on
the Hudson River and railed
across upper New York state to
Oswego, a Hwy H20 partner port
with which Hamilton is promoting a freight ro-ro service. The
Port of Albany can cater for
handymax vessels.
Not all of the ideas being discussed will work but at least industry players are thinking in innovative ways. Standing conventional wisdom about shipping
economics on its head is TPA’s
chairwoman
Michele
D
The Great Lakes are a mostly untapped resource for modal shift but congestion
over main ports and highways could be a forcing house for change
McCarthy. She notes that Shanghai municipal authorities, concerned about delays to exports due
to port congestion across the Pacific, are pushing for container
services into the Great Lakes via
Suez.
The maximum lakes’ vessel envelope is 225m LOA by 23.8m
wide and 8.08m draught, with an
air draft of no more than 35m
above waterline. This translates
into 35-36,000 dwt.
A problem for ports such as Toronto and Hamilton is that their
hinterland is already served by
truck and rail from Montreal (another Hwy H20 partner port),
which would surely take steps on
the price front to stop “containers sailing past its door.” The lake
ports want to give Montreal a “run
for its money.” If traffic keeps growing and road and rail continue to
struggle, they may have a chance.
Another possibility is transhipping to barges in Montreal or
other seaway ports. Paulo Pessoa,
sales director of McKiel Marine
Ltd, a leading tug and barge operator, makes the point that this
gets round the “alien species” ballast water problem that is a major
environmental issue in the lakes.
McKiel, which has a close
working relationship with a leading Canadian stevedore, Logistec,
already moves considerable bulk
and breakbulk tonnage between
various seaway and lake ports. So
why not containers?
In effect McKiel operates a
sto-ro service. Trucks drive onto
its barges and the cargo is forked
out and stowed. Its bigger barges
can take the equivalent of 250
truck loads and in Canada trailers
can gross at 44 tonnes - ie around
10,000 tonnes per sailing.
Serving the US in this way is
very cost-effective, says Pessoa. Canadian truckers are up against all
sorts of problems at the US border and of course their payloads
have to be much lighter.
McKiel is building up its fleet
of integrated tug barges, including “double notch” articulated sets.
Large barges with integrated tugs
are the way forward, believes the
company. The tugs lock into the
back of barges and push them even
in weather that normally keeps
tugs and barges in port.
Lakes’ ferries
The other aspect of Hwy H20 is
bilateral Canadian-US traffic.The
first new ferry service on the lakes
in 40 years was recently started
between Rochester, NY and Toronto on Lake Ontar io. The
Austal-built fast ferry SPIRIT OF
ONTARIO has a top speed of 48
knots and makes the crossing in
just over two hours.The vessel can
carry 750 passengers and 220 cars
or 10 buses or trucks.The service
is popular with tourists and weekend commuters alike and runs for
9-10 months of the year.
Dropping the pilot
Cross-border ferry services are
outwith the Jones Act so ships do
not have to be US-built. But flagging them to the US or Canada
avoids pilot costs in the lakes.
Hamilton and Oswego are
pushing for a daily link (two ships)
across Lake Ontario. HPA is also
interested in a Lake Erie link between Cleveland and Nanticoke,
where Stelco operates a private
wharf for coal and iron ore suitable for a freight ferry.
Keith Robson believes that this
would be a better bet than reviving the historic steamer route between Cleveland and Port Stanley.
This plan has run into problems
because of difficulties at the Port
Stanley end (WorldCargo News,
March 2005, p20 and September
2005, p34). He thinks there may
be scope for a Nanticoke-Toledo
service as well.
The “Marine Link” banner
currently involves HPA and the
ports of Oswego and Erie-West
Pennsylvania, Seaway Marine
Transport and, crucially, PBB Logistics, a leading forwarder engaged in the US-Canada overnight market.
Trucking woes
PBB’s SVP Bob Armstrong ex-
plains the problems on the trucking side that are driving the modal shift agenda.
Highway 401, the main artery
between Toronto and Detroit, is
carrying 6 mill truck trips/year.
Delays around Windsor and other
towns are notorious.As if congestion were not bad enough, there
is a big shortage of drivers on both
sides of the border. The US and
Canada do not recognise truck
driving as a skilled profession, so
there is no immigrant labour available for the job.
Making matters worse, the US
in particular has tightened up on
immigration controls post-911.
Many Canadian drivers are from
countries that the US doesn’t like
and they can be routinely held up
for hours at the border.
Finally, because of US liability
laws, it costs around US$15,000/
year to insure a single truck even
if it makes only one crossing a
year! One Canadian trucker estimates that his insurance costs
would go down by 75 per cent if
he did not drive in the US.
So there are all sorts of reasons
why trucking south is not popular. Conversely, US truckers do not
like coming north. They do not
like border controls and having to
give up their firearms and they
don’t like decimal distances,
changing currency, etc.
“We are finalising the figures
comparing door-to-door costs of
road trunking and the ferry alternative, but the numbers are looking good taking into account the
problems truckers now have,” says
Keith Robson. “We are adamant
that the ro-ro ferry services have
to stand on their own merits and
not be subsidised. Truckers and
forwarders are coming to us and
asking us to find solutions.” ❏
October 2005
Section 7
8/11/05
12:13 AM
Page 27
WorldCargo
news
PORT DEVELOPMENT
South of the border for decongestant?
Last year’s NAWC range port congestion has largely not been repeated
this year, but all the same there is
still substantial interest in finding
alternative ways to serve the US market. Shipping lines are routing more
services to Atlantic coast ports via
Panama and Suez and several lines
have increased sailings to Mexican
ports, using intermodal rail to move
containers to US interior points.
The shift has put added pressure on
Panamanian authorities to decide whether
the canal should be enlarged to accommodate bigger vessels (and, if so, how big
should it become - WorldCargo News, May
2005, p68) and on Mexican officials concerning the development of a major new
port in Baja California.
These machines, plus the laying down
of additional storage capacity, have helped
expand throughput at Ensenada and
drawn in more shipping. However, the
port lacks a rail link to the US or Mexican systems, and further marine development there has been protested by Vida
Ensenadense, a local citizens’ group that has
been watching the impact of port expansion on neighbourhoods in nearby San
Diego and Los Angeles.
Although the group is against further
expansion in Ensenada, including the development of rail, it has determined that
if a new port is indeed needed in Baja
California, Colonet is the place to build
it. The few existing citizens of Colonet
also appear to be in agreement as land
values there have increased from 5¢/m2
to US$5/m2 over the past few months
because of project rumours.
Fast growth
In the meantime, Hutchison has watched
its cargo vessel activity at Ensenada grow
from one ship call per week at the start of
the year to five/week by mid-August,
while some 250 cruise ships carrying 0.5
mill passengers dock annually. Hutchison
took over cargo operations at the Mexican port from Manila-based International
Container Terminal Service, Inc (ICTSI)
in 2001. ICTSI had made the original successful bid for the operation in 1997.
Since then, the port’s cruise terminal
has been built and the harbour dredged
to accommodate larger vessels. It is estimated that Ensenada now handles 15-20
per cent of imports moving to regional
maquiladora plants, with the percentage
expected to increase as local assemblers,
such as Panasonic and Sharp, redirect their
containers to the port from crowded US
gateways. Ensenada’s 13-ha cargo terminal currently supports one 300m conMexican ports are being deepened but there is
little domestic capital for new construction
Colonet study
Earlier this year Baja California governor
Eugenio Elorduy Walther authorised a
feasibility study by Hutchison Port Holdings and the Union Pacific (UP) railroad
concerning the potential for such a port,
most likely to be sited in a sweeping inlet
located near Punta Colonet, backed by
the small village of Colonet.The inlet and
its environs offer over 27,000 acres of
“greenfield” development and would have
to be linked to the US and Mexican rail
systems by a new heavy duty main line.
Both Hutchison and UP have considerable experience in Mexico. UP is the
only railroad serving all six US/Mexico
rail border crossings while Hutchison has
been operating marine terminals at
Ensenada, Lázaro Cárdenas, Manzanillo
and Veracruz for a number of years.
Although Mexico has been steadily
building up capacity at its ports to serve
its own market the new venture being
examined in Baja California would be
specifically directed to funnelling Asian
freight to the US market.
No more space
Most NAWC ports have reached the bottom of their “land banks” and have little
additional acreage left. Of three with
some, the Port of Long Beach has just
one 160-acre terminal remaining on its
drawing board, which still lacks an environmental impact report (EIR), while the
Port of Tacoma has a similar-sized parcel
available, although most of it is controlled by a native American Indian tribe.
The Port of Vancouver, BC is going
ahead with another parcel at man-made
Roberts Bank to fit in another terminal,
but at considerable expense (see news). In
northern BC, the Port of Prince Rupert
has had to demolish its existing breakbulk
facility to move forward with what will
be its first container terminal.
Envisioned at Colonet, at least by
Mexican authorities, is a port that could
be handling 1 mill TEU/year within 5-7
years, expanding to a capacity of 6 mill
TEU/year by 2025. This would require
substantial dredging and a new man-made
breakwater protecting between 10 and 20
berths that would be linked to the US
border by a new 180-mile rail line.
The cost for such an undertaking has
been estimated at US$1.2 bill to US$3
bill, but with a potential US$22 bill gain
for the Mexican economy.The port’s development and operation would also generate a new city, possibly with as many as
250,000 residents and a new airport.
Depending upon the results of the feasibility study, Mexico’s Secretariat of
Communication and Transportation is expected to approach the world’s terminal
operating companies with a request for
proposals later this year or in early 2006.
NYK, NOL and Maersk Sealand have
shown interest in moving more containers though Mexico. US-based terminal
operator Marine Terminals Corp has been
examining a Mexican gateway as well.
Help us out
Last year, Mexico’s Port of Ensenada, only
a few miles below the US border near
San Diego, was called upon to help take
some diverted traffic from Los Angeles and
Long Beach. Since then, Hutchison,
which operates both the port’s cargo and
cruise terminals, has brought in two more
second-hand cranes from Seattle.
October 2005
27
Section 7
8/11/05
12:16 AM
Page 28
WorldCargo
news
PORT DEVELOPMENT
Hutchison placed two extra container cranes at Ensenada, to help capture traffic
diverted from congested Los Angeles and Long Beach. (Photo from HPH)
tainer berth, backed by the four
cranes, five RTGs and a reach
stacker, and a single breakbulk
berth fronted by a cargo shed.
There is enough land to create a third berth, or to expand the
existing container berth to handle two container ships simultaneously. Hutchison is said to be
considering the expansion, especially as it receives more diverted
traffic from southern California.
Raising Lázaro
More than 1000 kms to the south
Hutchison operates a similar-sized
container facility at the Port of
Lázaro Cárdenas through a 51 per
cent stake in LC Ter minal
Portuaria de Contenedores SA de
CV. Hutchison also has a yard operation at Manzanillo, where
Carrix (ex-Stevedoring Services
of America), operates the port’s
main container terminal.
Although Manzanillo has traditionally handled the most container traffic on Mexico’s Pacific
Coast, the industrial port of Lázaro
Cárdenas is catching up. Both
Maersk Sealand and APL have
shifted some traffic there, to take
advantage of the shorter rail route
to the US border offered by Transportación Ferroviaria Mexicana
(TFM) and better highway connections to Mexico City.
28
Hutchison, which bought into
the terminal in 2003, is expected
to spend nearly US$300 mill to
develop its operations and facilities at Lázaro Cárdenas. The existing 15-ha terminal could be
expanded to 85-ha and its single
286m long container pier lengthened to 1350m. The port, which
handles a large number of bulk
carriers, including those serving
the giant Mittal Steel complex, is
Mexico’s deepest at 18m, and
Hutchison plans to deepen its own
berth from 14m to 16m.
Hutchison also has a stevedoring and container handling
operation in Manzanillo, 320 kms
north of Lázaro Cárdenas.Terminal Internacional de Manzanillo
(TIMSA) serves the nine public
berths in the harbour using a 4.3ha equipment and storage yard.
Bigger player
However, most containers at
Manzanillo are moved by TTMM
Puertos y Terminales, Carrix’s
Mexican subsidiary. TTMM’s
14.3-ha, 8-gate facility has 500m
of berthing served by two postPanamax (Impsa) and two
Panamax (Bardella-Mitsubishi)
cranes backed by 13.3-ha of storage area. Over the past 10 years
the yard fleet has been built up to
12 KCI Konecranes’ RTGs which
operate alongside four smaller,
older Paceco rubber-tyred
Transtainers, along with four top
loaders and four ECH side picks.
Intermodal rail connections,
using two 500m spurs at the port,
allow stacktrain service to interior
points and the US border by
Ferromex. Manzanillo has been
capturing most of the container
traffic on Mexico’s west coast, although the port’s 90 per cent factor of several years ago is now
steadily being whittled away by
Lázaro Cárdenas and Ensenada.
There is considerable competition between the states of
Colima (Manzanillo) and
Michoacán (Lázaro Cárdenas) regarding the development and
funding of port and road infrastructure in their respective areas.
Michoacán is currently in the lead.
Megapuerto?
Continuing developments at
Manzanillo and Lázaro Cárdenas,
and the perceived possibility of
further congestion at NAWC
ports, will no doubt guide the
decision-making process regarding construction of a mega-port
on the Baja California peninsula,
as will the predicted longevity of
China’s export economy.
The proposed multi-billion
dollar gateway would have to be
heavily China/US-orientated for
its cargo. It would face the potential of future political interference
at US/Mexico border crossings
and compete with the probability
that new technologies and new
terminal operating systems will be
introduced at US ports to help
expand productivity.
Canal “si”
It is also possible that Panamanian
voters will say “yes” to a larger
Panama Canal, which would allow utilisation of today’s postPanamax ships in round-theworld and pendulum services.This
would give greater leverage to
new container terminals now being built in the southern part of
the US, such as Houston, Texas
City and Mobile, that could offer
alternative intermodal gateways.
Like the proposed Mexican
project, however, expansion of
capacity at Panama, most likely
through the construction of a third
set of locks, will be a multi-billion dollar effort taking from seven
to 10 years minimum to complete.
As agriculturalists in Panama have
also pointed out, a third lock system would require an expanded
volume of stored water to operate, and this would be at the expense of land holders.
Other possibilities
Other Mexican ports have been
offered as “shortcuts” into the US
market, despite the fact that more
Mexican-bound cargo currently
passes through US ports than the
other way around.
Officials with the Secretariat
of Communication and Transportation suggest that the small port
of Guaymas, on the Gulf of California, could become a marine
gateway for Arizona.There are existing road and rail links to the US
state from Guaymas, which today
has five breakbulk and bulk piers.
Another proposal is to turn the
Port of Altamira, located on the
Gulf of Mexico, into a “backdoor”
gate for European exports headed
to Southern California. But this
would require construction of a
new railway line across Mexico’s
continental divide, a project costed
at several billion dollars.
Ro-ro services connect the Mexican mainland with the Baja California peninsula
suggested several times as an alternative to the Panama Canal, but
the track is not up to the task of
high speed traffic and container
facilities at both ports are limited.
Salina Cruz has just one berth and
crane, while Coatzacoalcos is predominantly a petroleum products
and ro-ro port.
Coatzacoalcos, located on a
river estuary, has a history of heavy
silting but it has served as the
southern terminus of CG Railway’s rail ferry service to Mobile,
Alabama since 2000. Last year CG,
(owned by New Orleans-based
International Corp) announced it
planned to move the Mobile operation to the Elaine Street Wharf
at the Port of New Orleans.
Elaine Street is backed by a 60acre industrial area that has remained unused since the port
closed its Public Bulk Terminal
there more than a decade ago.
Before August’s Hurricane Katrina
the State of Louisiana upgraded
rail trackage and infrastructure at
the site while CG opened a new
ferry pier, allowing its service to
be shifted from Mobile in July.
Prior to the move, CG had
been transporting around 10,500
rail cars annually between Mexico
and the US using two 585ft long
self-propelled vessels, BALI SEA and
BANDA SEA, each with a capacity
for 60 rail cars.
Service capacity was expected
to be expanded to 25,000 cars annually at the larger New Orleans
facility, but Katrina’s devastation
there may delay this goal being
reached for some time, especially
if there is further storm damage
this year. ❏
Despite more container cranes being deployed on the Pacific coast, carriers such
as MSC still use geared tonnage to serve Mexican ports
Railbridge
Another cross-continent line has
been suggested in the southern
part of the country to link the
ports of Salina Cruz and Coatzacoalcos with high capacity rail. A
railway line already exists between
the two ports, and its use has been
October 2005
Section 7
8/11/05
12:20 AM
Page 29
WorldCargo
news
PORT DEVELOPMENT
Hurricane forces getting more powerful?
Ports are likely to face much higher insurance costs in the aftermath of hurricane Katrina, but in any case there is
mounting concern over the apparent increasing frequency and severity of hurricanes. A recent paper in Nature magazine
argues that hurricanes in the Atlantic and
Pacific regions are more than twice as destructive as they were 30 years ago.*
Kerry Emanuel challenges the common view that a 10 degC increase in
tropical ocean temperature should increase peak hurricane winds by five per
cent. Constructing a “power dissipation
index” (PDI) to measure the total dissipation of power over the lifetime of the
hurricane, he finds a “more than doubling
of North Atlantic and western North
Pacific PDI over the past 30 years.”
He finds duration has increased by
“roughly 60 per cent since 1949” and
annual average storm peak wind speed by
about 50 per cent over the same period.
Importantly, trends in the PDI over 30
years closely mirror trends in the sea surface temperature. Recorded temperatures
increased by 0.5 degC over the same period, suggesting the affect of global warming on hurr icane strength is much
stronger than previously thought.
* Increasing Destructiveness of Tropical
Cyclones over the past 30 years. Nature,
Vol436/4 August 2005, Kerry Emanuel,
Massachusetts Institute of Technology.
speeds are increasing then McCarthy says
overturning moments will need to be
reconsidered. Overturning moments are
proportional to wind speed squared.
“A small increase in wind speed can
cause a significant increase in tie-down
uplift force, especially if the factored overturning and righting moments are similar in magnitude,” says McCarthy.
However, in the absence of any hard
information that peak winds are increas-
ing, both McCarthy and Rich Phillips
from Casper Phillips & Associates (CP&A)
in Tacoma (Wa) independently emphasise their main concerns are in the area of
the tie-down system and the attachment
to the wharf structure in particular.
“We have reviewed many hurricanerelated failures worldwide and have not
seen a single crane structure fail first in a
hurricane. In our experience, the tiedown system has always been the weak
link. Most failures that we’ve investigated
would have likely failed at wind speeds
well below their respective design wind
speeds due to design or fabrication deficiencies, or both,” says McCarthy.
CP&A’s experience of accidents over
the last decade is that the primary cause
of the accident is the failure of the tiedown embedment in the dock. “We have
not seen a case where a properly sized
turnbuckle has failed,” said Phillips.“Most
of the time, the embedments were not
properly constructed and the actual pullstrength was much lower than the design.”
Proof not hard to find
A comparison between Typhoon Maemi
and Katrina bears out this point precisely.
Maemi felled nine cranes but the rest of
the terminals suffered little damage. Port
of New Orleans CEO Gary LaGrange
described a very different situation at the
port’s Napoleon Avenue container terminal after Katrina. The terminal was littered with “pancaked” containers but the
cranes were still standing, although some
of the sides had been blown off the cabs.
LCI’s view is that “ideally tie-down
wharf hardware should be load tested after installation.” CP&A adds that this is
seldom undertaken, but “we believe it
would be prudent for ports subject to hurricanes, typhoons or cyclones to test the
dock embedments by pulling on them
and verifying they can develop the design strength.
“If a hurricane comes, adds CP&A,
it will perform the same pull test on
the embedment and the consequence
of failure is slightly more catastrophic
than during a controlled test.” ❏
Dramatic findings
The findings are dramatic and have been
interpreted by general news media as evidence that global warming has doubled
the strength of hurricanes, but they have
to be carefully considered in the context
of container crane design and safety issues. A recent spate of crane losses and
damage in hurricanes and wind events has
sparked concern that wind is becoming
an increasing problem and crane standards might be inadequate, but there is no
real evidence that this is the case.
Emanuel notes that “basic theory establishes a quantitative upper bound on
hurricane intensity, as measured by maximum surface wind speed, and empirical
studies show that when accumulated over
large enough samples, the statistics of
hurricane intensity are strongly controlled by this theoretical potential intensity.”
In other words the evidence is that average wind speed during hurricanes is increasing as is the duration of the storms
themselves, but not the peak wind speed.
What should concern the industry is
the implication that “one-in-x-years”
weather events are becoming more common and hurricanes are lasting longer,
covering a wider area and maintaining
more strength when they hit shore.Therefore, container yards, buildings and other
structures not specifically designed to
withstand hurricanes are more likely, if
Emanuel’s thesis is correct, to suffer damage than they were in the past.
Crane design
Commenting on what Emanuel’s findings mean for crane design Patrick
McCarthy, structural designer with
Liftech Consultants, Inc (LCI) in Oakland
(Ca), explains that “today’s structural crane
design for hurricane storm wind is typically based on a 50-year mean recurrence
interval, 3-s gust wind speed, based on
the ASCE-7 standard.
Crane structures designed for the US
East and Gulf coasts 30 years ago were
typically designed to a somewhat conservative full-height-wind pressure, as less
information was available at the time. Statistically, there is a 45 per cent chance that
a structure will experience a 50-year MRI
wind speed in 30 years. This means that
nearly half of the cranes designed 30 years
ago have likely already been hit with a
50-year MRI wind, and have survived.”
However, if hurricanes are lasting
longer and hitting harder it follows that
cranes will be more likely to experience
peak design speeds over their lifetime.
“The 50-year MRI represents a two per
cent likelihood of a storm hitting a given
location in any given year. If the likelihood of a hurricane hitting a location
increases due to storms lasting longer, we
would expect the ASCE-7 wind standard to gradually increase in hurricane regions,” said McCarthy.
If the 50-year wind speed increases or
there is evidence that actual peak wind
October 2005
29
Section 7
16/11/05
12:15 PM
Page 30
WorldCargo
news
PORT DEVELOPMENT
Rebuilding ports after Katrina
Within a one month span, hurricanes Katrina and Rita have impacted over 20 ports in the Gulf
of Mexico that are members of
AAPA and many other private and
public ports in the region. The
impact of these hurricanes has
varied, with the largest impact on
the ports of Louisiana,Texas, Alabama and Mississippi.
For several ports, including
New Orleans, the impact has been
considerable. Some of the facilities may need to be relocated and
it will take months if not years to
recover fully. In New Orleans, we
are only 20 per cent operational.
Vital rôle
US ports and waterways handle
over 2 bill tons of cargo annually.
Much of that commerce flows
through the impacted ports in
Louisiana, Texas, Alabama and
Mississippi. These ports are heavily linked to the USA’s petroleum,
grain, other agri-products, fruit,
poultry, coffee, chemical and steel
trades. The Port of New Orleans
serves as the focal point for
This is an edited version of a statement
made last month by Gary P
LaGrange, president and CEO of the
Port of New Orleans and current
chairman of the American Association
of Port Authorities (AAPA) to the US
Senate Committee on Finance in
relation to the community rebuilding
needs in the aftermath of hurricanes
Katrina and Rita. It was released
through AAPA’s communications
director Aaron E Ellis
waterborne transport of cargo to
28 states. That cargo activity supported $37 bill in economic benefits to the country and generated
$2.8 bill in federal tax revenue.
Agricultural products from 17
Midwestern states flow through
the Mississippi River. Over half of
US grain exports depart from
ports impacted by Katrina. Oil,
agriculture and chemicals rely
heavily on the infrastructure provided in these port areas.
Chicken run
Additionally, these Gulf ports serve
as one of the USA’s largest gateways for poultry exports. The in-
leans. The cost of diverting steel
imports from New Orleans would
increase their price by an estimated $80 to $90/tonne because
of reduced access to inland barge
and rail transportation systems and
associated delay costs.
Key points
Gary P LaGrange
ability to handle frozen poultry
products through unique dockside
facilities would affect the industry worldwide. Estimates for the
Port of New Orleans shows that
relying on less efficient means to
transport these products would increase costs by $7-to-$8/ton,
which would make US poultry
products uncompetitive in the international marketplace.
Steel is another commodity
handled by the Port of New Or-
There are several factors that are
important for the recovery of the
Port of New Orleans:
● quickly reopening the channel
● restoring communications
● getting a power source (electrical or fuel-generated)
● manpower
● repairing facilities and intermodal connections.
Hurricane Katrina completely
shut down the Port of New Orleans. The port has limited electricity, water, sewage and other
services and its terminals were severely damaged by storms and
subsequent flooding.
The total closure of the port
affected not only the economy
of southeast Louisiana, but the
whole country. In 2004 alone,
Immediate post-Katrina aerial shots of New Orleans’ Industrial Canal zone
(above) and the Port of Gulfport, by US Navy and NOAA respectively
more than 380,000 jobs in the
US were dependent on cargo
activity at the port.
Struggling
ECC
East Coast Cranes & Electrical Contracting, Inc
Specializing in Port Facilities Serving the Americas
Cranes, RTGs, RMGs
Straddle Carriers
●
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Refurbishments
Relocations
Offload & Assembly
Electrical
Contracting
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Yard Lighting
High Voltage Distribution
Reefer Receptacles
NEW IN 2005
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Port Technical Training Institute
5,400 Sq. ft training Facility in Elizabeth, NJ
Hands on training programs for Port Maintenance Personnel
Telecom & Security
Systems
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Security Systems
Camera Systems
Scanners
Website: www.eastcoastcranes.com
Email: [email protected]
Phone: 732-866-1767
Fax: 732-683-1433
KOCKS and KE –
The Heavy Duty Specialists
»Dealers welcome«
KE Kranbau Eberswalde
Heegermühler Straße 64
D-16225 Eberswalde
Phone: +49 (0)33 34-62-0
Fax: +49 (0)33 34-62 23 08
[email protected]
www.kranbau-eberswalde.de
30
Container handling and loading of bulk goods in
KOCKS Krane International and KE Kranbau Ebers-
ports and terminals: The names of KOCKS Krane
walde belong to the KIROW group and are special-
International and KE Kranbau Eberswalde stand for
ized in hoisting and moving heavy loads under hard
reliable and progressive technical advances.
conditions. They are the HEAVY DUTY SPECIALISTS:
KOCKS Krane International
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D-28757 Bremen
Phone: +49 (0)4 21-66 01-0
Fax: +49 (0)4 21-66 01-367
[email protected]
www.kockskrane.de
The port is currently operating at
only 20 per cent of its pre-Katrina
level. It is still struggling with a
limited workforce and the ability
to move the cargo in and out of
the port. Intermodal connections
are still a challenge. Mississippi and
some Texas ports face similar problems. The roads and rails need to
be repaired and/or rebuilt, and
workers need basic housing in
order to work long-term.
Another challenge will be
cleaning up the ports. As well as
wind damage, several ports impacted by Katrina and Rita have
spoiled cargoes that must be disposed of and storage sheds that
must be replaced or repaired.
Based upon post-Katrina engineering and other studies, the
Port of New Orleans estimates
that $1.7 bill is needed to rehabilitate, replace and/or improve
port facilities damaged by Katrina
and Rita. Other ports in Louisiana,Alabama,Texas and Mississippi
also face substantial costs to repair
and rebuild facilities.
The Port of New Orleans is
the primary economic engine for
the region. If it returns to full operations, the region will follow.
With repaired port and intermodal infrastructure and a return of
the workforce, the port will be a
major factor in the business and
economic revitalisation so desperately required for the region.
AAPA has surveyed members
impacted by Katrina and Rita to
determine what extra help they
can recommend the federal government provide during natural
disasters to get ports up and running quickly. Four recommendations relate to the Army Corps of
Engineers:
● Pre-position generators to public ports to restore trade quickly
● Repair and restore jetties damaged by storms to ensure safe entry
● Provide engineering analysis of
damaged and remaining structures
at public ports
● Revise legislation which limits
the Corps’ ability to accept FEMA
funds and additional missions.
Unprecedented
Katrina struck an unprecedented
blow against New Orleans and
other areas of the Gulf Coast.The
New Orleans area has been depopulated, leaving no revenue base
for some municipal bondholders
to rely on for repayment. Legislation is needed to help make pay-
ments and ensure adequate access
to capital markets in the future.
Federal guarantees must be allowed behind certain municipal
bonds to allow tax exempt borrowing for reconstruction. In addition, temporary relief should be
granted from provisions of the tax
code related to tax-exempt bonds
which normally inhibit their issuance.The port also believes that
limits on bonding caps for public
or private entities in the region
should be waived.
Other disasters
While Katrina was a huge national
disaster, there have been other disasters, both natural and man-made,
that have impacted US ports. Several ports in Florida were surveyed
about the impact of hurricanes
and the federal response.
Last year several hurricanes hit
Florida ports. The storms moved
a large amount of sand into entrance channels. As in New Orleans, the Coast Guard and the
Corps of Engineers worked cooperatively and quickly to do
emergency dredging, but for some
ports funding was a problem.
In California, the biggest natural disaster threat is from earthquakes. The Port of Oakland reports that it took almost a year to
fix the damage caused by the
earthquake of October 1989.
Public agencies such as the
Port of Oakland looked to FEMA
as a principal source of funds for
recovery from national disasters.
FEMA may grant funds to public
agencies up to 75 per cent of the
damages or losses incurred.
In California, the State picks
up 75 per cent of the non-federal
portion, leaving the local agency
the burden of the remaining 6.25
per cent of the costs. FEMA came
in quickly to assess the damage and
develop a preliminary assessment
of the earthquake’s damage.
Wide gap
There was a chasm, however, between port and FEMA estimates
on the cost of recovery. A San
Francisco newspaper reported that
this was not unique. Part of the
problem may have been a lack of
relevant training and experience
among FEMA inspectors.
The newspaper noted that all
FEMA estimates were far below
city estimates.The reimbursement
process also was lengthy and could
be improved. The port expedited
it to get the repairs going quickly
and often this does not work well
with the FEMA requirements.
Streamlining the reimbursement
process would help. ❏
October 2005
Section 6
4/11/05
7:22 AM
Page 31
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Section 6
16/11/05
11:52 AM
Page 32
WorldCargo
news
CARGO HANDLING
RTG production soars to record high
A record-breaking 679 RTGs are
due for delivery in 2005 and 530
are already booked for 2006
The latest WorldCargo News survey of yard gantry crane manufacture confirms that RTG production will again break all records
in 2005 and is staying strong for
2006. A massive 679 RTGs were
booked for delivery throughout
2005, according to data held at late
third quarter, while 530 are already
due next year.This compares with
565 delivered in 2004 and 402
during 2003. RTG output has
therefore jumped by a further 20
per cent during 2005, after rising
40 per cent in the preceding year.
This increase is greater in value
terms, as higher steel costs have
pushed up average RTG prices by
over 20 per cent during 2005, to
well above US$1 mill per unit.
Overall output could still be
greater in 2005, as some additional
fast-track orders may yet be placed
in the final quarter and possibly
lift the final delivery figure to
nearer 700. The overall total for
2006 is already certain to substantially exceed 2005, given that there
is still plenty of time for additional
contracts to be placed for conclusion that year.
Supply base strong
Despite the rapid increase in output, there is no shortage of global
manufacturing capacity and few
of the order backlogs witnessed in
past years. Most top suppliers,
headed by market leader, Shanghai Zhenhua Port Machinery Co
(ZPMC), have increased RTG
production capability, either by
expanding their main plants, setting up offshore subsidiaries, or
entering into further foreign collaboration or license agreements.
./6!4%#(
32
Table 1: Summary of known contracts for RTGs due for completion during 2005-6 and onward (data current for 3Q/2005)
Supplier
Customer/Location
Doosan HI
Global Ent
Doosan HI
Korea Express
Doosan HI
PP-2 Singapore
Doosan HI
PP-2 Singapore
Noell China
Xiangyu Xiamen
Noell China
Shanghai Waigaoqiao
Noell China
Shekou CT III
Noell China
Haitian Xiamen
Noell China
QHC Quanzhou
Noell China
Ningo Beilun IV
Noell China
Ningbo Daxie
Noell Group
P&O Chennai
Noell Group
P&O Qasim
Reggiane
CCT (P&O) Vancouver
Reggiane
MSC Valencia
FELS Cranes
PAT Bangkok
FELS Cranes
CONCOR Tughlakbad
FELS Cranes
CONCOR Dhandari Kalan
FELS Cranes
NBCT Penang
FELS Cranes
Northport Klang
FELS Cranes
PA Kolkata
Gulf Port Cranes
Marport, Harita
Gulf Port Cranes
PA Mautirius
Gulf Port Cranes
Hutchison, Gdynia
Gulf Port Cranes
RGCT Kochi
Hyundai Samho
Dongbang, Busan
Hyundai Samho
Kukje, Busan
Impsa
TPT Tanjung Pelepas
Impsa
Tecon Rio Grande
Kalmar
LCB1 Laem Chabang
Kalmar
Liscont, Lisbon
Kalmar
OPCSA Las Palmas
Kalmar
TerCat Barcelona
Kalmar
Kumport, Istanbul
Kalmar
KPA Mombasa
Kalmar
Santos
Kalmar
Shanghai Yangshan
Kalmar
Cosco, Yangzhou
Kalmar
TPS Valparaiso
Kalmar
CTA Athus
Kalmar
Global NY&NJ
Kalmar
TCT Bandar Abbas
Kalmar
BCT Gdynia
Kalmar
TCP Paranaguá
Kalmar
ESLCT Laem Chabang
Kalmar
MCT Tallinn
Kalmar
PA Sudan
Kalmar
Mardas, Ambarli
Kalmar
BACTSSA Buenos Aires
Kalmar
SCT Bandar Abbas
Kalmar
GTI Nhava Sheva
Kalmar
SPRC Cartagena
Kalmar
undisclosed
Kalmar
undisclosed
Konecranes
MarVal Valencia
Konecranes
APMT New York
Konecranes
PA Houston
Konecranes
PATT Point Lisas
Konecranes
BNSF LA Hobart
Konecranes
Multi-Link, St Petersburg
Konecranes
CMA-CGM Malta Freeport
Konecranes
APMT Los Angeles
Konecranes
Bayport, Houston
Konecranes
GPA Savannah
Konecranes
APMT Tacoma
Konecranes
P&ON Los Angeles
Konecranes
SPA Charleston
Konecranes
undisclosed
Konecranes
undisclosed
Konecranes
undisclosesd
Liebherr
Khorfakkan
Liebherr
Termont Montreal
Liebherr
Cast Montreal
Liebherr
DFT Dublin
Liebherr
Petrolesport St Petersburg
Mitsubishi
ACHC Alexandria
Mitsubishi
JPB Johor
Mitsubishi
TCB Nagoya
Mitsubishi
NUCT Nagoya
Mitsui ESB
Aomi, Tokyo
Mitsui ESB
TIPS Laem Chabang
Mitsui ESB
Husky CT Tacoma
Mitsui ESB
ITS Long Beach
Mitsui ESB
NUCT Nagoya
Mitsui ESB
Suzue Yokohama
Mitsui ESB
TTI Long Beach
Mitsui ESB
Evergreen Kaohsiung
Mitsui ESB
PA Hibikinada
Mitsui ESB
Exolgan, Buenos Aires
Mitsui ESB
TICT Tokyo
Mitsui ESB
Daito Tokyo
SPMP
Shanghai Yangshan
SPMP
PA Yingkou
SPMP
PA Tianjin
SPMP
XICT Xiamen
Sumitomo
PA Da Nang
TCM
NYK Kaohsiung
TCM
“Sankyu, Kobe”
TCM
NUCT Nagoya
TCM
PA Tomakomai
TCM
“Kamigumi, Tokyo”
TCM
MOL Kobe
TCM
“K-Line, Tokyo”
TCM
PA Yokohama
TCM
YCB Yokkaichi
TCM
“Kamignmi, Fukuyama”
ZPMC
PA Rizhao
ZPMC
MTC Los Angeles
ZPMC
SPCC Shanghai
ZPMC
SPCC Shanghai
No
Delivery
SWL/Lift Height
Span
Wheels
2
3
42
80
5
6
12
12
3
28
9
4
2
14
16
6
2
2
8
4
5
25
4
4
4
3
1
15
4
3
2
4
3
1
6
5
3
2
2
1
2
1
5
3
2
2
4
6
4
5
29
8
3
3
3
4
7
3
2
2
10
11
12
10
2
5
16
4
9
8
6
2
3
1
2
2
3
12
1
2
2
2
5
1
6
9
12
7
3
2
2
8
10
2
5
2
2
2
2
1
1
2
2
2
5
1
4
6
2
3
1Q/05
1Q/05
2005
2006
1Q/05
1Q/05
2Q/05
2Q/05
2Q/05
2Q-3Q/05
3Q/05
1Q/05
2Q/05
1Q/06
2006
2005
2005
2005
2005
2006
2006
2005
2005
2005
2005
2Q/05
3Q/05
2005
1Q/06
2005
2005
2005
2005
2005
2005
2005
2005
2005
2005
2005
2005
2005
2005-6
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2Q/05
2Q/05
2Q/05
3Q/05
3Q/05
4Q/05
4Q/05
2005-6
2006
2006
2006
2006
05-11/2006
2006
2006
2006
2Q/05-2Q/06
2Q/05
2Q/05
3Q/05
2Q/06
2Q/05
3Q/05
4Q/05
4Q/05
1Q/05
1Q/05
2Q/05
2Q/05
2Q/05
2Q-3Q/05
2Q-4Q/05
4Q/05
2005-6
1Q/06
1Q/06
1Q/06
1Q/05
2Q/05
2Q/05
4Q/05
1Q/05
1Q/05
1Q/05
1Q/05
1Q/05
1Q/05
2Q/05
3Q/05
3Q/05
4Q/05
4Q/05
1Q/05
1Q/05
1Q/05
1Q/05
40.6t/1 over 5
40.6t/1 over 5
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41t/1 over 5
40t/1 over 5
40.5t/1 over 6
41t/1 over 5
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40.6t/1 over 5
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40.5t/1 over 5
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50t/1 over 5
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40t/1 over 5
40t/1 over 5
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45t/1 over 5
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40t/1 over 5
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40t/1 over 3
50t/1 over 5
40t/1 over 5
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40t/1 over 4
40t/1 over 4
40t/1 over 6
40t/1 over 5
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50t/1 over 6
40t/1 over 5
40t/1 over 5
50t/1 over 5
50LT/1 over 5
50LT/1 over 4
50t/1 over 5
50LT/1 over 5
40t/1 over 6
50t/1 over 5
50LT/1 over 5
50LT/1 over 5
50LT/1 over 5
50LT/1 over 5
50LT/1 over 5
50LT/1 over 5
50t/1 over 5
40t/1 over 5
50t/1over 5
40.6t/1 over 5
50t/1 over 5
40.6t/1 over 4
40.6t/1 over 5
40.6t/1 over 5
40t/1 over 5
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40.6t/1 over 4
40.6t/1 over 4
37t/1 over 5
40.6t/1 over 4
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40.6t/1 over 4
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40.6t/1 over 5
40.6t/1 over 5
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40t/1 over 5
40.6t/1 over 4
40.6t/1 over 5
40t/1 over 5
40.5t/1 over 4
40.5t/1 over 4
41t/1 over 4
36t/1 over 4
40.6t/1 over 4
40.6t/1 over 4
40.6t/1 over 4
40.6t/1 over 4
40.6t/1 over 4
40.6t/1 over 4
40.6t/1 over 5
40.6t/1 over 4
40.6t/1 over 4
40.6t/1 over 4
40t/1 over 5
40LT/1 over 4
6t/1 over 8
6t/1 over 2
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
4 +1
7 +1
7 +1
6 +1
6 +1
6 +1
7 +1
6 +1
6 +1
6 +1
11 +1
11 +1
7 +1
7 +1
6 +1
7 +1
6 +1
6 +1
7 +1
6 +1
7 +1
6 +1
6 +1
7 +1
9 +1
6 +1
6 +1
5 +1
6 +1
6 +1
6 +1
6 +1
9 +1
6 +1
6 +1
7 +1
6 +1
6 +1
8 +1
6 +1
6 +1
6 +1
6 +1
6 +1
7 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6+1
6 +1
6+1
6+1
7 +1
6 +1
6 +1
7 +1
6 +1
7 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
14 +1
3 +1
8
8
16
16
8
8
8
8
8
8
8
8
8
8
8
16
16
16
8
8
8
16
8
8
8
16
16
8
8
8
16
8
8
8
16
16
8
8
8
8
8
8
8
16
8
8
8
16
8
8
8
8
8
8
8
16
16
8
16
16
8
16
16
16
16
16
16
16
16
8
16
16
8
8
16
8
8
16
16
8
8
8
8
16
8
8
8
16
8
8
8
8
8
8
8
8
8
8
16
8
8
8
8
8
8
16
Drive/Type
Spreader
Siemens ac
RAM
Siemens ac
RAM
Yaskawa ac
RAM
Yaskawa ac
RAM
Noell-Siemens ac
Noell-Siemens ac
Elme
Noell-Siemens ac
Noell-Siemens ac
Elme
Noell-Siemens ac
Noell
Noell-Siemens ac Noell/Elme
Noell-Siemens ac
Noell
Noell-Siemens ac
RAM
Noell-Siemens ac
RAM
GE ac
Bromma
ABB ac
ABB ac
Siemens ac
ABB ac
ABB ac
ac
ac
ac
ac
Seoho ac
Seoho ac
IMPSA-Siemens ac
IMPSA-Siemens ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Konecranes ac
Liebherr dc
Liebherr dc
Liebherr dc
Liebherr ac
Liebherr ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Yaskawa ac
Fuji ac
Fuji ac
Yaskawa ac
Yaskawa ac
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Kalmar
Kalmar
Kalmar
Bromma
Kalmar
Kalmar
Kalmar
Bromma
Bromma
Bromma
Bromma
Kalmar
Kalmar
Kalmar
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Stinis
Bromma
Bromma
Elme
Bromma
Elme
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
Bromma
MHI
MHI
MHI
MHI
MES
Bromma
MES
MES
MES
MES
MES
MES
MES
MES
MES
MES
Elme
SPMP
SPMP
Elme
Sumitomo
TCM
TCM
TCM
TCM
TCM
TCM
TCM
TCM
TCM
TCM
ZPMC
ZPMC
ZPMC
ZPMC
October 2005
Section 5
16/11/05
1:48 PM
Page 33
WorldCargo
news
CARGO HANDLING
ZPMC has increased its crane
building capacity by progressively
enlarging existing facilities in
China, while Kalmar has opened
a new manufacturing subsidiary in
Shanghai. Fantuzzi Noell Group
is similarly stepping up production
at the Noell China factory.
The former Noell Preussag
IMAC plant in Abu Dhabi now
trades independently as Gulf Port
Cranes (IMCC/Gulf Piping ) and
has won sizeable orders. Doosan
HI has also increased production
at its home site, while capacity has
been augmented by Konecranes,
TCM, FELS and Impsa.
Big series
In all 14 suppliers have been building RTGs during 2005, only nine
of which have supplied details of
production planned for 2006.The
current tally for 2006 is distorted
by several very large orders - most
notably one covering 80 RTGs for
PSA Pasir Panjang Phase 2.
Yet others concern 42 RTGs
for Yantian, 29 for Gateway Terminal India (GTI), 23 for MTL
(CT9) in Hong Kong, and 21 for
Felixstowe. This combined business alone makes up almost 40 per
cent of deliver ies cur rently
planned for 2006, and has likely
been notified ahead of many
smaller contracts requir ing a
shorter production time.
Notwithstanding the trend towards larger “rolling” production
runs, this year has witnessed the
placing of a record number of individual contracts.The total numbered over 100 for the first time,
with very few terminal customers purchasing their RTGs from
more than one supplier.
Amongst the exceptions were
Ningbo Daxie, ShanghaiYangshan
and NUCT Nagoya, each of
which sourced from at least two
different names. Most deliveries in
2005 have concerned batches of
less than a dozen cranes, although
October 2005
the year was marked by a few large
orders, again headed by Singapore,
which took 42 RTGs in two lots.
Other ports to receive over 20
RTGs in a single (or repeat) batch
were Jebel Ali, ShanghaiYangshan,
Ningbo (Beilun CT), Marport
and Lianyangang.
ZPMC has accounted for a big
share of the above, alongside
Doosan HI and Gulf Port Cranes.
ZPMC is carrying out three of the
largest contracts to be notified so
far for 2006, although Doosan has
again secured the biggest single
order (PSA) and Kalmar Industries
is to supply the new GTI project.
ZPMC’s position of strength
is underpinned by the importance
of the Chinese RTG market. Ports
there have long accounted for the
majority of contracts, taking over
35 per cent of all RTG deliveries
in 2004 and 43 per cent in 2005.
The latter equated to almost 300
RTGs and over 100 are already
due for delivery in 2006. No other
single country, or even region,
comes close to rivalling the purchasing rounds of the Chinese.
Standing tall
The 1 over 5 RTG is now the
standard for most ports, both in
China and elsewhere, displacing its
1 over 4 counterpart. It made up
over 60 per cent of deliveries in
2004 and due for 2005, and nearer
70 per cent of those so far planned
for 2006. The latter already
amounts to over 340 cranes, and
compares with 422 delivered in
2005 and 361 in 2004.The global
manufacture of out-sized RTGs,
stacking 1 over 6 or 1 over 7, is
also increasing and topped 100
units for the first time in 2005.
A total of 129 units of these
heights are scheduled to enter
service, 91 of which will stack 1
over 6. A further 119 are already
contracted for 2006 delivery, including 101 stacking 1 over 6. In
2004, the combined total was 85,
Supplier
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
Customer/location
No.
Delivery
SWL/Lift height
Span
WHCT Zhangjiagang
PA Gwadar
CCT Chiwan
CCT Chiwan
HIT Hong Kong
ICT Inchon
FQW Quanzhou
DPCT Dalian
PSCCH Port Said
Ningbo Daxie
Shenzhen Mawan
Guangzhou Xinsha
Sun Kwang Inchon
SPS Salalah
PA Nansha
KPA Mombasa
Shekou CT III
TSI Vancouver
NOCT Lianyangang
LBCT Long Beach
SSA Seattle
Tecon Suape
NCCT Qinzhou
Yang Ming Terminals
PA Beirut
ACT Aqaba
SPCT Shanghai
PA Huizhou
THCC Tianjin
DCT Dalian
DPA Jebel Ali
PCT Pyeong Taek
Shanghai Yangshan
TICT Taicang
HKTL Busan
HKTL Busan
SAOG Sultan Qaboos
China Shipping Zhanjiang
HLCT Laem Chabang
Libra CT Santos
PA Felixstowe
SCCHC Port Said
PICT Karachi
MIT Coco Solo
QCT Fuzhou
JCT Fuzhou
Evergreen Los Angeles
PA Chittagong
ACCHC Alexandria
YICT Yantian
YICT Yantian
CCT Coco Solo
KIT Kwangyang
APMT Algeciras
MTL Hong Kong
2
2
12
14
8
2
3
12
2
3
12
6
2
8
16
4
12
8
20
6
8
2
3
2
4
4
10
2
4
17
54
7
48
11
3
9
2
2
9
7
21
14
6
12
2
10
3
3
2
12
30
2
1
17
23
1Q/05
1Q/05
1Q/05
2Q/05
2Q/05
2Q/05
2Q/05
2Q/05
2Q/05
2Q/05
2Q/05
2Q/05
2Q/05
3Q/05
3Q/05
3Q/05
3Q/05
3Q/05
4Q/05
4Q/05
4Q/05
4Q/05
4Q/05
4Q/05
4Q/05
4Q/05
4Q/05
4Q/05
4Q/05
1Q/05-2Q/06
2Q/05-1Q/06
2Q/05-4Q/06
3Q/05-2Q/06
3Q/05-2Q/06
1Q/06
3Q/06
1Q/06
1Q/06
1Q/06
1Q/06
1Q-2Q/06
1Q-3Q/06
1Q-3Q/06
2Q/06
2Q/06
2Q and 4Q/06
2Q/06
2Q/06
3Q/06
3Q/06
3Q/06
3Q/06
3Q/06
3Q/06
4Q/06
40.6t/1 over 5
40t/1 over 4
50LT/1 over 6
50LT/1 over 6
41t/1 over 6
40t/1 over 5
40.5t/1 over 5
41t/1 over 5
40t/1 over 5
50t/1 over 5
50LT/1 over 6
40.5t/1 over 5
40t/1 over 5
40LT/1 over 5
40t/1 over 5
40t/1 over 5
40.5t/1 over 6
60LT/1 over 5
41t/1 over 5
50LT/1 over 5
50.8LT1 over 6
41t/1 over 5
40LT1 over 5
40t/1 over 5
40t/1 over 5
50t/1 over 5
40t/1 over 4
40t/1 over 5
50.8t/1 over 4
41t/1 over 5
41t/1 over 7
40.6t/1 over 5
40t/1 over 5
40LT/1 over 5
40.6t/1 over 5
40.6t/1 over 5
40t/1 over 5
41t/1 over 5
40.6t/1 over 6
40t/1 over 6
40t/1 over 5
50t/1 over 5
40LT/1 over 5
50LT/1 over 6
40.5t/1 over 4
40.5t/1 over 4
40LT/1 over 5
40t/1 over 5
40t/1 over 5
41t/1 over 5
41t/1 over 6
40LT/1 over 5
41t/1 over 5
50t/1 over 5
50LT/1 over 6
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
7 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
7 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
7 +1
7 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
7 +1
7 +1
7 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
6 +1
Wheels
Drive type
Spreader
Fuji ac
Fuji ac
Yaskawa ac
Fuji ac
Fuji ac
ABB ac
Fuji ac
Fuji ac
Siemens ac
Fuji ac
Yaskawa ac
Yaskawa ac
ZPMC-Siemens ac
Fuji ac
Fuji ac
Fuji ac
Fuji-Yaskawa ac
ABB ac
Fuji ac
ABB ac
Fuji ac
ZPMC-Siemens ac
Fuji ac
Siemens ac
ABB ac
ZPMC-Siemens ac
Fuji ac
Fuji ac
Fuji ac
Fuji ac
Siemens ac
ZPMC-Siemens ac
Fuji ac
Fuji ac
Siemens ac
Siemens ac
Fuji ac
Fuji ac
Fuji ac
ZPMC-Siemens ac
Siemens ac
ZPMC-Siemens ac
Fuji ac
ABB ac
Yaskawa ac
ZPMC
ZPMC
RAM
RAM
ZPMC
ZPMC
ZPMC
ZPMC
Bromma
Bromma
RAM
ZPMC
ZPMC
ZPMC
ZPMC
Bromma
ZPMC
ZPMC
Bromma
ZPMC
Bromma
ZPMC
Bromma
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
Bromma
ZPMC
ZPMC
ZPMC
Bromma
ZPMC
ZPMC
ZPMC
Bromma
ZPMC
Bromma
ZPMC
ZPMC
Bromma
Bromma
ZPMC
Elme
RAM
RAM
ZPMC
Yaskawa ac 5 and Fuji ac 5
Fuji ac
Fuji ac
ZPMC-Siemens ac
Yaskawa ac
Fuji ac
Fuji ac
Siemens ac
Siemens ac
Fuji ac
Bromma
33
Section 5
16/11/05
1:56 PM
Page 34
WorldCargo
news
CARGO HANDLING
Table 2: Summary of known contracts for RMGs due for completion in 2005-6 and onwards (data current for third quarter 2005)*
Supplier
Baltkran
Doosan HI&C
Gottwald PT
Gottwald PT
Hans Künz
Hans Künz
Hans Künz
Hans Künz
Hans Künz
Hans Künz
Hyundai Samho HI
Hyundai Samho HI
Kalmar Ind
Konecranes
Konecranes
MAN-Takraf
SPMP
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
ZPMC
Customer/Location
No
Delivery
SWL/Lift Height
Span
Drive/Type
Spreader
ICT, St Petersburg
PNCT Busan
AGT Antwerp
Hupac, Busto III
CTA Hamburg
CTA Hamburg
DB Ulm-Nord
EMS Dörpen
Ennshafen
WELG Warstein
Sunkwang Co, Inchon
PNCT Busan
Rotterdam
BIFT Brimingham
APMT Portsmouth
Patrick, Port Botany
PA Yangshan Luchao
KPA Mombasa
ECT Rotterdam
GMP Le Havre
GTI Nhava Sheva
APMT Zeebrugge
Euromax Rotterdam
Euromax Rotterdam
1
81
4
6
4
4
2
1
1
1
4
5
17
2
30
5
4
2
37
1
3
2
58
2
3Q/05
2005-9
2Q/06
3Q/05
2005
2005
2005
2005
2005
2005
2005
2005
2004-5
2006
2006-7
3Q/05
4Q/05
3Q/05
2005-6
1Q/06
3Q/06
3Q/06
2006-7
2006-8
41t/1 over 3
40t/1 over 6
35m
28m
Siemens ac
Siemens ac
RAM
RAM
41t/1 over 3
42t/1 over 4
42t/1 over 6
41t/14m
41t/16m
40t/25m
40t/20m
40.6t/1 over 6
50t/1 over 6
40t/13m
40t/
40t/1 over 5
65t/1 over 3
40.5t/20m
40t/1 over 5
45t/1 over 3
65t/1 over 5
50t/1 over 3
50t/1 over 3
40t/1 over 5
40t/1 over 3
38m
31m
40
40m
50m
46m
32m
36m
28m
20m
6 +1
33m
35m
24m
20m
23m
35m
30m
32m
32m
ABB ac
ABB ac
Künz
Künz
Künz
Künz
Seoho ac
Seoho ac
Kalmar-Siemens ac
Konecranes ac
TM/GE ac
ac
Siemens ac
Fuji ac
Siemens ac
Siemens ac
ZPMC-Siemens ac
ZPMC-Siemens ac
ABB ac
ABB ac
Hillgers
Bromma
Bromma
Hilgers
Smits
Smits
Elme
Bromma
Stinis
Bromma
SPMP
Bromma
Stinis
Bromma
ZPMC
ZPMC
ZPMC
* excludes barge-to-shore cranes, listed in earlier survey of ship-to-shore gantry cranes (see WorldCargo News, July 2005, pp20-23)
only 34 of which were 1 over 6.
By contrast, production of 1 over
4 stacking RTGs is largely static,
amounting to 119 in 2004 (or 21
per cent of the total) and 128 in
2005 (19 per cent). Just 26 of this
size are presently on order for arrival in 2006 (5.1 per cent).
RTG span is more resistant to
change, as befits its greater importance in fixing terminal layout.
Ports have less scope to alter stack
lane width than lifting height, and
so the majority are sticking with
6 + 1 (around 23.5m).
Seven up
In all, 77 RTGs of 7 + 1 width
will be built in 2005, compared
with 47 in 2004. Already 80 are
due for delivery in 2006. Next
year will also witness a delivery by
Kalmar of six machines spanning
9 + 1 to Mardas,Turkey.
But the 6 + 1 model continues to dominate, with 91 per cent
of output in 2004, 86 per cent in
2005 and > 75 per cent for 2006.
These percentages equated to 515
built in 2004, 585 in 2005, and 390
already purchased for 2006.
There is virtually no demand
for RTGs of smaller span than 6
+ 1, with BCT Gdynia and PAT
Bangkok being two exceptions.
Neither is there any significant
requirement for machines stacking lower than 1 over 4, at least
not by mainstream maritime or
inland ports. However, the traditional 8-wheel RTG model is still
produced in the greatest numbers,
with 16-wheelers accounting for
almost 350 of the total 1185 RTGs
due for delivery in 2005 and 2006
to date. Bromma continues to provide most RTG spreaders, although Ram and Elme have each
achieved a good showing during
2005-06 and many RTG manufacturers (and particularly Japanese
companies) are still pushing their
own in-house designs.
Clear number one
The RTG manufacturing sector
is now dominated by ZPMC, with
this name meeting a rising 40 per
cent share of construction carried
out respectively in 2004 and 2005,
and 50 per cent of that already
planned for completion in 2006.
Its RTG output topped 200 for
the first time during 2004, having
jumped over 50 per cent on 2003,
and will nearly reach 300 in 2005.
A total of 250 are already
booked for delivery in 2006. The
Chinese firm claims cumulative
orders for more than 1250 RTGs
since its start-up in the early 1990s,
but more than 1000 have been
booked since end-2001.Almost 40
different terminals were supplied
globally by ZPMC in 2005, with
20 already due to receive RTGs
during the coming year.
Chinese ports are responsible
for over 60 per cent of all deliveries in 2005, or 187 RTGs, with
the balance of 98 destined for terminals in South Korea, the Americas, Mid-East and Africa. Ports in
China account for 45 per cent of
ZPMC deliver ies cur rently
planned for 2006 (115 RTGs).
This will increase as many domestic contracts are placed and ful-
filled within a relatively short time.
Nevertheless, the company’s
foreign sales have already broken
all records in 2006, as ZPMC will
deliver at least 135 RTGs to terminals in Korea, the Mid-East,
North and South America and
North Europe. Mixed in amongst
the many repeat customers are a
few names new to ZPMC, including Chittagong Port Authority
and CCT Coco Solo and MIT
Manzanillo in Panama.
Pieces of eight
Most ZPMC RTGs are of 8wheel design and feature 1 over 5
stacking and traditional 6 + 1 span
width. Machines lifting 1 over 6,
have been ordered recently by
DPA Jebel Ali, Yantian, Libra
Santos and Hutchison Laem
Chabang, with 7 + 1 spanning
units destined for Felixstowe, Beirut, Alexandria and Karachi. The
company fits its own spreader to
most of its RTGs, with much of
the balance using Bromma.
The most important RTG
producer after ZPMC is currently
Fantuzzi Noell, although this
group achieved a lower sales volume in 2005 than in 2004. The
company accounted for 18 per
cent of all RTG deliveries in 2004,
when it built over 100 units for
the first time, but nearer 11.5 per
cent this year (81). With 30 currently booked, it contributes just
six per cent of orders already notified for 2006 delivery.
The Noell China plant is turning out 75 RTGs for terminals in
China this year, with the balance
for India. Again, most are of 8wheel type and feature 40 tonne
lift, 1 over 5 stacking and 6 + 1
span, Most ac drive systems are
usually sourced from Siemens, in
conjunction in Noell, but spreader
attachments are increasingly obtained from third party suppliers.
Both KCI Konecranes and
Kalmar Industries have been hard
on the heels of Fantuzzi Noell.
Kalmar has secured sizeable additional business, following the
opening of its new Shanghai assembly plant, and is set to achieve
a record sale of 36 RTGs this year.
Bookings for the coming year
are more than double this number,
with 73 already confirmed for
2006 delivery. By comparison,
Kalmar’s earlier RTG deliveries
averaged around 25/year during
five years prior to 2005.
The company is also now selling to a more varied customer base
as well, including 15 different terminals in 2005 throughout southern/eastern Europe, the Americas,
Mid-East and Africa, and in China.
A further dozen have already
placed orders for delivery in 2006.
As many are new as are repeat
customers, with the GTI business
representing one of Kalmar’s largest RTG contracts to date.Almost
half its recent output is of 16wheel type, while most also come
fitted with Kalmar “Smartrail”
tracking/positioning system and
can stack to at least 1 over 5.
Major player
Konecranes witnessed a drop in
output during 2005, as compared
to 2004, but has just held on to its
third ranking in terms of recent
RTG production. Its output of
over 50 RTGs in 2004 broke all
previous records and another high
is forecast for 2006. Deliveries
planned for that year are already
up to 70 units, while Konecranes
is separately constructing 30
RMGs for delivery to the US.
Many recent RTGs have also
been destined for US ports, including several new customers on
the US West Coast (P&O Ports in
Los Angeles and APMT in Los
Angeles and Tacoma). The company has more recently secured its
first order to Malta Freeport, now
managed by CMA-CGM, and
Point Lisas in Trinidad. The majority of Konecranes’ production
is its 16-wheel model, with 13 8wheel RTGs produced in 2005
and eight so far ordered in 2006.
Collective RTG output from
Paceco licensees similarly suffered
a small decline in 2005 (to 49),
although they had achieved their
best production rates in many
years during 2004, when 66 were
delivered. Few orders have as yet
been notified for 2006.
Mainly from Japan
An overwhelming share of recent
Paceco “Transtainer” business has
been carried out by Mitsui Engineering and Shipbuilding (MES),
with just a small handful coming
from two other active licensees,
Hyundai Samho Heavy Industries
and Paceco España. MES has
clearly benefited from the sizeable
ongoing business being placed by
Japanese ports, and is continuing
to supply various repeat (and new)
customers in the US as well.
A relatively large share of MES
output stacks 1 over 4 and has 8wheels. Two exceptions are
NUCT Nagoya and the new
Hibikinada development, which
are specifying 16 wheel machines,
while 1 over 5 stackers have gone
to Laem Chabang, TTI Long
Beach, Evergreen Kaohsiung and
new customer Exolgán in Buenos
Aires. The standard ac drive system offered by MES is from Fuji
and all its machines span 6 + 1.
Most other recent Japanese
business has been secured by
TCM, which experienced strong
demand in 2005 and sold 20
RTGs in all. This total was only
beaten previously in 2002, when
the company supplied 23, and it
was well up on 2004. Apart from
two units delivered to Kaohsiung,
all recent output has gone to terminals in Japan and was mostly
repeat business. Most of TCM’s
recent output has featured 1 over
4 stacking, 6 + 1 span and eight
Table 3: Summary of recent
RTG and RMG output
Year
2001
2002
2003
2004
2005
2006*
RTG
329
388
402
565
679
506
RMG
51
68
36
72
72
191
*Includes 102 RMGs for 2007-9
delivery
wheels. It also incorporates ac
drives from Yaskawa and TCM’s
own spreader as standard.
Much quieter
TCM’s long-standing r ivals,
Mitsubishi Heavy Industr ies
(MHI) and Sumitomo Heavy Industries (SHI), have been quieter
this year with neither reporting
any new orders in recent months.
SHI delivered just two units, toVietnam, in early 2005. MHI’s better showing of 18 is still a far cry
from 30-40 being delivered annually throughout the mid-1990s.
Another Chinese supplier,
Shanghai Port Machinery Plant
(SPMP), which retains some ownership link with ZPMC, will
achieve sales of at least 25 RTGs
in 2005, which beats its former
record of 22 achieved in 2003. All
are destined for ports in China and
mostly stack 1 over 4.They are also
8-wheelers, offering 40-tonne lift,
6 + 1 span and Yaskama ac drives.
Most remaining suppliers are
relatively small in terms of the
volumes being produced or size
of customer base. Doosan is producing RTGs in huge quantity,
but almost all for PSA. As mentioned, it initially won a contract
for 42 units in late 2004 and secured the follow-up business for
80 more during 2005.
All are of the same specification and feature 16-wheels, Ram
spreader and Yaskawa drives, although the latter, bigger tranche
attracted a 20 per cent higher price
for Doosan. All deliveries should
be concluded before end-2006.
Amongst other active names
are Liebherr, which is building for
repeat customers in Khorfakkan,
Montreal and Dublin, and for
Petrolesport in Saint Petersburg.
It remains one of the few RTG
producers still offering a dc drive
(of its own make). Impsa made its
debut in the RTG sector 2-3 years
ago. Currently it is working on 15
large units for Tanjung Pelepas,
Another “newcomer” is Gulf
Port Cranes. After announcing its
attention to bid independently for
RTG business in 2004, it successfully secured orders for 37 units
from five different terminal sites.
All are to be supplied in 2005, and
Table 4: Recent RTG output by supplier*
Supplier
ZPMC
Fantuzzi Noell
KCI Konecranes
Kalmar Industries
Doosan HI
Paceco licensees
FELS Cranes
SPMC
Gulfport Cranes
TCM
Impsa
Mitsubishi HI
Liebherr CC
Sumitomo HI
Others
Total
2004
224
102
54
25
4
66
26
16
6
7
7
6
18
4
565
2005
285
81
38
36
47
49
18
25
37
20
15
18
8
2
679
2006
250
30
70
73
80
8
9
4
6
530
* Ranked according to cumulative delivery from 2004 onward
Table 5: Recent RMG output by supplier*
Supplier
ZPMC
Doosan HI
KCI Konecranes
Hans Künz
Baltkran
Kalmar Industries
Hyundai Samho HI
Gottwald PT
Othersº
Total
2004
8
1
12
25
16
1
9
72
2005
15
16
13
1
1
9
6
11
72
2006**
90
65
32
4
191
* Ranked according to cumulative deliveries from 2004 onward
** Includes 49 units from ZPMC and 49 from Doosan for 2007-9 delivery
34
October 2005
Section 5
7/11/05
11:15 PM
Page 35
WorldCargo
news
CARGO HANDLING
for a new development in China. Hans
Künz, in addition to its CTA business, has
five units going to four different
intermodal customers in Germany. Producers such as Baltkran, Hilgers and
Fémont have been less active in the past
year. Baltkran took top ranking in 2004,
when it supplied 25 RMGs to various
inland terminals within Russia, but reported only one delivered in 2005. ❏
The new Gottwald RMGs at Hupac’s
terminal in northern Italy span 38m with a
9m cantilever. Lift height is 12.8m and SWL
is 41 tonnes under the DSD/Hillgers combispreader. Long travel speed is 140 m/min.The
RMGs have a trimming feature, which is useful
when handling trailers. This is made possible
by using two hoists specially developed and
configured by Gottwald. (See last month’s
WorldCargo News, p18)
KCI Konecranes has secured another order from
SPA Charleston, this time for 16 RTG-16s.
The deal is worth more than US$25 mill
will feature 1 over 5 stack and spreaders
from Bromma. The biggest contract has
been placed by Marport, Turkey which
specified 16-wheelers spanning 7 + 1.
In the hands of the few
Global RMGs manufacture is also continuing strong, but remains more erratic
than for the RTG sector and extremely
disparate in terms of contract sizes placed.
Overall output is expected to be the same
this year as last but will likely increase
sharply again in 2006 and then hold steady
throughout 2007 and 2008. Already a
record 89 RMGs are destined for 2006
delivery, compared with 72 in 2005, 72
in 2004 and just 36 during 2003. A further 43 are each forecast to arrive in 2007
and 2008 and 16 are booked for 2009.
This sizeable forward booking of
RMGs is explained by several very substantial rolling contracts, some of which
are due to continue to run for up to four
more years.The largest is an extension of
earlier business at Pusan Newport Container Terminal (PNC) with Doosan and
will now cover a total delivery of 81
robotised RMGs, at an average rate of 16
per year, between 2005 and 2009.Another
concerns 60 robotised RMGs, placed
with ZPMC or the planned Euromax
development in Rotterdam.
In addition, 30 robotised units have
been ordered from Konecranes for the
new APMT terminal at Portsmouth and
37 robotised RMGs (ASC type) are going to ECT in Rotterdam from ZPMC.
The latter purchase has been split across
2005-06 (13 this year and 24 next).
The APMT business is also for completion in 2006, while the Euromax deliveries will commence with seven RMGs
in 2006, and then follow with 26 in 2007
and 27 in 2008. The vast majority of
cranes destined for Euromax will stack 1
over 5, while all feature a wide 32m span,
ABB drive system and ZPMC’s own
spreader. The ECT equipment will be of
the older 1 over 3 specification, spanning
20m, and come with Siemens ac drives
and spreader from Stinis. The PNCT
cranes are high stacking 1 over 6, whereas
the cranes for APMT will go 1 over 5.
Huge deals
The above business includes some of the
largest contracts ever to be placed for
RMG equipment, and clearly distorts the
recent pattern of demand. It has also
ranked ZPMC, Doosan and Konecranes
way above all other competitors. Other
recent RMG business of significance has
included 17 units contracted earlier from
Kalmar by ECT, the last of which has just
been commissioned.
A further eight robotised RMGs were
delivered recently (as two sets) by Hans
Künz to CTA Hamburg, while five from
Hyundai Samho have gone to PNCT, five
from MAN-Takraf to Patrick Stevedores,
at Port Botany, and four also from
Hyundai Samho to the new Sunkwang
Terminal at Inchon. Four from Gottwald
Port Technology are destined next year
for the new Antwerp Gateway Terminal.
ZPMC, in addition to its huge Rotterdam delivery, can claim four other contracts covering eight RMGs delivered in
2005-06, to Mombasa, Le Havre, GTI and
Zeebrugge. Konecranes is building two
widespan RMGs for Roadways Container Logistics in Birmingham, England.
SPMP will shortly release four RMGs
October 2005
Drive solutions that
deliver port productivity
Modern, dynamic container handling systems
need fast, responsive, AC or DC drive solutions
to maximise port productivity.
New projects and retrofit installations –
talk to Control Techniques, the drive specialists
● Unique modular approach allows flexibility, redundancy and
greater up-time
● Sinewave ‘harmonic-free’ AC line regeneration for energy saving and
AC supply compatibility
● Global voltages as standard to 690V and ratings to 1MW
● Dynamic, synchronised control loops for smooth, constant power
hoisting and rapid travelling – regardless of load
E M E R S O N . C O N S I D E R I T S O LV E D
35
Section 5
16/11/05
1:37 PM
Page 36
WorldCargo
news
CARGO HANDLING
Remote control takes over the yard
Automated stacking cranes (ASCs)
are gaining in popularity but automating road truck and terminal
tractor handling still presents difficulties. Completing jobs by remote control from a central control room offers a way to achieve
real benefits from reduced labour
costs and introduce automation
gradually at manned terminals.
For most of the world’s container terminals automation will
be considered only when operators are convinced there is a clear
migration path that minimises risk
and offers a good return on investment. All major automation
projects to date have been at purpose-built, greenfield sites but
older terminals need to find a way
of automating existing equipment
or introducing automation gradually as new phases are developed.
Open range
Free ranging automated vehicles
such as AGVs and robotic straddle carriers can only really be introduced by zoning the terminal
into automated and manned ar-
Remote controlled yard cranes
feature in several automation
projects announced recently
eas. ASCs, however, have the potential to be operated alongside
manned machines in a conventional yard layout with RTGs and
terminal tractors.
Pusan East Container terminal (PECT) in Busan, Korea, has
taken this route and commissioned
ATCs (automated transfer cranes)
from Hyundai Samho Heavy In-
Cameras and sensors on the trolley of the PECT automated RMG (“automated
transfer crane” or ATC) along with two of the four fine-positioning winches
dustries with drive and control
systems engineered by Seoho
Electric for the yard system at two
new berths. PECT did not want
to commit the capital required to
introduce an automated yard at
the whole terminal. Instead it decided to incorporate ATCs within
its existing operation where RTGs
run parallel with the quay.
As previously reported, the
ATCs operate in three blocks behind berths 4 and 5. They have a
28.5m rail gauge and stack 9-wide
and 6-high.The stack between the
crane legs is fenced off and road
chassis and terminal tractors are
served under separate cantilevers.
Each cantilever has two lanes, although only one is used initially.
Combining ATCs with RTGs
where the yard runs parallel to the
quay presents major challenges.
The interface between the ASCs
and road trucks/IMVs is much
larger than a perpendicular layout
such as Hamburg or Rotterdam,
where it is confined to each end
of the stacking area. Some RTG
terminals use GPS linked to the
Automated RMG at PECT. The landside sill beam (obscured in this shot) is
larger than the waterside beam and houses all the electrical equipment
TOS to track the IMVs, but positioning of the RTG and vehicle
still relies on each driver seeing the
other machine.
At PECT a system was needed
to tell the TOS when a road truck
had arrived and where along the
bay it had stopped. When a lorry
enters the terminal the driver is
given a swipe card containing job
details and directed to a crane
block.The truck lane in each ATC
block is equipped with six “tipping points,” each of which covers six bays in the ASC block,
where the driver must stop and
swipe the card. This identifies the
lorry and container to the TOS
and indicates whether the
container(s) are 20ft or 40ft or
front/rear position of two 20fts.
The process for handling an
IMV is different in that there is
no swipe card for the driver and
handling under the crane is automatic. As the terminal tractors are
fitted with RDT terminals linked
to the TOS through a wireless
LAN, drivers can indicate when
they have arrived under the crane
or at a marked bay and whether
they are in the correct position or
not. This information is fed into
planning software that orders jobs.
Container numbers are confirmed
by cameras on the spreader linked
to an OCR system.
Precise position
Once the chassis or truck is identified at the bay it can be further
directed to position under the
crane by a 2-dimensional Sick laser scanner that measures the position of the truck or chassis and
uses a light system to direct the
driver forward or backward.
The spreader is lowered automatically and positioned over the
container twistlocks using six laser sensors mounted on the
spreader. Over road trucks the
spreader stops 400mm above the
container or chassis and the remote operator takes over. Over
terminal tractors the hoist stops
400mm above the trailer or container. The driver must then push
a button to confirm that the job
can be completed safely and the
move is handled automatically.
The remote control room is in
the main office building, 1.2 kms
from the cranes.The operator station has three screens and can display images from 18 cameras
mounted on the spreader, trolley
and crane itself. The operator has
separate joysticks for the main
drives and the fine positioning
system, which controls the four
auxiliary winches that enable
150mm of movement in any direction to make any necessary adjustments. In most cases none
should be necessary.
Productivity vs cost
PECT’s operations manage S Lim
says that productivity over a 15 day
test period reached 25 containers
per hour with interruptions while
teething problems were ironed
out. PECT expects each ATC to
achieve in the region of 38 moves/
hour compared to 20 for an RTG.
This will enable it to maintain
its current level of productivity
with three ATCs per crane instead
of four RTGs, but it plans to use
four ATCs as it works towards 120
moves/ship hour on larger vessels.
The exact yard configuration is
still under review but at this stage
PECT has opted for two ATCs in
the first block behind the quay
cranes and one ASC in the next
three. Full vessel operations are
scheduled to start this November.
PECT began considering automation three years ago and in
that time the cost of key components, laser sensors in particular,
has fallen significantly as technology has become commercialised.
In particular, sensor manufacturer Sick has commercialised laser range finders and other sensors that use the time of flight
principle to determine position
without the use of transponders.
Seoho has continued to develop its automation technology
by refining the algorithm in its
GPS system and incorporating advances in sensor technology. The
premium for automation has
come down to around 10 per cent
of the cost of the cranes and
PECT expects this to be recovered within four years.
Total operating cost savings are
expected to be around US$1 mill
per year, mostly from a reduction
in labour costs. The remote station will be staffed by two operators (three shifts/day,) but these
positions are much less expensive
than crane drivers. Savings will
also come from reduced crane and
equipment damage due to
smoother handling and a longer
depreciation period (30 years for
an ATC; 20 years for an RTG).
ZPMC system
ZPMC’s new automated empty
handling system at Waigaoqiao
phase III is quite unlike anything
built to date. There are separate
cranes for the yard, running parallel to the quay, and for the truck
interface that run perpendicular to
the quay.The yard cranes have two
PECT: remote station with separate controls for main and fine positioning
36
October 2005
Section 4
7/11/05
3:21 PM
Page 37
WorldCargo
news
CARGO HANDLING
Automated EC yard at Waigaoqiao, showing
the cranes (right), the remote station (immediate
left) and the fixed guides at the stacking/truck
interface with hydraulic arms for twin 20fts
and 40/45fts (below left)
supplying the ASCs and ABB the drive
and automation systems. In this instance
road trucks will be handled at the end of
each bay (as at CTA Hamburg) with what
ABB describes as “active participation of
the truck driver who will handle pickup/lowering on the truck.”
Truck drivers will identify their presence and location at the interface area via
an identity card. The crane will be positioned over the job and the spreader/container positioned over the truck automatically. Any skew will be corrected automatically via a fine positioning system on
trolleys and stack containers transversally
rather than end-on. Three 40ft containers can be stacked between the legs and
each trolley can pass the other in the trolley travel direction.
the headblock and the driver will control
raising and lowering only.The cranes will
be controllable remotely from a central
control room but this will be needed only
in exceptional situations such as a sensor
failure or other event that prevents a job
being completed in the normal manner.
Compared to other automation systems ABB has delivered, the Euromax
application will use newer drives (the
more compact ABB ACS 800), more
powerful controllers (ABB AC 800) and
an upgraded condition monitoring system. Although other automation systems
are using off-the-shelf sensors from Sick,
ABB has developed its own sensors for
stack profiling, spreader positioning and
detecting the position of AGVs and road
trucks based on laser and infra-red light
technology. ❏
Moving cargo at
.
Fully robotised
Unlike at PECT where a remote operator intervenes for part of the ATC operation, the yard cranes at Waigaoqiao can
operate fully automatically all the time.
The smaller RMGs at each end of the
block have a very short cycle and as they
are low there are fewer problems with
sway.The drawback is the extra cost of an
additional crane and associated civil works.
The yard system is also notable for the
way it uses ideas and technology from
other cranes and drive systems that
ZPMC has built and obviously has confidence in. The interchange between the
large and small RMGs uses a fixed frame
guide similar to those seen on the platform of double trolley cranes built for
Ningbo and HHLA.The drive system for
the gantry long travel features a differential gearbox, something ZPMC is also incorporating into a quay crane rope drive
system, with a smaller motor for more
controlled inching of the gantry structure when fine positioning moves in the
10-20mm range are required.
Another interesting selection is the
choice of a mechanical stacking guide, in
this case a telescopic unit at each end of
the spreader that extends below the bottom of a hoisted container to position it
correctly in the stack. ZPMC has also incorporated a “magnetic ruler” instead of
an encoder for the trolley and long travel
position detection.
Over the years many ideas for automated handling systems have remained on
the drawing board because the inventors
have not been able to persuade terminal
operators to take the risk on a new system and equipment manufacturers have
not been willing to commit to more than
small scale projects without a firm order.
ZPMC has changed all that and is prepared to build new equipment where it
thinks it can cultivate a market.
Euromax control
Another variation on remote controlled
cranes will be used at the new Euromax
terminal in Rotterdam where ZPMC is
TMEIC GE is the world’s largest supplier of crane
control systems for container shipments worldwide.
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reduce maintenance, and function without fail in even
the most demanding environments.
• The Maxspeed™ control
system diagnostics reduce
crane maintenance and
optimize availability
• Provides continuous and on
line measurement of crane
utilization and productivity
• Integration of real time
crane and container
logistics to support asset
planning and deployment
• System integration of
other yard management
assets such as GPS (Global
Positioning Systems) and
OCR (Optical Character
Recognition) subsystems
to permit real time container
tracking and location within
the yard
• The Maxview™
vision system and
auto-navigational
subsystems help assure
consistent operating
productivity and
increase safety
PECT: on-terminal remote controller used for
maintenance purposes
TM GE Automation Systems, LLC
1501 Roanoke Blvd. • Salem VA, 24153 USA
TEL: +1-540-387-5741 FAX: +1-540-387-7060
www.tmge.com
October 2005
37
Section 4
24/11/05
2:03 PM
Page 38
WorldCargo
news
CARGO HANDLING
Safety improvements for container crane brakes
Throughout the short history of
the container industry, crane braking systems have steadily evolved
from simple off-the-shelf components to highly sophisticated systems with improved safety and
maintenance features. Of course,
however, they still have to cater
to OEMs’ and owners’ needs to
minimise installation cost.
The brake features needed to
support the introduction of the
new Malmedie snag and overload
system are an example of further
evolution in brake systems.When
a snag or overload causes the safety
coupling to trip it is vital to ensure that emergency brakes are
fast-acting and always fully functional so that equivalent brake capacity is maintained.
Not controlled
In addition, with motor torque
temporarily disconnected, the
motors are no longer available to
provide controlled release of residual snag or overload rope tension. Then the hoist brakes must
have a controllable manual release
This is the last in a series of three
articles specially written for WorldCargo News by Bill Casper PE, of
Casper, Phillips & Associates,Tacoma,
Washington. The first and second
articles were published in May 2005
(p60) and July 2005 (p31)
to fulfil this function (see
WorldCargo News, June 2005, p27
for a description of these new
brake features).
Falling boom
A likely new example of brake
safety evolution recently arose
when a boom hoist reducer shaft
broke while the boom was being
lowered.The boom brake set as it
should but the operator, unaware
of the broken shaft, released the
brake to continue lowering. This
sequence was repeated twice
until the brake overheated and
the boom fell onto the forestays
with enough shock load to
damage the crane.
Industry publicity about this
accident may result in changes to
control software, to crane operating procedures, or simply to add-
ing a key switch with the key only
available to crane maintenance
personnel. Unfortunately, industry practice is to stay tight-lipped
about accidents, so new accidents
can occur several times before they
are countered with a new industry standard.
Runaways
One type of accident that has
plagued the container industry
since it started in the early 1960s
is gantry runaways due to unexpected microburst wind. These
winds usually occur during thunderstorms but can also occur during clear weather. They have a
wind speed of between 30 and 40
m/sec and can easily overwhelm
most non-engineered gantry
braking systems.
The earliest dockside cranes
had six wheels per corner, two of
which had motor brakes. The
other four were idler wheels, free
to roll. These systems offered two
braked wheels out of six, which
equals 33 per cent braking against
microburst winds, and runaways
were common. Later cranes had
eight wheels per corner of which
four had brakes - ie 50 per cent
braking.That was an improvement
but still inadequate to prevent operating cranes from sliding into
each other.
In the usual runaway “scenario,” the crane starts to roll
against the motor torque.The operator responds by hitting E-stop.
The brakes set but soon overheat
and lose torque. The crane accelerates as it rolls free of any braking.This causes the motors to over
spin and lock as the windings explode and then the crane either
slides to a stop or crashes.
New rule of thumb
A rule of thumb originally suggested by ECT’s Joan Rijsenbrij
over 20 years ago was that 75 per
cent braking had proven to be successful in resisting microburst
winds. That rule is still applied in
some purchase specifications and
has yet to be proven inadequate.
However, modern cranes are
much larger and taller than cranes
in service when this rule was first
proposed. The sail area centre is
higher and this equates to higher
effective wind speeds.
Modern “mega” cranes may or
may not be safe with 75 per cent
braking. Rather than speculate, it
is preferable to have the gantry
system custom-engineered for
microburst winds including height
effects for both boom up and
boom down configurations.
FOR SALE
USED
GOTTWALD
HMK 260 E
Mobile Harbour Crane
FOR SALE
YEAR: 1989 - RUNNING HOURS: 8.000 ONLY
CONDITION: EXCELLENT!
HOOK CAPACITIES: 80t / 16m - 27,5t / 40m
MOTOR GRAB: 20t / 33,5m - 15t / 40m
Contact: Steen Lauge Jensen
Port Equipment
+45 20 33 17 77
Phone: +45 75 64 17 77
Fax:
+45 75 64 17 74
member of JMM GROUP, Scandinavia
www.akerbergs.dk
The picture above shows an example of 75 per cent gantry braking. The one
below shows 100 per cent braking. (Source: Casper, Phillips & Associates)
1 Ship-to-Shore Crane
railspan: 25m. grab/containers
outreach: 35, 40m. – backreach: 15m.
2 used GOTTWALD cranes
type: HMK 280-79, 4 ropes
manufactured 1987
and
Large stock of spare parts for
the above
1 used CAILLARD Crane,
2 Rope Mobile Harbour Crane
cap.: 6 ton. radius 31 meters
provided for electro-hydraulic
attachments
1 toplift vacuum attachment
for loading/unloading pipes
Microburst - parked
+bulk
=15
ton)
Please
contact:
+bulk 40 ton)
•LEBLON
2 Ro-Ro combined walkways/Ro-Ro ramps
Philippe, 9 rue Bouquet, 77185 Lognes, France.
Tel: +33 1 60 05
56 46, contact:
Fax: +33 1 64 80 06 32
Please
Email: [email protected]
Tel: +33 1 60 05 56 46, Fax: +33 1 64 80 06 32
Philippe Leblon
Originally, parked wind resistance
was provided by a combination of
rail clamps and stow pins. Often
rail clamps were dysfunctional due
to neglected maintenance or debris that collected in the gantry
rail recess.To make matters worse,
it was common not to set stow
pins when parking cranes.
Even when stow pins were set
they were located on a single gantry truck and subjected to a
leveraging up-lift that could pull
the stow pin out of its socket.
Tiedowns that could have resisted
the up-lift were under-designed
for the prying loads that actually
occurred.
Put pins first
Safety, innovation and quality
are the guiding principles of
our business philosophy.
Bubenzer’s Formula for Success
BUBENZER BREMSEN is a
world leader in the design
and manufacture of industrial
braking systems because we
constantly strive to do the best
work possible on every job.
INDUSTRIAL BRAKE SYSTEMS
Our quality and customer
service are second to none,
and we pride ourselves in
finding a solution to any
braking problem based upon
our many years of experience
in the material handling
industry.
Rail clamps are still common today and so are push-down brakes.
Neither one is an adequate substitute for properly functioning
stow pins. Push-down brakes lose
efficiency if the gantry rail does
not have a perfectly true vertical
alignment.At best the push-down
rail brakes provide resistance at the
expense of unloading the gantry
wheels that have brakes.
This load transfer is a one-forone exchange in static brake resistance from the wheels that have
brakes to the push-down brakes.
The push-down brakes do help to
the extent they add to the zero
braking of the idler wheels that
are free to roll. Unless of special
design, the push-down rail brake
is only a holding brake and is not
suitable as a stopping brake.
Supplemental gantry brakes
that convert the idler wheels to
braked wheels are common on
cranes purchased to a specification
that requires an engineered braking system. Otherwise, they are
seldom provided since they are
more expensive than rail clamps
or push-down rail brakes.
Brake redundancy
Redundant brakes are common
for main hoist and boom hoist.
They are not practical for gantry
brakes because the best that can
be achieved is to lock all wheels
when operating the crane. The
gantry brake function is replaced
by stow pins for the parked case.
Redundancy is the most powerful and efficient way to increase
reliability against nearly all type of
failures. However, redundancy can
give a false sense of security if, in
fact, it does not exist because of
inadequate maintenance. Even
ports that have very good maintenance have discovered dysfunctional brakes.
The reason has to do with the
normal function, which is to serve
as holding brakes. Only under
emergencies are redundant brakes
called upon to be stopping brakes.
One could have a main hoist
with two motor brakes and two
emergency brakes that could function quite well for everyday operations with only one motor
brake serving as the holding brake
while the other three brakes are
not working. It would only be
evident when an emergency arises
that the two or three levels of apparent brake redundancy are nonexistent. ❏
This crane was reportedly caught by a microburst during operations and its
gantry brakes were inadequate to prevent runaway and collapse (Source: ibid)
Be informed at:
www.bubenzer.de
or phone: +49 (0) 27 41/94 88-0
®
38
November
October 2005
Section 4
8/11/05
3:12 AM
Page 39
WorldCargo
news
CARGO HANDLING
Mobile forces stay on the front line
T
he current year looks like it will
be another good one for sales of
mobile harbour cranes - in line
with trends for all types of front line handling equipment in the global ports industry - although it is too early to speak
of “records” at this juncture.
Gottwald Port Technology has reported that during the first six months of
this year it received orders for 37 cranes,
compared to 33 cranes in the same period of 2004. The list was made up of 36
harbour mobile cranes, ranging from one
small HMK 90E for Dover Harbour
Board to three big HMK 330EG 4-rope
grab cranes (two for Gujarat Adani Port,
India and one for Tarragona Port Service
in Spain) and one large rail portalmounted crane, an HSK 330EG 4-rope
grab crane for Chesapeake Bulk Handing in Sparrows Point, Maryland, US.
150 to the Hungarian Danube River Port
of Gönyü, close to Györ. Gönyü Harbour
is located almost exactly half way between
the North Sea and the Black Sea and
could substantially benefit from the growing ecological as well as economic importance of the Danube waterways within
recent years. Liebherr has now sold more
than 50 LHM 150s - one of the smaller
models in its range - since it was introduced in the late 1990s.
Gönyü’s mid-term planning foresees
the handling of containers while the regular handling of steel coils up to 32 tonnes
has already been confirmed.To maximise
flexibility, Gönyü has opted for the addi-
tion of an 8 m3 motor grab to handle various bulk cargoes. Other add-ons acquired
by the port include Liebherr’s economy
software programme for optimised fuel
consumption, a remote-controlled rotator, a data recorder inclusive of a telephone
modem for data transfer, air-conditioning for the tower cabin and various further extras.
Big crane handovers
Elsewhere, Liebherr recently handed over
a new LHM 400 harbour mobile crane
to Sea Terminal Sassnitz GmbH, operated
by Buss Ports & Logistic Group, bringing
to six the number of LHMs ordered by
the Buss group for various operations in
Germany in the past few years, the others being two LHM 400s for Buss Ross
Terminal in Rostock, an LHM 400 and
an LHM 500 for Buss Kuhwerder terminal and an LHM 320 for Buss Hansa Terminal, both in Hamburg.
The latest delivery is designed for
multi-purpose operations, with a 4-rope
configuration for heavy lifts and supplied
with a motor grab control system. As reported in last month’s WorldCargo News
(p4), an LHM 500 - Liebherr’s biggest
Gottwald’s best seller is the HMK 300E.
These cranes are in the Port of Venice
Popular line
In the period under review, Gottwald’s
most popular seller was the HMK 300E
2-rope crane, with 17 units sold, including two to DPI for its concession in
Cochin and two for established customer
Novorossiysk Commercial Seaport.
Gottwald adds that it has strengthened
its position in the Far East region, with
five orders for seven cranes recorded for
this region.They include two HMK 260E
cranes for Thai Prosperity Terminal near
Bangkok on the Chao Phraya River - the
first Gottwald cranes in Thailand (last
month’s WorldCargo News, p2).
Two HMK 170Es were ordered by
Sabah Ports Sdn Bhd for the Port of Kota
Kinabalu in Malaysia. Indonesian port
operator PT Prima Nur Panurjawan, part
of Samudera Shipping, ordered an HMK
300E for its operation in the Port of
Tanjung Priok, Jakarta, due for commissioning this month. In Korea, an HMK
300E was ordered by Global Enterprises
Ltd in Pusan. Typically in Korean ports,
Gottwald cranes are usually in operation
for more than 4500 hours per year, well
above the global average.
With these orders, says Gottwald, the
total number of its cranes in the ASEAN
countries and China, Taiwan, Korea and
Sri Lanka comes to 60 units. This represents some 60 per cent of the total mobile harbour crane market in this macroregion, says Gottwald.
“Our growing market share in this region puts us in an ideal position to penetrate the market further,” said Gottwald’s
sales director Giuseppe di Lisa. “So far,
2005 has been a year of progress in this
region for Gottwald. We still have a lot
more work ahead of us and remain dedicated to our commitment to state-of-theart equipment, ongoing development of
products and markets and listening to
customer needs.”
First for Liebherr
Liebherr-Werk Nenzing has supplied the
first harbour mobile crane, a model LHM
Liebherr LHM 400 installed at Buss Ports
& Logistics’ terminal in Sassnitz
October 2005
39
Section 4
7/11/05
4:33 PM
Page 40
WorldCargo
news
CARGO HANDLING
King’s Lynn’s mirror image
UK-based Spillard Safety Systems has installed dual colour camera systems and
convex mirrors on two mobile hydraulic
bulk handling cranes, a Fuchs Terex MHL
380 and a crawler-mounted Liebherr 984
Litronic, at ABP King’s Lynn.
ABP is continuously assessing safety
and risk, says Paul Freeman,ABP’s maintenance manager at King’s Lynn, and as
part of this policy it decided to equip
the Fuchs excavator with a narrow angle, boom-mounted camera and a wide
angle, rear-facing camera from Spillards.
“This trial convinced us that handling
operations at the port were now safer and
harbour mobile crane - has just been supplied to another German multi-purpose
terminal operator,Walmann in Hamburg.
This year has without question also
more efficient, so a second camera system for our Liebherr 984 excavator crane
was ordered from Spillards.”
Both cameras are linked to a single
Optronics colour monitor located conveniently in the crane’s cab.The operator
can switch between a clear view of the
working point or a wide view to the rear
of the crane, useful when repositioning
along the dockside.
“The boom-mounted camera has
proved to be very effective,” says Freeman. “Our crane operators can now unload ships with more confidence, especially when trimming and handling loose
materials such as fertilisers.”
Spillards has gone on to fit a similar
camera/mirror system to a Fuchs MHL
360 crane recently supplied to ABP’s
Ipswich facility through Fuchs’ British
distributor Hydrex Group.
The MHL 380 is the biggest and
most powerful crane in the Fuchs Terex
range. It is fitted with a 248 kW engine
and has a maximum outreach of 21m.
Next in line is the MHL 360, with a
maximum outreach of 18m and a 186
kW engine. Altogether Fuchs Terex offers 12 cranes with pantographic booms
to raise the operator’s cab - 10 rubbertyred units (MHL) and two crawler
machines (RHL 340 and RHL 350). ❏
been a very positive one for Reggiane
(Fantuzzi group). According to Fantuzzi
group’s joint managing director Guido
Luini, in the first three quarters of this
www.gottwald.com
year, Reggiane had an order intake of 33
harbour mobile cranes, compared to 17
for the whole of 2004.
Furthermore, several other deals are
at an advanced stage of negotiation and it
is hoped that some of these will be translated into firm orders, so the final figure
for 2005 could be even higher.
Reggiane’s strong performance this
year is all the more remarkable given the
transfer of production from Reggio
Emilia to the Aegean coast at Monfalcone.
Inevitably this caused some disruption as
not all the skilled and experienced Reggio
workforce was willing to transfer.
Longer term the switch should work
in Reggiane’s favour, as Monfalcone’s waterside load-out facilities mean that cranes
can be shipped out as complete or partbig units and no longer have to be disassembled for road transport after testing.
The same advantages are available for
Liebherr at its new plant in the Port of
Rostock in Germany.
Reggiane’s sales this year include an
MHC 200 to Multi-Link Terminals
(Forth Ports/Containerships) in Kronstadt
(near Saint Petersburg) and two MHC
200s for Brazilian port operators,
Rodrimar in Santos and Teconvi in Itajaí
- the latter machine has some special features. Rodrimar disclosed that its MHC
200 cost €2 mill (US$2.6 mill), somewhat
cheaper than previously would have been
the case because of reforms to Brazil’s
import tax rules.
Big market
Traditionally Italy was the biggest market for harbour mobile cranes and at one
time supported several home-based suppliers, led by Italgru SpA although
Gottwald tended to win contracts for
larger cranes. Reggiane gained a foothold
due to problems at Italgru and its own
“renaissance” as part of Fantuzzi group
that was more focused on international
sales than Italgru had been and went on
to develop “new” markets such as Turkey
and the Maghreb countries.
The Italgru name was gradually revived as Italgru Srl after Bonfanti group,
which also owns Antonio Badoni Srl and
Badoni/Costameccanica Srl, acquired the
know-how, production facilities, references and personnel in 1995. The new
Italgru went on to develop a bigger
model, the GS 2400P.
This is rated (hook load) at 120 tonnes
between 11m and 21m and 35 tonnes at
maximum radius of 50m under FEM A3.
In grab mode it is rated at 50 tonnes11m/31 tonnes-50m (grab plus load).This
is the biggest crane in Italgru’s range and
was introduced last year.
Hydraulic competition
Cutting-Edge Cargo Handling
Are you looking for a cutting-edge
means to make the handling of steel
and other goods at your terminal
even more efficient?
Then you need look no further than
the Mobile Harbour Cranes of
Gottwald Port Technology, the
unmatched world leader in this field.
Equipped with state-of-the-art technology and designed for many appli-
cations, the various Gottwald harbour
cranes provide the highest handling
speeds, thus reducing expensive ship
lay-up times. And not only for steel
handling, but also for scrap, bulk
material and fruit pallets.
Steel yourself for faster and more
economical cargo handling – speak
to Gottwald Port Technology now
and cut ahead of the rest.
Gottwald Port Technology GmbH • Postfach 18 03 43 • 40570 Düsseldorf, Germany
Phone: +49 211 7102-0 • Fax: +49 211 7102-651 • e-mail: [email protected] • www.gottwald.com
40
As previously reported (WorldCargo News,
July 2005, p2), Mantsinen Oy is diversifying its ropeless, hydraulic material handler range and has come up with a rail
portal-mounted unit to go alongside its
established rubber-tyred and crawlermounted designs.
The 140 ER has a similar operating
weight to the largest Mantsinen crawler
crane, the 140 RHC, as supplied to ports
such as Kantvik in Finland and Gävle in
Sweden, and has similar operating characteristics. Maximum horizontal outreach
is 30m and lifting capacities are 8.5
tonnes-20m and 16 tonnes-15m.
This is a direct challenge to smaller
versions of Gottwald’s HSK rail portalmounted crane. Often these are pitched
at finger piers where a raised portal is required to clear wagon tracks. The cranes
replace aged, rail-mounted jib cranes.
Business this year for Mantsinen includes four more crawler-mounted cranes
for EMR European Metals Recycling
group in Great Britain, supplied through
British dealer Transtec Equipment. One
RHC 60 (Isuzu 225 kw) engine has gone
to Sheffield and another RHC 60 to
Manchester. An RCT 50 (Cat C-9 195
kW engine) and an RHC 80 (Isuzu 295
kW engine) have gone to Cardiff.
Mantsinen is also busy on the contract handling side of its business, with
machines working in sawmills and wood
depots owned by Vida AB, Sweden’s biggest private sawmill company. The south
of Sweden was hit by a number of heavy
storms in autumn last year and this resulted in an enormous quantity of wood
to be harvested. ❏
October 2005
Section 3
7/11/05
2:07 PM
Page 41
WorldCargo
news
CARGO HANDLING
Dedicated reach stacker tyres
Sourcing big tyres for heavy mobile handling plant in ports has been a problem
for OEMs and end-users alike, due to supply shortages combined with an increase
in demand for equipment, particularly
container handlers. US military “call ups”
from leading tyre suppliers have aggravated the situation.
One OEM reports that in the first
quarter of this year it was asked by
Bridgestone to state its requirements for
next year, obviously putting it in a difficult position. Its choice tyres for reach
stackers are bias tyres from Bridgestone,
but confronted with a shortage it has
sourced some of its requirement from
Simex instead, fitting the latter’s Container Master tyres to some laden handling lift trucks. Feedback from customers is said to have been good.
Two new tyres have been launched for
laden container handling reach stackers
are involved in long cycles and travel up
to 10 kms in one hour. The smooth tyre
is recommended when the machines
work most of the time in confined spaces
and are constantly being manoeuvred.
Typically these intensively-used, short
cycle machines do not cover a distance
of more than 5 kms in an hour.
Both these distances are based on
empirical observations in ports and
Michelin’s own in-house tests. Underlin-
long cycle work. For the short cycle machines it estimates that the Stabil’X XStacker will provide 30-40 per cent more
life., Michelin believes these figures are
conservative, but is being cautious until
the results start to come in. Initially the
new tyres are being made available in selected markets. The Stabil’X XZM2 will
also be available in 18.00R-33 size, although no date has been revealed.
Last year Michelin launched the X
Terminal T, a 280/75R 22.5 size tyre for
ing its commitment to the market, it has
acquired its own reach stacker that it uses
at its test centre in Almería in Spain.
The new tyres have much more tread
depth and the bead and crown have been
reinforced. Compared to the previous
Stabil’X XZM, Michelin estimates that
the Stabil’X XZM2, which has a deep
and solid tread with bridges between the
tread blocks, will provide 15-20 per cent
more first tread life for reach stackers in
Yokohama 40 PR 18.00-25 tyres on a new
Svetruck 37120-575 FLT going to Hamburg
Not only...but also
It is wrong to point a finger of blame
at tyre suppliers as there have been constraints in virtually all main component
areas, including drive lines. The situation here has generally been worse than
with tyres and rims, as it is more difficult to find alternative suppliers that
are acceptable to customers without altering the design of the machines.
The tyre shortage has given “new”
suppliers an opportunity. For example,
MRF Tyres is a leading tyre manufacturer
in India which has exported to other
Asian countries, but its large “Musclelift”
and “Musclerok” tyres have been turning
up on original equipment in Europe.
Michelin previously announced hat it
was building a major new tyre factory in
Brazil. The new plant, slated to open at
the end of 2007, is aimed at construction/EM tyres and will enable the
Montceaux-les-Mines factory in France
to concentrate more on port sector tyres,
in which Michelin is investing heavily.
Michelin has a dedicated ports market development team led by Robert
Pommelet in France. New tyres specifically designed for heavy port equipment
were finally unveiled at Cemat in
Hannover earlier this month.
New tyres
The Stabil’X XZM2 and Stabil’X XStacker are respectively lugged and
smooth 18.00R-25 tyres aimed at ladenhandling reach stackers. The lugged tyre
is recommended when the reach stackers
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The biggest, most versatile off-the-road tire range.
Put them together and watch them shine. Brilliant!
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RADIAL TIRES
Michelin’s new reach stacker tyres - Stabil’X
XZM 2 (above) and Stabil’X X-Stacker
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VCH
VRLS
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BIAS TIRES
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STMS
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October 2005
41
Section 3
16/11/05
11:47 AM
Page 42
WorldCargo
news
CARGO HANDLING
Linde 4531 CS reach stacker fitted
with 18.00-25 “Container Master”
bias tyres from Simex
It can be used on 7.50-22.5
and 8.25-22.5 wheels and is a replacement for all of the most
popular truck tyre sizes used on
terminal tractors - 11.00R-22.5,
255/70R 22.5, 275/70 R 22.5,
275/80R 22.5 and 295/80R 22.5.
Straddle the market
port/intermodal terminal and distr ibution “spotter” tractors
(WorldCargo News, October 2004,
p22).The tyre can be fitted to steer
and drive axles and is claimed to
offer up to 70 per cent more life
than the best reference road truck
tyre available on the market.
Previously Michelin launched the
X-Straddle size 480/95R 25 specifically aimed at straddle carriers
with at least a 50 tonne SWL for
twin 20 lifting purposes.
8-52 to.
used container forklift trucks
and terminal equipment
Small FLT deal
Forklift trucks,
reachstackers
and terminal equipment
Cap. Type
Year
Liftheight
Cap. Type
Year
Liftheight
7 t. Kalmar DCD70-40E5
8 t. Kalmar DB8-600
8 t. Svetruck 16CS5H
10 t. Kalmar DC10-600
15 t. Kalmar DCD15-1200
16 t. Svetruck 16120-38
18 t. Svetruck 18120-36 full free lift
20 t. Svetruck 20120-42
25 t. Svetruck 25120-45
25 t. Svetruck 25120-45
25 t. SMV SL25-1200A
40 t. Hyster H48.00C
Reachstackers
10 t. SMV SC108TA
41 t. Sisu RSD4118-TL4
01
86
97
87
02
95
95
00
92
97
99
89
15180 mm
5000 mm
12500 mm
5000 mm
4000 mm
5000 mm
6000 mm
4000 mm
4000 mm
4000 mm
5000 mm
9890 mm
99
94
94
99
96
15900 mm
12200 mm
14700 mm
14790 mm
14750 mm
96
96
15800 mm
12100 mm
41 t. Linde C4130TL5
45 t. Kalmar DC4560RS4
45 t. CVS/Ferrari 178HA
45 t. Terex TFC4517 Superstacker
46 t. Hyster RS46-30IH
Terminal tractors
25 t. Mafi MT25 4x2
25 t. Terberg RT20 4x4
25 t. Sisu TT131A2 4x2
25 t. Terberg RT20 4x4
25 t. Sisu TR160A 4x4
30 t. Kalmar TB3042 4x2
30 t. CVS/Ferrari FT 225V2 4x4
30 t. Terberg TT220 4x2
36 t. Mafi MT36R 4x4
97
94
95
91
85
96
96
99
97
1000 mm
1000 mm
1000 mm
1000 mm
1000 mm
1000 mm
1000 mm
1000 mm
1000 mm
N.C.NIELSEN A/S · DK-7860 BALLING · DENMARK
TEL. +45 99 83 83 83 · FAX +45 97 56 46 24
w w w. n c - n i e l s e n . d k · l i n d e @ n c - n i e l s e n . d k
The tyre is between a 16.0025 and 18.00-25 in size and replaces the former X-Straddle RD
18.00- 25 that Michelin originally
targeted at twin 20 straddle carrier applications. The X-Straddle
is still available for straddle carriers in 16.00R-25 size.
This year output of new straddle carriers is around the 400
mark, which means 2400 new
tyres to say nothing of the replacement market, although many of
these would be retreads.
It is generally easier to retread
radial tyres than bias ply and the
latter have a higher failure rate
during the remoulding process.
On the other hand, there is an argument that when a bias ply is successfully retreaded it lasts longer
than the equivalent radial retread.
Straddle carrier tyres are an
area where Bridgestone claims to
be “widening its lead” with its
deep-groove VCHD radial tyres
that it claims are “the most reliable brand” available.
ncnielsen
Michelin is making inroads in the
volume end of the FLT market.
Last year Nacco Materials Handling group made a deal with
Michelin to fit Stabil’X XZM
tyres as a standard option on all
UK-built Hyster andYale i/c FLTs
in the 1-7 tonne range, sold
throughout the world.
Under the deal, the FLTs, including the new Yale Vercator VX
and Hyster Fortens series, can be
offered with Michelin tyres at no
extra cost compared to fitting
pneumatic-shaped solid tyres.The
deal has now been extended to
Hyster’s Fortens LPG trucks in the
2.0-3.5 tonne range.
Hyster has offered the
Michelin Stabil’X XZM radial industrial tyre as an on-cost option
on its Challenger range of FLTs
for the past 15 years and Michelin
claims that customer demand has
steadily increased. Hyster, it adds,
is the first FLT company in the
world to offer its Stabil’X XZM
as a no-cost option tyre.
Stabil’X XZM can be fitted
tubeless on a standard multi-piece
rim. This reduces the punctures
and instant deflations often associated with pneumatic FLT tyres,
says Michelin.The tyre is particularly adapted for applications on
poor surfaces, or where intensive
use of the truck is required, as it
provides excellent shock absorption and cool running and eliminates tyre destruction due to heat.
The Stabil’X XZM offers in-
creased tyre life and reduced operating costs when compared to
pneumatic-shaped solids and bias
tyres, continues Michelin, including lower fuel consumption due
to lower rolling resistance.
Michelin actually claims that
customers using its radial tyres on
FLTs benefit from a productivity
gain of up to 15 per cent. As a
dedicated radial tyre supplier,
Michelin constantly stresses the
inherent advantages of radial tyre
construction in terms of total life
costs. Given a choice OEMs will
tend to fit bias tyres as they are
less expensive, so Michelin has to
Watts presses ahead
Although press-on band (POB)
tyres have been used successfully
on rolltrailers for years, tyres were
a major “headache” when ro-ro
cassette lifters (“translifters”) were
first developed. The intensive use
of this equipment in repeated cycles compared to rolltrailers, coupled with the heavy loads and
small dimensions of the wheels,
caused excessive heat build-up and
the tyres literally burnt up.
Attempts to solve the problems
over the years with various 2- and
3-compound pneumatic-shaped
resilient solids had mixed results
at best. But eventually the best rim
and POB tyre sizes and special
compounds were found through
close co-operation between the
lifter and tyre manufacturers.
The market leader in this
“niche” ro-ro equipment sector
today appears to be UK-based
Watts Industrial Tyres. As previously reported (WorldCargo News,
September 2005, p32),TTS Liftec
Products Oy, the leading translifter
supplier today, prefers to fit Watts’
645/250-410 POBs twinned on
a 500 x 410 wheel as standard to
its line, including the popular, 4axle (8 tyres) LTH 90 design.
Experience has demonstrated
that these give good service in
most applications, as a rule of
thumb up to 1000m of long travel,
even with a full 90 tonne load, of
which usually no more than 35
tonnes is taken on the tractor fifth
wheel via the gooseneck.
Watts supplies a wide range of
POB tyres for most applications
and site operating conditions, including special compounds, low
rolling resistance, electrically-conducting and non-marking white
tyres. In addition, it offers a comprehensive lines of resilient solid
tyres and bias-ply pneumatics under its Premia, Kargo-2, Fmcx and
HPT brands.
Watts’ tyre production is based
in China, Sri Lanka and Brazil and
the company manufactures all its
wheels in the UK. ❏
Trelleborg’s French purchase
Trelleborg Wheel Systems, part of
the Sweden-based Trelleborg industrial engineering group, has
acquired French company Cimap
Roues Industrielles SAS (CRI)
from the family-owned Cimap
group for an undisclosed sum.
CRI has annual sales of more
than €4 mill, and has been a distributor of Trelleborg industrial
tyres since 1999. It will be integrated with Trelleborg Wheel Systems own industrial tyre organisation in France.
Trelleborg Wheel Systems is a
global supplier of tyres and complete wheel systems for agricultural and forestry equipment, FLTs
and other materials handling
equipment. The business area has
annual sales of SEK3000 mill.
Industrial tyre brands include
Mastersolid and Bergougnan 3compound solid resilient tyres,
Monarch “Soft Shoe” pneumaticshaped resilient tyres, T-900 bias
ply pneumatic tyres and a wide
range of POB tyres. ❏
Retreads for new trailers
Danish road transport operator
DFDS Transport recently ordered
1000 new Krone trailers fitted
with Bandag tyre retreads as original equipment. The decision, says
Bandag,“demonstrates the extent
to which DFDS trusts strategic
partners such as Bandag and
Eurofleet for lowering operating
costs and boosting trailer uptime.”
After a Europe-wide tender,
DFDS decided in May 2005 to
order 1000 new trailers from German manufacturer Bernard Krone
GmbH. The trailers, due to be
delivered over a period of 18
months, will be fitted with 6000
Bandag retreaded tyres. These are
manufactured by Bandag dealers
in Belgium, Holland, Germany,
42
get its message across to the user.
Other leading suppliers to port
operators such as Bridgestone,
Goodyear or Yokohama have a
foot in both camps, reflecting the
continuing demand for bias ply
tyres in this sector. Gradually the
market share of radial tyres is increasing although there are still
reservations when it comes to
high-stacking applications. ❏
● Bob Thurston retires from
Michelin at the end of this year,
after 35 years with the company,
the last 15 as technical support
manager for OE manufacturers
and importers in the UK. ❏
France, the UK, the Czech Republic and Hungary.
Last year DFDS ordered 300
Krone trailers fitted with 1800
Bandag retreads as original equipment and clearly this was a success. “Compared with new tyres,
Bandag tyre products are much
cheaper,” stated Sören Lund,
DFDS Transport’s equipment
manager, “yet they deliver higher
mileages and as-new reliability.
“Bandag retreads also preserve
valuable resources and are friendly
to the environment which is an
important asset both to DFDS
Transport and to our customers.”
Today, almost 90 per cent of
DFDS Transport’s trailer tyres are
Bandag BTR-SA retreads. ❏
October 2005
Section 3
7/11/05
2:31 PM
Page 43
WorldCargo
news
HEAVY LIFT
Supply side problems for crane transport?
ZPMC’s dominance of the container
crane market and its ability to transport all its output has reduced the
level of business once enjoyed in the
sector by Dockwise. If the Dutch
specialist reduces its commitment,
other OEMs will have to look elsewhere but choice may be limited.
Dockwise pioneered fully-erect crane
transport by ship in its Dock Express days,
largely with Konecranes. Its client base
has shrunk, however, due to the ZPMC
phenomenon and the strategic decision
of Fantuzzi Noell that just 3-4 years ago
was the number one supplier of ship-toshore container cranes and a key client of
Dockwise to reduce its exposure in this
sector and staunch its financial losses.
Dockwise’s business is now basically
limited to Korean and Japanese crane
builders, along with European OEMs
such as KCI Konecranes and Kalmar.
OEMs such as Liebherr and Paceco
España prefer to ship cranes in pieces or
in part-big form and erect them on or
near the site of use. Some others which
ship erect cranes opt for barge transport
wherever possible on cost grounds
US$550,000 and well over US$1 mill for
the complete voyage.
Furthermore, the diesel generator sets,
unlike current generation designs that can
operate on similar fuel oils burnt in the
main propulsion engine, will be fuelled
by MDO and the ships do not have the
benefit of shaft generators run by the main
engine. Even at a moderate 5 tonnes/day
just for one generator, the electrical fuel
bill will comfortably exceed US$300,000
for a China-Europe round trip and in all
probability would be nearer to
US$500,000 when taking account of the
need to run two or three generators on
some occasions.
Of course all heavy lift operators face
the same price hikes, but ZPMC is more
exposed in that it operates a fleet of elderly, less fuel efficient ships that usually
make the return trip to China with no
paying cargo. Other heavy lift operators
are in a much better position to minimise ballast sailings by picking up cargo
to reposition the ships to the location of
the next “headhaul.”
The voyage charter may not return
the same margins as a more specialised
cargo, but at least it will cover the cost of
the bunkers. Project cargo operators can
also undertake multi-client transports
with, say, the holds filled with one type
of shipment and a deck load of cranes.
They have another advantage in that
they have more flexibility to pass on some
of the rising fuel costs, whereas ZPMC,
which carries its own cranes, may have
to absorb more of the cost. It may now
Jumbo Shipping came up with an ingenious
solution to move three erect RTGs for Kalmar
from Poland to Tercat in Barcelona earlier this
year. As the RTGs could not all be stowed
longitudinally on the deck of JUMBO SPIRIT,
the middle one was stowed athwartships,
supported on the starboard side by the
improvised outriggers formed by welding two
of the ship’s removable ’tweendeck hatch covers
to the upper deck
Sailing by
Yacht transport is a more lucrative market for Dockwise today and currently in
build for it is the world’s first purposebuilt vessel for this sector of the leisure
market. When the vessel enters service
next year, DOCK EXPRESS 12 - the dock
ship currently used mainly for yacht shipments - may be scrapped as the company
would not like it to be sold and then see
it used commercially against it.
This would leave DOCK EXPRESS 10 as
the only dock-type ship able to lift container cranes using the extended stern
outriggers, although Dockwise does have
the Swan-class vessels which load/discharge cranes in a similar manner to the
ZPMC ships. It could be argued that
ZPMC showed the market that transverse
stows are acceptable and safe and allowed
Dockwise to adopt a similar system with
the Swan ships.
Dockwise may in any case pay less attention to crane transport if the offshore
oil market picks up.The problem for crane
makers is that most of the other heavy
lift operators have vessels designed for
project cargo based on a conventional hull
form with maximum underdeck stowage
and limited deck space that does not easily adapt to transporting large fully-erect
container cranes.
Cosco has flat top, semi-submersible
heavy lift carriers, but these are aimed at
the offshore market. Barge transport, as
noted, is an option and operators such as
CASH Bargteheide (Hamburg) have
proved adept at deep sea shipments. But
barges are often limited to a “weather
window,” particularly in Asia.
Bunker costs
The ZPMC business model of providing
competent crane designs at a relatively low
price is based, in part, on providing an
inclusive, erect crane delivery service.This
in turn is a result of relatively low cost
conversions using elderly Panamax-sized
bulkers or tankers and low crewing and
operating costs associated with Chinese
manning and state registry.
However, one area where ZPMC is
on the same footing as everyone else is
the rising cost of bunkers, which must be
paid up front and in foreign currency, normally US$. Heavy fuel oil (IF-380) that
most cargo ships burn shows no signs of
falling to its previous levels.
In July 2004, IF-380 was priced at
US$166.5/tonne in Rotterdam and
US$184/tonne in Singapore, whereas
current prices are US$270/tonne and
US$320/tonne respectively. Similarly
marine diesel oil (MDO) that cost
US$325/tonne ex-Rotterdam in July
2004 and US$348/tonne in Singapore is
now pr iced at US$520/tonne and
US$530/tonne respectively.
The full-bodied ZPMC vessels probably burn more than 30 tonnes/day, even
at a moderate 11-13 knots, which would
put the fuel bill for a 60 day trip to Europe or the USEC/Gulf ranges via the
Cape of Good Hope at more than
October 2005
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43
Section 3
18/11/05
2:00 PM
Page 44
WorldCargo
news
HEAVY LIFT
Left: DOCK EXPRESS 10 loading a second hand
crane in Baltimore in the classic aft-sponson
“forklift” method for transport to Algeria, for
the account of Portek Equipment...
be possible to increase crane prices to reflect the higher transportation costs, but
contracts signed a year ago will have profit
margins significantly eroded, not even
taking into account the price of crane
grade steel plate. However, steel prices can
be covered by forward buying and contracted in local currency, while bunker
fuel costs are not normally hedged.
Bunching up
One way to offset the higher operating
costs incurred by rising bunker prices is
to consolidate as many cranes as possible
in one shipment, even though they may
...and sailing up the Savannah River with
giant new cranes from KCI Konecranes for
GPA Savannah.The crane booms are lowered
to clear the Savannah Bridge and note the
“kink” below the sill beam to ensure fitment
of the lower structure within the dock ship walls.
There are crew atop the boom on the aft crane,
presumably to measure clearance
not all be destined for the same operator.
ZPMC managed five superpost-Panamax
cranes destined for three different terminals on the NAWC range (WorldCargo
News, May 2005, p1). Similarly, when
ZPMC delivers three superpost-Panamax
cranes to Gothenburg next September
next year, the ship will be carrying two
cranes for another European destination.
Over the side
www.gokom.com
,
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keeping you going fast
Logistic performance is a matter of speed and reliability. Day after day, year in and year out. With the right service partner, logistic performance is quite simple to ensure and expand with determination.
Consens sees to the speed and reliability of container crane systems (STS, RMG, RTG), of special cranes and, of course, of
straddle carriers.We carry out inspections, maintenance and repair. Overhaul, modernization or complete refurbishment
help old equipment to perform with increased efficiency.
Our hotline is available 24 hours a day, 7 days a week. Thanks to up-to-date tools we can carry out immediate remote
diagnosis and maintenance even over long distances. If this does not put your vehicle back in running order, it is our
spare parts and maintenance specialists who come forward. Anywhere in the world. And, of course, at top speed.
For further information: www.consens-germany.com
Although originally of a Panamax configuration with a 32m beam, most of the
ZPMC fleet have additional side sponsons
which take deck width to around 35m to
allow the stowage of large rail gauge
cranes transversely. If rail gauge exceeds
35m, the cranes will have to be transported fore and aft. That will reduce the
number that can be carried in a single
shipment unless ZPMC decides to modify
the ships with additional sponsons.
A couple of terminal operators are
known to have specified cranes with >
40m rail centres to increase the number
of ground handling lanes and because of
concerns over wheel loads and wind loads
as cranes get taller and longer (see
WorldCargo News, July 2005, p25).
It would be somewhat “cart before
horse” if others were reluctant to do this
because of crane transport limitations, but
this may indeed be the case. A “compromise” rail gauge of 35m has been suggested in some quarters, but this is not
really bold enough to tackle the “footprint” problem of “megamax” cranes.
Getting a good fit
DockWise’s dock type ships can carry
only two large cranes and even then, with
the latest generation superpost-Panamax
units, the design has to be modified to sit
either inside the hold or on the dock walls.
The latest two KCI Konecranes’ cranes
for GPA Savannah, for example, were specifically designed to be transported by a
Dockwise dock type vessel. As the overall width of the portal frame is greater
than the internal clearance between the
dock walls, the design of the lower section above the bogies incorporated a 30
deg angle to reduce the lower width.
A further complication arose from the
need to pass the cranes, which have a 61m
outreach (22-wide) and an above rail lift
height of 36.5m, under the Savannah
Bridge that has a clearance of 56m (185ft).
The boom, top A-frame and machinery
house had to lowered between the portal
legs, with those of the forward stowed
crane lower than that of the after unit.
This made the commissioning work more
complex. Following delivery in late June
after a 43 day voyage from the fabrication site in China (Xingang), the cranes
were commissioned last month.
Keeping busy
consens Transport Systeme GmbH ❙ Daimlerstraße 4 ❙ D-97209 Veitshoechheim ❙ [email protected]
mobility unlimited
44
While Dockwise experienced a strong
2004, this year has not been as robust, although it still managed to transport 23
cranes and 26 RTGs in 11 voyages. Six of
were undertaken by DOCK EXPRESS 10,
while 11 container cranes and 26 RTGs
were transported by the Swan class ships.
One Swan ship is currently on the water
with 16 RTGs from Noell China in
October 2005
Section 2
18/11/05
1:56 PM
Page 45
WorldCargo
news
HEAVY LIFT
unloader from Szczecin, Poland to
Kwinana, near Fremantle, Australia. Prior
to loading this unit, HAPPY RANGER had
loaded 40m long blades and nacelles with
hubs for 18 electric windmills in Southampton, UK and Grenaa, Denmark.
The unloader, weighing 830 tonnes,
was lifted by the ship’s cranes that are rated
at 400 tonnes but were given special dispensation by the certification authorities.
The unloader has a boom to backreach
length of 62m, is 46.2m high and 33m
wide and was stowed transversely.
The vessel made the voyage in 40 days,
including a bunker stop in Cape Town,
although discharge was delayed due to
storm conditions once the ship arrived
in Kwinana.When the unloader was lifted
ashore, the vessel sailed to Geraldton to
discharge the wind farm components. ❏
ZPMC’s ZHEN HUA 6 delivered five cranes in
one shipment to three NAWC terminals earlier
this year.This picture shows the ship offloading
two cranes (orange, background) at TSI
Vanterm, having already discharged one crane
at TSI Deltaport. Subsequently the ship sailed
to Long Beach with the two cranes for SSA
Terminals. It is understood that the booms of
the SSAT cranes were folded back due to
limited horizontal clearance under the Gerald
Desmond Bridge in Long Beach.The channel
is very narrow under the bridge. (Photo: Alan
Katowitz)
Xiamen headed for P&O Ports’ Centerm,
Vancouver, BC facility.
Dockwise’s TEAL also carried six RTGs
for Fantuzzi Noell group that were loaded
in Xiamen along with two ship-to-shore
cranes bound for Mundra in October.
Another Swan class vessel, TERN, carried
a mixed client consignment for Fantuzzi
Noell when it loaded three cranes and
two RTGs, also from Xiamen in JuneJuly. One crane and the RTGs were discharged at Chennai and the other two
cranes were delivered to Port Qasim.
Other projects using DOCK EXPRESS 10
this year included the two Doosan HI
cranes transported from Changwon to
Fraserport, BC. Booked for this December is a project to move two Paceco
Portainers for Mitsui Engineering &
Shipbuilding from Oita to Long Beach.
CASH Bargteheide (Hamburg) is a noted exponent of transoceanic crane shipments by
barge, but this picture shows the last of three transports it made for Noell Konecranes, which
had a contract to shift cranes around at HHLA’s Burchardkai using its FLUIDTS system
Experience the
progress.
Seconds helpings
The dock ship “forklift” method using the
extended aft sponsons (or outriggers) is
still ideal for smaller cranes including second hand units. DOCK EXPRESS 10 has made
three voyages this year carrying a total of
six second-hand container cranes and two
RTGs.Two cranes were moved from Fort
de France, Martinique to Quebec and two
more were carried for Portek. One was
also loaded at Fort de France and the other
in Baltimore, for delivery to the Port of
Bejaïa in Algeria. The vessel also recently
loaded two second hand cranes for Ican
in Japan for Indonesia.
Other project cargo operators are willing to enter the crane transport sector if
they have a suitable ship available. However, as noted, the problem they face is
that their ships are normally designed for
underdeck stowage and have limited deck
space that is further reduced by the pedestals of their high capacity shipboard
cranes.
Sometimes, however, even when they
do not have a suitable vessel, a way can be
found to carry a cargo. For example,
Jumbo Shipping’s JUMBO SPIRIT was
booked to carry three Kalmar RTGs from
Gdynia to Tercat in Barcelona earlier this
year, but three RTGs would not fit fore
and aft on the vessel.
Ingenuity
Jumbo accordingly devised an unusual
stowage pattern whereby two of the removable ’tweendeck hatch covers were
welded to the upper deck to support an
RTG while the other two were stowed
conventionally on the upper deck covers.
The temporary hatch cover arrangement
overhung the ships side by some 7m, but
posed no navigational or safety problem.
The RTGs were lifted off by the ship’s
two 250 tonne cranes in Barcelona and
the ’tweendeck covers were returned to
their normal stowage.
Biglift, formerly Mammoet and now
owned by Spliethoff that regularly carries RTGs for Kalmar out of the Baltic
also undertook an interesting move earlier this year when it carried a gantry grab
October 2005
Liebherr-Werk Nenzing GmbH
P.O. Box 10, A-6710 Nenzing/Austria
Tel.: +43 5525 606-725
Fax: +43 5525 606-447
[email protected]
www.liebherr.com
The Group
45
Section 2
21/11/05
9:09 AM
Page 46
WorldCargo
news
CONTAINER INDUSTRY
Box seal standard edges closer
After a year of heightened activity, the container security industry is still awaiting final ratification of its much heralded new
standard covering the specification, manufacture and use of mechanical (or passive) security seals.
A Publicly Available Specification (ISO/PAS 17712) was issued
in January 2003 and is due to be
upgraded to draft international
standard (or DIS) status before the
end of the current year following
The elevation of PAS 17712 to a full ISO standard, defining mechanical
container seal strength, manufacture and operation, is inching closer
a ballot amongst members of ISOTC104 WG8.The DIS is then expected to proceed to full ISO approval early in 2006.
Once achieved, the new standard will provide a definitive specification covering “high strength”
mechanical container seals, including permissible minimum break-
ing strength. It will also define the
correct auditing procedures to be
used by producers/suppliers and
end-users.
Slow progress
The process of ratification has
been a slow one, although given
the wide diversity of interests in-
US-bound containers that have been inspected by US Customs agents in 40
ports around the world under the Container Security Initiative will be resealed
with high security mechanical bolt seals
volved in the debate, and the fact
that container security has taken
such a high profile in the wake of
the “9/11” attacks, this is perhaps
not surprising. Despite the growing determination of the global
container transport industry to
improve security, many of the issues remain complex and have
needed detailed discussion.
Recent developments in the
US have been instructive, in that
the introduction of new security
rules has been hampered by delays and bureaucracy, which has
slightly undermined the strong
stance taken in the immediate aftermath of 9/11. The progress of
ISO/PAS 17712 has been similarly
subject to endless wrangling and
revision throughout the past year.
The US government was initially quick to respond to the
threat of further terrorism by recognising the vulnerability of the
existing global transport chain.
Acting through the US Customs
Service and newly formed Department of Homeland Security,
it launched a number of initiatives
from 2002 onwards, which have
been instrumental in calling for
tighter container security.
The best known of these programmes is C-TPAT (CustomsTrade Partnership Against Terror-
ism), which has since attracted
over 9000 voluntary members.
Registration issue
The difficulties of recent months
have stemmed from the need for
this large C-TPAT membership to
be officially registered in order for
new US container security regulations to be properly implemented.These (initially voluntary)
rules were introduced in late May
2005 and stipulate that all containers being imported into the US
by registered C-TPAT members
must be fitted with a mechanical
“barrier” security seal of a minimum specified strength.
The latter requirement has
been defined by C-TPAT itself,
but is based on the recommendation of ISO/PAS 17712. In simple terms, the rules state that a
high-strength bolt seal should be
fitted as a minimum requirement,
and that an indicative strip is no
longer sufficient when used on its
own. C-TPAT members complying with this requirement are to
receive a favourable “green channel” treatment by US Customs.
In a similar vein, at the time of
writing seal manufacturers were
bidding to become the exclusive
supplier of high security mechanical bolt seals for US Customs and
Border Protection (CBP)’s worldwide Container Security Initiative
(CSI).The approved bolt seals will
be used to reseal US-bound containers that have been inspected
by US Customs agents stationed
at 40 foreign ports.
The new C-TPAT rules, however, are only applicable to companies that have been formally
registered as part of the C-TPAT
programme and, by May 2005,
these made up just 10 per cent of
the total membership. Despite a
subsequent stepping up of the registration process, it was reported
that over 60 per cent of C-TPAT
membership had still to be approved by September 2005. This
left over 5000 organisations unregistered and so unable to work
with the new regulations, and it is
expected to take a further few
months to complete the process.
Predictably, the plans of the US
government to frame the CTPAT requirements in official legislation have since been put on
hold and are likely to be delayed
into next year.
Wide endorsement
Despite this setback, the World
Customs Organisation (WCO)
has already endorsed the US initiative in drawing up practical
guidelines, and has strongly recommended them to representatives in its 166 member countries.
The World Shipping Council
(WSC) has been similarly supportive and was prompted in June
2005 to deliver a paper reviewing
maritime security as a whole at
the US Maritime Trades Department 2005 Convention. Presented
by WSC president and chief executive officer, Christopher Koch,
this presentation focused strongly
New high strength
container lock
53"$,:063
53"*-&34
UIF"YTDFOE"EWBOUBHF
&VSPQFTMFBEJOHUSBJMFSUSBDLJOHTPMVUJPO
(MPCBMDPWFSBHF
ZFBSCBUUFSZMJGFBOETJNQMFJOTUBMMBUJPO
.BOBHFTFSWJDJOHBOE.05TDIFEVMFT
*NQSPWFnFFUVUJMJTBUJPO
'BTUSFUVSOPO*OWFTUNFOU
i&YBDUMZUIFJOGPSNBUJPOXFOFFEBUUIFSFRVJSFEJOUFSWBMTi
/JHFM8JMMJBNT(SFHPSZ%JTUSJCVUJPO
XXXBYTDFOEDPNPSDBMM
46
UK-based Prolock (Europe)
Ltd has launched Pro-Lock
2000, a new container/trailer
locking system developed over
an 18 month period by its research and development team in
South Africa.
Manufactured from stainless
steel in the form of an integral
hasp and sheath and coated with
a corrosion-resistant epoxy finish, the Pro-Lock 2000 is designed to fit over the container’s right hand inner handle
hub/retainer in such a way that
there are no exposed parts that
are vulnerable to cutting. Provision is made for fitting a bolt,
cable or indicative Customs seal
through the handle/retainer in
the usual way.
Simply fitted with four concealed bolts and supplied with
reinforcing backing plates, the
design incorporates an unpickable Abloy cylinder lock fitted underneath the locking device to prevent water and dust
The Pro-Lock 2000 fits over the
container’s handle hub/retainer
from accumulating in the inner
parts of the cylinder. A wide
choice of keyways is available,
from single keys per lock to
multiple locks/keys and master
key options.
A lower cost mild steel version, similarly coated with a
corrosion-resistant epoxy finish,
is also available. Both versions
can be supplied as fixed or removable locks depending on
the application.
Approved by the South African Institute of Assurors, the
Pro-Lock 2000 system fits all
existing container door locking
gear designs and eliminates the
need for a separate padlock, hasp
and covering sheath in applications where a high degree of
physical security is required.The
new design is being targeted at
both the container transport
and static storage markets. ❏
October 2005
Section 2
21/11/05
11:06 AM
Page 47
WorldCargo
news
CONTAINER INDUSTRY
on the need to enhance container security and suggested practical measures.
The WCO also made known its position in June 2005 by publishing a 50-page
advisory document laying down standard
industry practice for all Customs bodies to
follow around the world. Entitled Framework of Standards to Secure and FacilitateWorld
Trade, its recommendations are based on
the voluntary C-TPAT initiative, which as
suggested broadly embraces the principals
of ISO/PAS 17712. Nevertheless, although
the WCO and WSC have given their endorsement, both are waiting for the US to
actually take the lead and enforce container
security legislation.
Major review
June 2005 was also the month when ISO/
PAS 17712 underwent its final major review by WG8 at a key meeting in London and was broadly accepted subject to
a few additional amendments. One of
these centred on an earlier debate as to
whether a seal’s serial numbering should
be displayed on both the barrel and bolt
sections. This requirement for a mandatory “double serial number” was rejected
by the majority of members/experts (including most shipping lines), with only
the UK still strongly in favour, and was
thereby not incorporated into the final
draft standard.
Another refinement concerned the
test procedure outlined in ISO/PAS
17712 to ensure that seal manufacturers
meet the necessary strength criteria for
their products.The existing wording implied that any such testing would be carried out under the terms of ISO/IEC
17025, which was understood by some
seal suppliers participating in WG8 to
alow use of in-house laboratory facilities.
This was unacceptable to many WG8
members, who maintained that all relevant
testing should be carried out by third
party organisations in order to ensure full
integrity and the wording here has also
been amended.
It was earlier hoped that full ISO approval might have been gained by November 2005, but bureaucracy and some
last-minute political wrangling is inevitably causing additional delay and pushing the finalisation process into next year.
However, in view of the backlog affecting the implementation of the new CTPAT rules in the US, this delay in the
ISO approval procedure may yet turn out
to be fortuitous, as it now seems likely
that the ratification of ISO/PAS 17712
will coincide with a proper (and more
Axscend for
Gregory
UK-based telecommunications technology specialist Axscend Ltd has won
a contract to supply Gregory Distribution Ltd (GDL) with over 320 asset-tracking devices for fitting to the
latter’s road trailer fleet.
This is reported to be the largest
single order for satellite-based trailer
tracking devices to have been placed
in Europe and is expected to improve
trailer usage rates at GDL, a leading
UK regional distribution company.
Axscend is a subsidiary of BCM
(Transport) Ltd. Its tracking system is
claimed to be easy to use and provides
key information in support of trailer
management operations. Simple to install, the durable mobile asset tracking
device has a battery life of up to seven
years and there is no requirement to
purchase/install additional software, as
all users of Axscend technology gain
access to a secure on-line portal.
The Axscend network is wholly satellite-based and offers reliable global
coverage with no roaming charges. It
utilises GPS and latest ViaMichelin
web-mapping technology and can pinpoint the location of trailers operating
within the system to an individual street
across Europe and beyond.
GDL is the latest European road
freight transport operator to opt for
Axscend equipment for its trailer fleet.
Other recent customers include TDG,
Confern, Containerpool and Clipper
Group. ❏
October 2005
binding) adoption of the new US regulations.The latter will obviously gain further credibility once the existing ISO/
PAS 17712 recommendations are fully
embodied in a new ISO standard, while
the new standard will itself be made more
relevant by the implementation of the
new US rules.
Waiting game
In the meantime, the container transport
industry has to play a waiting game, although it is already apparent that the use
of bolt (and cable) seals is becoming more
commonplace and further displacing indicative types on most trade routes. Major suppliers, such as EJ Brooks, Oneseal
and TydenBrammall, all report increased
sales of high security products and anticipate a further increase from the first
quarter of 2006 ahead of the expected
developments on the regulatory and
standardisation fronts.
As indicated earlier, both the WCO
and WSC are eager for the new ISO
standard to be formalised, as are most suppliers, including members of ISMA (the
International Seal Manufacturers Association), whose members account for over
80 per cent of world production of high
strength security seals. As it is, the vast
majority of seal manufacturers already
meet the criteria laid down in ISO/PAS
17712, which necessitates a transparency
of operation, allowing past records to be
scrutinised and provision for all existing
and new products to be tested/evaluated
independently.
At least one major supplier suggested
that the overall market for container se-
curity products has itself become more
transparent in recent months, with increased sales being made direct to export/
import firms rather than to shipping lines.
This has, in part, been due to the latest
bout of mergers affecting leading shipping lines, such as Hapag-Lloyd/CP Ships
and Maersk Sealand/P&O Nedlloyd, although it is also a function of the lines
shifting responsibility for security to their
shipper customers. Furthermore, many
shippers have themselves elected to take
security more seriously and are more
thoroughly checking their containers at
the point of initial loading and sealing.
This situation has had both positive
and negative effects on seal suppliers. Although shippers have always tended to opt
for heavier duty, and thus more expensive, products than shipping lines have tra-
ditionally done, production runs are
smaller and thus result in a higher manufacturing cost per seal. A typical shipper
may order several hundred seals at a time,
whereas shipping lines usually buy in
thousands. In short, the sale of higher
strength seals, including bolt, cable and
barrier types, are generally up, but a more
diverse spread of customers has to be catered for.
Electronic designs
The imminent creation of a new standard from PAS 17712 could prompt the
development of a further crop of new mechanical seal designs/models, although
many producers have perfected their
ranges in recent years and any further refinements may only be minor in nature.
The same cannot be said, however,
14 – 16 March 2006
BEXCO, Pusan,
South Korea
The Shipping Ports
and Terminals Event for Asia
Celebrating the 30th anniversary of TOC and 10 years in Asia, we are
delighted to be taking TOCAsia to Pusan, South Korea for the first time.
Participants will be offered the chance to see the Pusan New Port
development site. TOC2006 Asia is the definitive meeting place for the
World's shipping, port and terminals industry to enjoy focused
exhibition, senior level conference and networking events.
Further info visit: www.toc-events.com
TOC2006 Asia Exhibitors
• ABB AUTOMATION
TECHNOLOGY
• BUBENZER BREMSEN
• BUSAN PORT AUTHORITY
• CAMCO TECHNOLOGIES
• CAVOTEC GROUP
• CMC LIMITED
• COSMOS
• CYBER LOGITEC
• DELACHAUX
• DRAKA CABLETEQ
• ELME
• FANTUZZI-REGGIANE /
NOELL CRANE SYSTEMS
• GOTTWALD PORT
TECHNOLOGY GMBH
• HI TEC SOLUTIONS
• IGUS GMBH
• INFORM
• IPCS
• KALMAR INDUSTRIES
• KCI KONECRANES
• KCTA
• KL NET
• KOREA
• KOREAN PORT
ENGINEERING
• KT
• LIEBHERR
• LXE
• NAVIS LLC
• PBI MATERIALS HANDLING
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47
Section 2
18/11/05
2:12 PM
Page 48
WorldCargo
news
CONTAINER INDUSTRY
for electronic seal development,
where product research and
evaluation is continuing apace
and standardisation remains some
way from being realised.
Although much of the problem has centred on selecting the
most suitable RFID frequency
and communications protocol,
high production costs and the
practicality of running “smart”
technology in potentially harsh
environments are also factors that
are currently deterring any widespread commercial acceptance of
the e-seal.
The need to draw up a standard covering electronic seals is
being debated by ISO-TC104
WG18185, which was convened
several years ago. It comprises
around 15 experts, including commercial and regulatory representatives from the container transport
industry, plus technology providers headed by Savi Technology, GE
and Motorola.
WG18185 appeared to be
making progress earlier in 2005,
although a more recent meeting
in Berlin was less conclusive. Previously, the 433.92 MHz frequency had received strong support as a working proposition for
use with one-trip container seals,
but questions have since been
raised as to whether this frequency has the strength to give a
precise reading over the variable
and often large distances commonly encountered within box
terminals.
Instead, there has been talk of
selecting a still higher frequency
to read future generations of disposable electronic bolt seal. Furthermore, technology providers
(most notably Motorola) still have
concerns about the security of the
basic e-seal design and its vulnerability to “spoofing” or other types
of hacking by criminals
The high cost of e-seal development also remains an issue, as
finished prices will have to fall before there is any widespread uptake. According to one would-be
supplier, a single disposable electronic seal is currently priced at
anything up to US$50, although
it would need to be a US$2-3 to
attain commercial viability.
Back to basics
The outcome of the most recent
WG18185 meeting was something of a “return to basics.”A field
trip has been planned for early
October to thoroughly test current designs of electronic seal at
three ports in Asia in a renewed
attempt to identify practical problems associated with checking/
capturing e-seal data within a
working port environment.
E-seal interrogation will be
carried out at various “awkward”
locations, such as when containers are positioned beneath the
housing of a gantry crane, at the
terminal gate or positioned enddoor to end-door on a chassis or
within a stack.
The main aim is to ascertain
the seals’ ability to be read repeatedly over different distances,
around obstacles, in dirty conditions and in different weather conditions. The findings will be discussed at a review meeting in
Nagoya at the end of October.
On current form, therefore,
the commercial deployment of eseals seems unlikely to become
reality for at least another year or
two, although other developments
could yet accelerate their introduction. One outcome of the
aforementioned implementation
of new regulations under the CTPAT programme, which will
necessitate the use of higher se-
curity mechanical container seals,
is that more thorough, foolproof
and rapid container checking procedures will have to be adopted
at ports.
Most experts accept that this
can only be achieved by using
greater automation, whereby seal
numbers are read more speedily
and accurately using a remote
reader.Any such development will
involve participation by shippers,
shipping lines, terminal operators
and Customs officials, all of which
would then have a vested interest
in utilising e-seal technology.
Large investment
Technology providers are also
naturally keen to push forward the
e-seal cause because of the large
investment already made and the
potentially huge payback.
Savi Technology, as an example, is further refining its already
highly developed system as a response to feedback coming from
WG18185.This US firm has long
been a frontrunner in providing
e-seal technology because of its
longstanding experience in the
field of RFID communications
and its existing large global network platform infrastructure,
Houcon Cargo Systems b.v.
P.O. Box 1569
3260 BB
Alexander Bellstraat 7 3261 LX
Telephone +31 (0)186 – 620930
Telefax
+31 (0)186 – 615160
which has been deployed for
military applications.
One key development of the
past year was the formation with
Hutchison Port Holdings (HPH)
of a new US$50 mill joint venture company, Savi Networks
LLC, which is building a global
RFID-based information network
(Savi Trak) to track/manage containerised cargo worldwide (see
WorldCargo News April 2005, p1).
The new venture is installing active RFID equipment and software in participating ports around
the world, and has already been
given access to HPH’s global facilities. Savi will operate the new
tracking systems and licence all
software use.
Most recently, Savi Networks
has been testing its third-generation ST-676 ISO Container Security Tag, which clamps onto the
container door, as well as the EJ
Brooks RFID-enabled electronic
bolt seal in a series of trials with
the Japanese Mitsui Group involving the shipment of consumer
products from a factory in China
to a distribution facility in southern California (see WorldCargo
News September 2005, p23).
Both the ST-676 tag and the
Brooks e-seal utilise the
433.92MHz radio frequency,
compliant with ISO 18000-7.The
ST-676, which uses a door sensor
and light sensor to detect security
breaches, as well as temperature,
humidity and shock sensors to
capture information on environmental conditions inside the container, is able to communicate
wirelessly with the Savi Trak information network to provide information on the container’s location and condition, as well as
container door opening intrusions
and other security breaches.
Alternative solution
Savi Networks will not, however,
have the e-seal/tracking market all
to itself as an alternative to Savi
Trak - Intelligent Trade Lane - has
been launched by IBM and
Maersk Logistics,.
The new IBM/Maersk solution combines two emerging
technologies: intelligent real-time
tracking devices called TREC
(Tamper-Resistant Embedded
Controllers), which are fitted to
the container and automatically
collect information on parameters
such as temperature, humidity and
sensory readings to detect breaches
of security, as well as communicating physical location via GPS;
and a fully integrated network that
combines data from the TREC
devices with a non-proprietary
sensor network and business integration system to provide realtime visibility.
Phase 1 field testing of the new
system will begin in early November, to be followed by a large commercial pilot in March 2006. ❏
Oud-Beijerland The Netherlands
Oud-Beijerland The Netherlands
E-Mail [email protected]
Website www.houcon-group.com
More high security
seals launched
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Leading container security seal
manufacturer, TydenBrammall,
has added the XBorder cable seal
to its already extensive range of
high security mechanical container seals.
The new design features a
0.25in galvanised non-preformed cable with a pull-apart
force of over 8000 lbs, which is
designed to be fastened around
the container door locking rods
via a black, zinc-plated steel
locking mechanism that makes
cargo tampering virtually impossible without detection. The
cable has to be removed using
large cable cutters and frays
when cut to prevent reuse and
render any tampering as evident.
The standard cable length is
14in, although longer versions
are available in 2in increments.
The lock body can be colour-coded and/or engraved for
tracking purposes and is further
available with TydenBrammall’s
exclusive “Laser Tag” serial
number transfer system.
TydenBrammall envisages
that the XBorder seal will be
used by companies shipping hazardous materials, ammunition
and explosives and other highrisk cargo shipments, such as
currency and cigarettes. It is
compliant with the C-TPAT
programme and meets the ISO/
PAS 17712 (2005) specification
for high security seals.
Another recently launched
high security product is the
TydenBrammall’s new XBorder cable
seal used in figure of 8 configuration
Clear Bolt Seal from Acme Seals
Ltd, of the UK. This is a heavy
duty device, offering a tensile
strength greater than 1500kg,
and comprises a metal bush and
push-in bolt, both of which are
coated with high visibility
polypropylene material.
The locking bush is lubricated to resist friction attack and
completed encapsulated within
a clear acrylic casing. Serial
numbers are carried on both
locking section and bolt pin to
counter any substitution of
parts. The sequential numbering is either foil marked on the
polypropylene internal bush or
laser etched through the clear
acrylic onto the poly-propylene
surface, thereby creating a signature mark that is visible
through the clear casing but impossible to remove.
The Clear Bolt Seal is also
fully compliant with ISO/PAS
17712 and C-TPAT.
● Indian seal manufacturer,
Safcon Security Seal, has meanwhile enhanced its standing in
recent months by attaining an
ISO 9001:2000 certification.
This has been awarded in recognition of the company’s ongoing commitment to implement all ISO requirements covering the design, manufacture
and distribution of container
security seal products. ❏
October 2005
Section 1
7/11/05
10:24 AM
Page 49
WorldCargo
news
CONTAINER INDUSTRY
Dry bulk liner market still growing
T
he manufacture of one-trip dry
bulk container liners has become
a truly global business in recent
years as they are used in ever-growing
numbers to transport free flowing goods
in single containerloads.
Annual production already runs into
millions, with an increased share now
coming from low-cost producers in
China and India, as well as the Americas,
Europe, Australia, South East Asia and
South Africa. Long gone are the days
when production and sales were dominated by a few key brands and largely
exclusive to suppliers based in the US,
UK and Europe.
The use of liners for containerising free-flowing dry bulk products has become increasingly commonplace and is still attracting new suppliers into the field
The woven design has always been a
cheaper option, although the price differential between it and its extruded counterpart has narrowed in recent years. Woven liners can today be sourced for less than
US$50 per 20ft from the cheapest suppliers, while many extruded versions are available for US$100 or less. Although higher
oil prices are forcing up material costs, nei-
ther of the two liner types has increased
much in price so far, such is the ongoing
strength of competition existing between
new and established suppliers.
All round protection
contamination from the container.A more
expensive version is the full “barrier” liner,
whose function is to protect the container
interior from the product being carried.
This is of heavier duty multi-ply construction and used mainly for the containment
The cheapest types of woven and extruded liner are principally designed to
maximise product protection and prevent
A 20ft bulk container liner can replace up to
900 x 25kg sacks or 25 x 1 tonne FIBCs
Cost effective
• Safety hooks
• Heavy steel frame
• Wooden decking
world
October 2005
the
Liners are currently manufactured for all
container lengths, including 20ft, 30ft, 40ft,
45ft and 53ft, and the growing output of
40ft and larger sizes is generating even
greater savings per shipment. Apart from
the 30ft liner, which is dedicated for use
with top-loading, usually palletwide, bulk
container equipment in Europe, all other
sizes can be fitted within standard dry
freight equipment and loaded through the
end doors. Just about all liners produced
today are full recyclable, and incorporate a
lightweight in-built bulkhead and simplified loading/discharge points.
There have long been two standard
designs of dry freight liner, one of which
is made from extruded polyethylene (PE)
film and the other from woven material,
either polypropylene (PP) or high-density polyethylene.The former type is heatwelded and so provides an impermeable
barrier to moisture or other contamination.The woven type is sewn into its bag
format and, if lined, can similarly offer
protection from moisture penetration.
However, an unlined version has the
ability to “breathe” and is suited for the
carriage of many foodstuffs, which produce condensation and thus need to be
constantly aired to avoid any build up of
mould or other bacterial growth.
The Cronos fleet includes 20´ and 40´ Rolltrailers – the solution
to unconventional loads – with 62´ available for extra long loads
over
Full range
Cronos Rolltrailers
Global support
All
Demand has been driven by the proven
economics of using disposable container
liners, which benefit exporter, consignee
and container operator alike. Their deployment has more than doubled since
the late 1990s and, according to most experts, is still growing at over 15 per cent
per annum.
Much of this expansion has been fuelled
by the continuing growth in the global
trading of agricultural produce, as well as
polymers, minerals, fertilisers and other
chemicals, all of which now move by container and often provide a useful backhaul
move, eg from the US west coast to Asia.
In addition, there has been a concerted shift by many shippers and their
consignees away from handling bagged
shipments in small lots. This has usually
been accompanied by a substantial investment in mechanised dry bulk transfer and storage facilities.
The cost savings are easy to quantify.
A single-trip 20ft container liner can substitute up to 900 individual 25kg sacks,
reducing handling charges by up to 50
per cent and greatly simplifying the whole
procedure. The loading/discharge processes can be managed within a few minutes and there is none of the disposal
problem associated with small bags. One
liner can similarly displace up to 25 single-tonne flexible intermediate bulk containers FIBCs), which accounts for the
interest the container liner now holds for
many FIBC manufacturers.
As it is, the number of companies
manufacturing liners has mushroomed
over the past five years and new entrants
are still continually appearing. Many have
added new designs suited for the carriage
of more complex products, including
dense, fine-g round, coagulating,
hygroscopic, pre-heated or temperature
sensitive materials. Numerous suppliers
also provide customised models, supported by bespoke consulting services,
while they can increasingly advise on, or
even source, suitable pneumatic loading
and discharge equipment, which is suitable for use with their liners.
Antwerp
Dubai
Genoa
Gothenburg
Hamburg
Hong Kong
Lisbon
London
Madras
New York
Rio de Janeiro
San Francisco
Seoul
Shanghai
Singapore
Sydney
Taipei
Tokyo
• Steel floor support
• Fork lift pockets
for stacking
• Solid tyres
on large wheels
• Full length
• Container
lashing bars
fixing points
• Stanchion pockets
• 80 tons up to 120 tons
• Low overall height – 700mm
• Big wheels
22´´ on 80 and 100 ton units
28´´ on 120 ton units
Contact your local Cronos office or visit
www.cronos.com
t
t por 48
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D
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S da Sta
in
o
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49
Section 1
21/11/05
11:50 AM
Page 50
WorldCargo
news
CONTAINER INDUSTRY
The well-known Insta-Bulk Global
Liner now forms part of the Dacro
range following the merger of Dacro
and Insta-Bulk in 2004. All
production is carried out at Dacro’s
plant in Shenzhen, China
of animal hides or hazardous waste
(such as batteries or scrap metal)
being shipped for recovery.
A yet more complex design is
the thermal liner, adapted for
transporting temperature sensitive
materials, which usually comprises
a toughened polyester layer in addition to a metallic (aluminium)
foil barrier and PE sheet.This type
of liner is naturally much more
expensive than the standard type,
typically costing several hundred
dollars, and is produced by a far
smaller number of suppliers. Nevertheless, demand is growing fast,
and thermal liners have proven
particularly popular with shippers
wanting to protect individual pallet-loads within a container.
Overseas production
Despite the appearance of many
new competitors in recent years,
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50
the global manufacture of standard container liners is still dominated by a handful of established
names headed by Powertex Inc
and Richards Group in the US,
ITW-Dacro of the Netherlands,
and UK-based Linertech and
Philton Polythene Converters.
Most of the established players
now produce their liners overseas
in order to cut costs and maintain
their competitive edge. Dacro, based
in Rotterdam, was one of the first
to opt for such a strategy, shifting
its entire production of woven
HDPE liners to a new purposebuilt factory in Shenzhen, China,
in 1995. Much of this output has
since gone for the carriage of malt,
grain and other staple foodstuffs, as
well as polymers and chemicals.
In 2004, Dacro acquired control of the product range of former
US marker leader, Insta-Bulk, following the merger of the two
companies by their common parent company ITW Group. Dacro
has since fully integrated the best
known Insta-Bulk models, including the Global Liner and EnviroLiner designs, and relocated their
production from its former site in
the southern US to the Shenzhen
plant in China.
Both GlobaLiner and EnviroLiner are made from extruded PE
and used mainly for the transport
of polymers and other precursor
chemicals. Dacro, armed with its
enhanced product range, now
competes more effectively with its
largest rivals and has succeeded in
securing additional market share.
Long history
Powertex is the longest established
US producer of container liners,
having been active at Rouses Point
(New York) since 1977 when it
first launched its SeaBulk model.
However, this company is now
also producing a growing share of
its liners overseas, in China and India, in an effort to hold down selling prices and meet demand in the
Far East/Pacific Rim more effectively.The Chinese plant is located
in Qingdao and has been operational since early 2002. A joint
venture Indian factory started production in August 2003. All stages
of manufacture are carried out at
these plants, without any need for
outside intervention.
Established FIBC manufacturer Synthetic Polybulk AS is one of a number of
big bag producers to have added bulk container liners to its range
Each is targeting a specific sector of the market, with the more
standard SeaBulk being manufactured in Qingdao and a lower-cost
version in India.The Chinese-produced design incorporates a flexible bulkhead made from corrugated fibreboard, but is otherwise
constructed from the same specification of extruded PE film as
used in the US.
A cheaper cross-laminated PE
liner is made at the Indian site,
offering the same strength as woven PE, but featuring a barrier to
moisture that is claimed to be
comparable to fine extruded PE
film. The bulkhead is made from
the same flexible cross-laminate
material.
As Powertex has moved an increasing share of its manufacturing overseas, the US headquarters
has concentrated on further developing its consulting ar m
through a new Project Management division. This advises prospective clients on the most effective and rapid way to implement
a bulk liner shipping method and
on various logistic considerations.
Powertex US also formally offers
a range of mechanised loading/
discharge equipment, designed
specifically for use with container
liners, having earlier entered into
alliances with local suppliers, including Dynamic Air and Phelps.
Caretex, of Denmark, is another supplier to have moved
much of its production overseas,
while focusing on product development at its home site. Its range
of extruded PE liners is manufactured at a purpose-built factory in
Thailand, while the company also
offers a unique patented closed
discharge system, recently perfected in Denmark.This allows the
consignment to be transferred
from the liner to a waiting silo
without any contact with the external atmosphere.
Many other suppliers operate
in a broadly similar way, including ACL Globalliners (Netherlands), Norseman (Canada),
CorrPak Bulk Packaging Systems
and Global Flexi Systems (both in
US) and Synthetic Polybulk AS
(SPB) of Norway).
These suppliers carry out their
volume manufacture of liners at
various sites in the Far East or elsewhere, while using their respective head offices to accomplish
research/development and provide technical support.
Recent entrants
SPB is a relatively new container
liner supplier. It was initially setup to provide FIBC products to
industrial and transport end-users
in the Nordic/Baltic region but
has more recently added 20ft and
40ft container liners (known as
DBC - Dry Bulk Container) to
its range. The Norwegian company is headquartered in Brevik,
but forms part of Thrace Plastics
Co, a manufacturing conglomerate based in Greece, and can offer
DBC liners made either from
woven PP or extruded PE.
SPB’s most recent venture has
been to extend its marketing/sales
operation into other parts of Europe and to the US and Middle
East. Its production of FIBCs and
liners is currently carried out
across a “network of production
units” and a new licensing system,
known as “Portabulk,” has been
established recently to extend the
manufacturing franchise.
The company reports that its
DBC liners have, to date, been
used to carry products as varied
as rice, wheat, sugar, coffee, malt,
seeds and fertilisers, as well as nonhazardous chemicals.
Another recent entrant is
AmeriGlobe Corp, based in Louisiana, USA, which has been an
FIBC manufacturer since 1985,
but has now launched its own
design of woven PP container
liner. The company has opted to
carry out production at its home
and to serve a local market.
AmeriGlobe produces two
versions of 40ft liner, for fitting
into standard (8ft 6in) height or
high cube equipment. The liner
walls utilise material of 110g/m2
density, while the bulkhead section is of 210g/m2 gauge and the
discharge spout is protected by a
cover of 300g/m2 density.The rear
of the liner bag is positioned by
way of steel cross-bars and snaphook clip attachments, while the
front bulkhead is also secured by
way of steel crossbars, which are
available from a separate supplier,
JIT Corp in Houston.
A highly specialised manufacturer of liners, which has similarly
maintained production at its home
base is Oellerking Qualitatsplanen
GmbH in Germany.The company
recently introduced a newly patented bulkhead bracing system for
its bulk liner bags, which have
been in production for over 20
years.
The redesigned bulkhead utilises flexible straps and removes the
need for steel locking bars.
Oellerking is another company to
offer a highly customised service,
together with technical advice.
UK boost
Linertech of the UK has long been
producing liner bags in volume, but
received a substantial boost in 2002
when it was acquired by United
Transport International (UTI).The
latter is parent to United Bulk
Container (UBC), which is the
largest dry bulk logistics provider
Sweetening the load
for British Sugar
British Sugar, owned by Associated British Foods, is one recent
convert to container liners, having previously used one tonne
FIBCs for the majority of its
containerised shipments.
The company refines around
1500 tonnes of sugar every day
at its UK plant in Wissington.
Norfolk, using beet grown locally in East Anglia, and provides
60 per cent of the sugar required
by food and beverage manufacturers in the UK.The balance is
exported to the EU and elsewhere. Previously British Sugar
purchased around 60,000 FIBCs
annually from UK supplier,
Structure-Flex Ltd, but has since
switched to greater use of onetrip container liners, particularly
for its overseas transport. This
followed the launch by Structure-Flex of its own design of
container liner in 2003.
The main factor encouraging the change was the time and
consequent labour saving associated with using a single liner
per 20ft container, in place of
over 20 FIBCs, plus the fact that
a larger volume of product could
often be loaded per shipment.
British Sugar explained that, in
some instances, FIBCs have to
be stowed on pallets, which take
up valuable space within the
container.
The 20ft dry bulk liner provided by Structure-Flex comprises a heavy duty woven PP
bag and comes complete, in kit
form, with all the necessary
cords, hooks, wooden anchor,
and metal restraining bars required for securing purposes.
The container can be prepared for loading within 15 minutes and is gravity filled by way
of an overhead chute. A maximum of 25,000kg is usually
loaded per 20ft unit in this way,
with the process taking just 1015 minutes. Discharge, at the receiving end, can be accomplished in almost as short a time.
Total vehicle turnaround time is
put at around 40 minutes.
The Structure-Flex liners,
are viewed by British Sugar as
being realistically priced and inherently reliable, which is vital
as a single mishap could prove
expensive. Structure-Flex is also
located in Norfolk, near the
Wissington plant, and is able to
respond rapidly to any seasonal
variation in the volumes being
processed and transported as a
result of changes in the sugar
content of the beet.
Even though British Sugar
has a policy of dual sourcing,
Structure-Flex is now meeting
two thirds of the company’s bulk
liner requirement. ❏
October 2005
Section 1
7/11/05
10:28 AM
Page 51
WorldCargo
news
CONTAINER INDUSTRY
in Europe and has more recently expanded
on to the world stage through its re-branding as UBC World Bulk.
UBC operates over 15,000 x 30ft bulk
containers within its European network
and is one of the biggest end-users of container liner bags in the world. It has long
been an important customer of Linertech
and, more recently, has been responsible
for a substantial expansion of the latter’s
manufacturing capacity, including the
start-up of production in India.
Over 200,000 liners are now being
produced annually by Linertech. A big
share is destined for UBC World Bulk,
although a growing volume of sales is
being made to third-party deepsea shippers and lines.The Indian operation commenced two years ago, adding to
Linertech’s existing manufacturing sites
in the UK (Elland,Yorkshire) and Eire.
Both Linertech and UBC World Bulk
have further strengthened their presence
in the Pacific Rim/Australian regions by
forging links with local companies based
in Australia (JMP Holdings), New Zealand and Malaysia/Singapore. JMP Holdings, in addition to marketing the
Linertech range, also produces its own
version of thermal liner (ETL) in Malaysia.
Linertech’s main competitor in the
UK is Philton Polythene Converters,
which opened a dedicated subsidiary plant
in China during 2002. This has since
gained ISO 9000 accreditation and been
brought up to full-scale production. The
Chinese factory makes extruded and
woven versions of liner, and has freed up
capacity at the main UK site for Philton
to continue research and the more specialised manufacture of thermal and safety
liners.
Philton stresses that, although its Chinese operation has held down finished
prices and helped it to retain a competitive edge, there has been no sacrifice in
terms of quality and production from
China is indistinguishable from that carried out in the UK. Product rejection is
put at less than 0.001 per cent (equivalent to one bag failing in every 10,000)
for both plants, and the checking procedure in China is as rigorous as that carried out at the UK plant.
and Russia. It has agents present in Singapore, Canada, Russia and Australia.
In China, Shanghai Shangjin P&P
Products Co has been manufacturing and
exporting container liners for over five
years. Much of its production goes to endusers in Europe.
Shanghai Shangjin has ISO 9001-2000
accreditation and its range includes 20ft
(240cm x 240cm x 595cm) and 40ft
(240cm x 240cm x 1200cm) types, made
from woven PE. The standard model is
coated on one side and features a material density of 140g/m2 for the large panels and heavier 210g/m2 material for the
bulkhead and loading/discharge spout.
The liners also feature a carbine hook and
loop system to maximise securing, while
the loading/discharge spout may be custom designed. The company is currently
offering 20ft liners at a batch price (per
500) of US$46.60 per unit, with the 40ft
costing around US$73.50 each (per batch
of 260). All liners are supplied in baled or
palletised loads.
Other independent manufacturers
evaluating the potential for container liner
manufacture are Hebei Fuhua Plastic Co,
which is one of the largest producers of
FIBCs in northern China, and Matai (Vietnam) Co. The latter was established in
the Tan Thuan Export Processing Zone,
outside Ho Chi Minh City in 1996 and
has since expanded its sales of the
“Maicon” brand across Asia. It forms part
of Nihon Matai, of Japan. ❏
Shanghai Shangjin has been manufacturing
its own design of dry bulk container liner in
China for the past five years
Quality control
Philton’s remarks on the need for good
quality control are echoed by other suppliers operating offshore satellite plants
and reflect the way the container liner
business has progressed in recent years.
High standards are, of course, essential for
the industry’s survival. A leaky bag can
result, at the very least, in an expensive
clean-up operation and can also be a potential environmental hazard. It can further lead to hefty insurance claims, involving both product and container
After the horror stories of past years,
however, when ultra-cheap liners of inferior manufacture were reportedly being shipped into the US in large numbers, most suppliers/end-users indicate
that output quality has generally improved
worldwide.
As production has increasingly shifted
into lower-cost areas, including India and
China, local manufacturers have rapidly
become familiar with the technology,
perfected their designs and reduced the
incidence of product failure. There have
also been further advances in manufacturing techniques.
Independent moves
Not all liner bag production in low cost
manufacturing areas is, however, controlled by the more established suppliers in
the west. Inevitably, independent local
companies, many of which are already actively producing FIBCs, have entered the
market and are making their presence felt.
One such company is Bulk Containers India Pvt Ltd (BCI), which is based in
Pune, around 160 km from the Bombay
port area, and is already established as a
leading local exporter of FIBCs. BCI produces a wide range of these smaller bags,
all made from woven PP, with the material used ranging in density from 100g/
m2 to 250g/m2.
The company recently started producing its own range of container liners, comprising woven and extruded versions, at
its 5000m2 factory and currently sells to
end-users in Australia, the UK, Germany
October 2005
Forklifts 10-52 t · Logstackers 9-28 t
®
True Quality
Svetruck AB· Box 321· SE-341 26 Ljungby· Sweden· Tel +46 372 86600· Fax +46 372 82450
E-mail: [email protected] · www.svetruck.com
51
Section 1
7/11/05
1:28 PM
Page 52
FOR SALE - USED EQUIPMENT
3
•
•
•
Reach stackers:
2 x PPM TFC45 – 2000
1 x PPM TR45-28 CE – 2004
Very good condition
4
•
•
•
•
•
x Empty container handlers:
1 x Kalmar DCD70-40E5 – 1997
1 x Kalmar DCD80-45E7 – 1998
1 x Kalmar/Sisu TD6ECR – 1993
1 x Kalmar/Sisu TD6ECR – 1995
Very good working condition
5
•
•
•
•
•
x Forklift – Frontloader:
1 x Kalmar DC42-1200 – 1987
1 x Kalmar DC20-1200 – 1993
2 x Kalmar DCD136-6 – 2001
1 x Fantuzzi FDC160 – 1998
All in very good working condition
8
•
•
•
•
•
x Terminal tractor:
1 x Terberg TT17 (4x2) – 1991
1 x Terberg YT17 (4x2) – 1996
5 x Terberg RT20 (4x4) – 1991/1992/1995/1998
1 x Terberg RT22 (4x4) – 2000
Very good condition

World Cargo News

Transcription

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