Shipping Port International ShowCase

T H E I N T E R N AT I O N A L S H O W C A S E F O R S H I P O W N E R S A N D O P E R AT O R S
SHIPPING PORT
I N T E R N A T I O N A L
SHIPPING PORT
I N T E R N A T I O N A L
DISCOVER
NEW ROUTES,
DESTINATIONS
AND PARTNERS
APL INTERVIEW
Nathaniel Seeds, senior VP of
global operations and network at
shipping line APL, talks efficiency
UNDER-KEEL CLEARANCE
Curtin Universitys Dr Tim Gourlay on
the importance of under-keel clearance
to the safe operation of ports
GOING GREEN
Ports continue to turn a green
leaf and cost savings are
a major motivation
SHOWCASE 2014
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CONTENTS
12
28
04
Global briefing
12
Port community systems
Shipping news from around the world
What plans does the EU have to

simplify processes and paperwork?
18
Florida port focus
22
Environmental issues
28
Technology spotlight
34
Curtin University
How does this region in the USA keep up

with the ever-growing shipping demand?
Improve your port environment
performance, and enjoy the rewards
The debate: Automation or manpower?
Dr Tim Gourlay tells SPI about the vital role

under-keel clearance plays in ensuring safe
operations in ports
18
22
40
Shipping operator interview
46
Port directory
48
Montreal Port Authority
52
Port of Brisbane
56
Port of Corpus Christi
Neptune Orient Lines explains how it has

improved operational efficiency since setting
up its leadership program in 2012
Pinpoint the locations of the ports covered

in this issue of SPI
Current developments are set to increase the
ports capacity by 12.5%
Russell Smith, chief executive officer,
explains why Brisbane is Australias
fastest growing container port
This US port has embarked on a new rail
improvement project
SHIPPING PORT INTERNATIONAL

SHOWCASE 2014
01
FOREWORD
Welcome
60
60
Contship Italia
64
Tampa Port Authority
68
Kuantan Port
70
Port of Hirtshals
72
Port of Baltimore
74
PNG Ports Corporation
The Italian-based group helps customers

improve the efficiency and quality of their
global supply chain
The largest port in Florida is opening up
an important gateway for container ships
New expansion plans will make the port a
regional container port facility by 2017
The port witnessed a record year in 2012,
and believes this trend is set to continue
In 2012, construction was completed on a
new 15m-deep container berth
Continued remodeling ensures PNGs
network of ports keep up with economic
growth
76
Portonave
80
New: Expert view
The Brazilian port is investing in new

technology and equipment
What challenges are ports facing as a
result of ever-expanding container ships?
nion leaders may still

take some convincing,
but automation could
ultimately spell the need
for more skilled and better
paid jobs
n Welcome to the 2014 Showcase of Shipping Port International, the worlds first
publication dedicated to presenting cargo-port destinations and their terminal
operators to a readership of shipping fleet owners and operators.
Having covered the trend toward more port-centric solutions in our launch
issue, as well as examining security issues and exploring the implications of a
new breed of super-sized container vessel, I can promise we havent taken our
foot off the gas for this, our second issue.
We kick-start with a look at the important role Port Community Systems
(PCS) play in keeping todays containers moving, helping avoid lengthy paper
trails and radically reducing administrative tasks and time (p12).
Perhaps rather fittingly we also cover the increasing move toward
automation some of Europes leading ports are heavily investing in the latest
automated cranes and gates (p28). Supporters of the technology dont just cite
efficiency gains as their motivation. There are also environmental and safety
arguments, with less lighting, less noise, fewer moving vehicles, and no need for
drivers to climb ladders to reach cabs. Union leaders may still take some
convincing, but automation could ultimately spell the need for more skilled and
better paid jobs.
Were also continuing to attract the industrys big hitters: having secured an
exclusive interview with Tommy Nilsson, Maersk Lines head of terminals, in
our launch issue, we now bring you the views of Nathaniel Seeds, APLs senior
vice president of global operations and network (p40). Seeds doesnt pull any
punches in his views, with efficiency once again the dominant theme: We are
hyper-focused on improving the efficiency of our network, he says. This
includes initiatives such as reducing empty container movements, optimizing
the trim of our ships and eliminating vessel waiting time at ports.
This drive for efficiency will be familiar to all the ports featured in our global
directory (p46), as well as those highlighted in our special Florida Focus (p18).
I trust you will find this issue of the magazine equally efficient and useful in
helping you fine-tune your port strategy in an ever-changing world.
Anthony James
Editorial Director, UKIP Media & Events,
publisher of Shipping Port International
Editor: Bunny Richards

(bunny.richards@ukipme.com)
Production Editor: Alex Bradley
Chief Sub Editor: Andrew Pickering
Deputy Chief Sub Editor: Nick Shepherd
Proofreaders: Aubrey Jacobs-Tyson,
Christine Velarde, Lynn Wright
Art Director: Craig Marshall
Art Editor: Julie Welby
Design team: Andy Bass, Louise Adams,
Anna Davie, Andrew Locke, James Sutcliffe,
Nicola Turner, Ben White
Head of Production & Logistics: Ian Donovan
Deputy Production Manager: Lewis Hopkins
Production team: Carole Doran, Cassie Inns,
Robyn Skalsky
Circulation Manager: Suzie Matthews
Publication Director: Mike Robinson
(mike.robinson@ukipme.com)
Sales Manager: Barry Smith
Sales Manager (Asia/Pacific): Chris Richardson
CEO: Tony Robinson
Managing Director: Graham Johnson
Editorial Director: Anthony James
02

SHOWCASE 2014
ISSN 2051-3801
Published by
UKIP Media & Events Ltd
Contact us at:
Shipping Port International
Abinger House, Church Street, Dorking,
Surrey, RH4 1DF
tel: +44 1306 743744
fax: +44 1306 742525
The views expressed in the articles and
technical papers are those of the authors and
are not endorsed by the publishers. While
every care has been taken during production,
the publisher does not accept any liability for
errors that may have occurred.
Copyright 2013
Subscriptions
60/US$108
Printed by William Gibbons & Sons Ltd,
26 Planetary Road, Willenhall, West Midlands, WV13 3XT, UK
GLOBAL BRIEFING
SHIPPING NEWS
The latest developments from ports around the world
Bunny Richards, Shipping Port International
Florida has approved US$150m in

seaport improvements
Konecranes STS cranes en route
to Port of Savannah
Four Konecranes Super Post Panamax STS cranes
are on their way to Port of Savannah, Georgia, operated
by the Georgia Ports Authority (GPA).
The cranes are part of an order that Konecranes
received in 2011. In addition to the four STS cranes,
the order included 20 Konecranes rubber-tired
gantry cranes that have already been delivered to
the customer.
Port of Savannah is the fastest growing container
port in the USA and the second-largest port on the
countrys east coast. Exports are driving growth at the
port, which boasts a uniquely balanced export/import
ratio. It handled 12% of all US containerised exports
in 2012, a total of 1.6 million TEU.
The Super Post Panamax STS cranes have a lifting
capacity of 66 metric tons and an outreach of 61m.
Their design is identical to the STS cranes that
Konecranes delivered to the GPA a few years ago,
which turned out to be among the most productive
cranes in the USA.
Port of Savannah currently operates 116 Konecranes
RTGs and 23 Konecranes STSs.
Grup TCB to operate new terminal

at Puerto Quetzal
Grup TCB, a global maritime freight
management organization, will operate the new
TCQ terminal at Puerto Quetzal, on the Pacific
coast of Guatemala, for the next 25 years with
an option to renew the contract.
To improve service levels and productivity of
container operations in the area, the company
will invest US$250m in new infrastructure.
The development of the new Puerto Quetzal
Container Terminal will be implemented in two
phases. In phase one, Grup TCB will invest
US$120m to build 300m of pier with a depth
of 12.5m and a yard area of 13ha. The second
phase will involve the yard being extended to
21ha and the pier to 540m with a depth of 14m.
The infrastructure will include four ship-to-shore
gantry cranes, a mobile harbor crane and
12 rubber-tired gantry cranes.
04

SHOWCASE 2014
Governor Rick Scott and members of the Florida Cabinet

have approved US$150m in bond proceeds, which will finance
projects at Florida ports through the Seaport Investment
Program. The Florida Department of Transportation (FDOT) has
programmed US$150m in projects to receive bond proceeds
for 2014, which will be issued by the Division of Bond Finance.
Governor Rick Scott said, This US$150m investment in
Florida ports will strengthen Floridas role as a hub for global
commerce. Floridas ports support international trade and
domestic manufacturing, and create jobs for Florida families.
With this investment, we will continue to position Florida as a
leader in global trade and commerce.
Working directly with Florida seaports, FDOT has identified
a total of 16 projects to be funded under bond proceeds. The
ports that will be included in the improvements are: Port
Everglades, Port Panama City, PortMiami, Port Manatee
and JAXPORT.
NORTH
ATLANTIC
OCEAN
New Maasvlakte 2 launches Rotterdam
into the future
The port of Rotterdam officially opened its new
Maasvlakte 2 facility in May. We have succeeded in
constructing this phase of Maasvlakte 2 according to
schedule and well inside budget, said Hans Smits, CEO
of the Port of Rotterdam Authority. Meanwhile, two new
container terminals from APM Terminals and RWG are
expected to open by the end of 2013. The first two of
a total of 26 automated rail-mounted gantry cranes
(ARMGs) were delivered to the APMT terminal back in
March. The ARMGs, along with two additional rail cranes,
were supplied by Austria-based manufacturer Knz GmbH.
The 30m-wide ARMGs will use a fully automated system to
load and unload containers onto and off truck chassis and
onto a fleet of 37 battery-powered lift automated guided
vehicles, which were delivered in June 2013.
SOUTH
ATLANTIC
OCEAN
GLOBAL
PAGEBRIEFING
HEADER
Hamburg ready for new mega-ships

Four new gantry cranes designed for the latest generation
of mega-ships have been delivered to Hamburger Hafen und
Logistik AGs (HHLA) Container Terminal Burchardkai
(CTB) at the Port of Hamburg. The cranes will ensure
HHLA is able to handle ships carrying 18,000 standard
containers (TEU). The new container handling equipment
will be used at the Waltershof port, together with a fifth
gantry crane that will arrive later this year. The launch of the
newly delivered cranes will mark the completion of the
quayside expansion program at the CTBs Waltershof port.
With its 1.4km-long quay, the Waltershof port will now have
four mega-ship berths, with a total of 15 gantry cranes.
NORTH
PACIFIC
OCEAN
Hyundai Merchant Marine has opened its first ODCY in China

Hyundai Merchant Marine (HMM) has opened a new ODCY (Off Dock Container
Yard) in Qingdao, China. The new container yard is HMMs first ODCY in China.
This is the first joint venture with state-run Shandong Province Communication and
Transport Group (SPCT), since beginning their partnership in 2012.
The ODCY is built on a 59,274m2 site and is capable of handling 350,000 TEUs
per year. The ODCY will consist of a container yard, container repair facility and
logistics warehouse. HMM will provide customers with loading, unloading, storage
and delivery services through a one-stop service system.
A total of US$15.9m was invested to build the ODCY, with HMM and SPCT
contributing 50%. The ODCY is expected to achieve profits of US$6.73m annually.
Port of Tauranga expands its container terminal facilities

Port of Tauranga, New Zealands largest port, has expanded its container wharf
length by nearly a third, installed a new Super-Post Panamax gantry crane and
ancillary equipment, and grown its landside cargo capacity.
This marks the next phase of Port of Taurangas growth, said chief executive
Mark Cairns. Its a huge step up in the capability of New Zealands port
infrastructure. Were now in an excellent position to handle new services and
the growing trend towards more frequent visits from larger ships.
The capital expenditure program has included: the US$30m wharf length
extension at the Tauranga Container Terminal, increasing it by 170m (28%);
the installation and commissioning of a Liebherr Super-Post Panamax ship-toshore twin-lift gantry crane, increasing the terminals container cranes to six;
the purchase of six straddle carriers to transport containers to and from the
cranes; over the past two years, increasing ground slot capacity by 30% and
refrigerated container outlets by 60%; and the construction of a rail siding
including reconfiguration of the existing area to enable four trains to be loaded
and unloaded at once.
Cairns added, The investment program is the largest expenditure since the
container terminal opened two decades ago. It will be complemented by major
dredging works scheduled to begin later this year, which will widen and deepen
Tauranga Harbor shipping channels to accommodate larger vessels. These
investments are vital to ensure New Zealands exporters can remain competitive
globally. Port of Tauranga will continue to invest to ensure we lead New Zealands
port infrastructure developments into the future.
SOUTH
PACIFIC
OCEAN

SHOWCASE 2014
05
GLOBAL BRIEFING
APM Terminals launches service to improve efficiency

for shipping lines
APM Terminals Zeebrugge has launched an extended gate concept.
The service will improve efficiency for shipping lines by providing a direct
connection from Zeebrugges natural deepwater coastal port to Antwerps
inland river port facilities.
Deepsea vessels that discharge in Zeebrugge instead of Antwerp save
12 hours sailing time. Under the extended gate program, an innovative offering
in the market, barges and trains will discharge containers at a dedicated
terminal on the right bank in Antwerp. The key benefit is that cargo owners
will have the flexibility to choose between ports and there will also be improved
hinterland access from both ports.
Although barge and rail transportation between Zeebrugge and Antwerp
has been previously available, this new synchronized service will be fully
managed and operated under the APM Terminals service umbrella without
any planning required from the shipping line.
This is a game changer, said APM Terminals Zeebrugge managing director
Mark Geilenkirchen. We offer similar transit times and even better reliability
than Antwerp as our dedicated barge and rail service is not affected by the
rivers tidal windows. In fact we have made it even easier for carriers now by
giving them access to two ports Antwerp and Zeebrugge in one call.
Maersk Line was the first customer to start using the service. All containers
destined for Antwerp were discharged from the mother vessel in Zeebrugge
and transferred by barge or rail to Antwerp. Robert Walter, operations
manager at Maersk Line Antwerp, said, We were very pleased with how the
extended gate was handled, a higher move count was realized by centralization
and end-to-end process management. The extended gate is the future.
Sri Lanka to become biggest transshipment

hub in the region
A major infrastructure project currently in progress to
expand Sri Lankas main port of Colombo will make the island
the biggest transshipment hub in the region. It will make
Colombo Port accessible to a new generation of cargo
vessels and increase capacity.
The Colombo Port Expansion Project (CPEP) was
launched in 2006 and is costing US$500m, which is being
jointly financed by the Asian Development Bank and the Sri
Lanka Ports Authority (SLPA), with US$300m from the ADB.
Dr Priyath Wickrama, chairman of SLPA, said, The new
deep-water facilities are an important breakthrough for
Colombo as most big shipping lines prefer to deliver cargo to
a transshipment hub and to deliver from there to smaller ports
in the region. The new facility will reduce freight rates, making
Sri Lanka a more competitive hub and helping attract more
container traffic.
The ports container handling capacity pre-project launch
was 3.3 million TEU, and by completion in 2015 it will be able
to handle 8.1 million.
According to Wickrama, the port will soon be able to
accommodate not only the new 18,000-container capacity
ships, but even the next-generation 22,000-container
capacity vessels.
06

SHOWCASE 2014
INDIAN
OCEAN
Port services in Sabah

Sabah Ports, the port operating
subsidiary of Suria Capital Holdings,
will invest US$75.8m over the next
two years to improve its port facilities
and equipment.
Suria Capitals board, as well as the
board of Sabah Ports, has approved
three berth-extension projects at
Sandakan Port, a jetty extension at
Sapangar Bay Oil Terminal and the
purchase of container and cargohandling equipment for the ports.
The company explained that Sabah
Ports would increase its containerhandling equipment fleet at Sapangar
Bay Container Port (SBCP), Sandakan
Port and Tawau Port. A company
representative commented, This
includes one additional ship-to-shore
gantry crane at SBCP to go with the
existing two units. Sabah Ports will also
purchase a new mobile harbor crane
for Sandakan Port in addition to the
existing unit, which will further improve
loading and discharging of containers.
The three ports, together with Lahad
Datu Port, will also be provided with
additional transfer and yard containerhandling equipment, which will be made
available by the end of 2013.
Sabah Ports is also currently studying
the requirements of the other ports with
the goal of further improving services.
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GLOBAL BRIEFING
DP World carries out dredging program to accommodate larger vessels

The largest dredging program for 10 years has been completed successfully by DP World at
its flagship Jebel Ali Port. Deepening the draft enables the port to handle a larger number of big
vessels at one time.
The dredging, added to the expansion work currently underway, will add one million TEU of
new capacity to Container Terminal 2 later this year and another four million to Container
Terminal 3 by 2014. This will enable Jebel Ali Port to handle 10 of the next-generation 18,000
TEU mega-vessels at the same time the only port in the region able to do so.
In total, 477,000m3 of soil has been dredged from 2,900m of quay wall at the Ro-Ro vehicle
carrier terminal, the tanker terminal and three container berths. The dredging deepened the draft
of the Ro-Ro and tanker berths from 10.5m to 11.5m, while container berths 14, 16 and 17 were
extended from 14m to 16m.
HE Sultan Ahmed Bin Sulayem, chairman of DP World, said, As the trade gateway for the
United Arab Emirates, the Middle East and the wider region, the capabilities of Jebel Ali are
regularly reviewed to make sure they are in-line with customers needs. As more of our customers
add larger vessels to their fleets, we have responded by deepening the berths to increase our
efficiency as a key link in one of the busiest supply chains in the world.
Djibouti starts construction of two major ports
New terminal for Saudi Arabias largest Gulf port

Construction has started on a project seen as being fundamental
to King Abdul Aziz Ports gateway status the new second container
terminal at Saudi Arabias largest Gulf port, located in Dammam.
Saudi Global Ports LLC (SGP), the joint venture company set up
between the Public Investment Fund of the Kingdom of Saudi Arabia
and PSA International, will build, operate, and transfer the new
terminal on a 30-year basis. Dammam represents PSA Internationals
first port infrastructure project in the Kingdom of Saudi Arabia and
the Arabian Gulf.
Tan Chong Meng, group CEO, PSA International, said, PSA will
work in partnership with the Public Investment Fund and the Saudi
Ports Authority to enable the Saudi Global Ports terminal to excel in
container-handling operations and transform Dammam into the
preferred port of call to support the high trade volumes in the region.
When the new SGP terminal is fully developed, it will have a quay
length of 1,200m and 12 quay cranes, with a design capacity of 1.8
million TEU per year. The project has been backed by national
projects worth US$107bn, focusing on the development of
a railway link connecting the port of Dammam with Jubail, a city in the
Eastern province on the Persian Gulf coast of Saudi Arabia. Jubail is
also the largest industrial city in the Middle East.
08

SHOWCASE 2014
Ismail Omar Guelleh, president of Djibouti, Africa, officially

launched the construction of the Damerjog livestock port
in Arta district and the multipurpose Doraleh port on
September 8, 2013.
The China Merchants Group is funding construction of the
two ports US$70m will be invested in the Damerjog port,
which will provide a terminal of nearly 700m long and will be
able to deal with up to five livestock ships at one time. It will
also have a substantial transit area of 5ha to hold arriving
cattle before they are loaded.
The new developments at the container port of Doraleh
will provide multipurpose facilities to relieve the main Port
of Djibouti at a total cost of US$400m, and will include
a 4km-long quay with 15 berths to handle 29 million tons
of cargo per year.
The first phase will provide for seven berths including
a Ro-Ro facility and six docking stations to accommodate
ships with cargo of up to 100,000 tons.
The president of the Djibouti Port and Free Zone Authority,
Abubaker Mohamed Hadi, said, The traffic from the port is
expected to reach two million heads of cattle in the first year.
Damerjog will be exclusively dedicated to livestock exports,
which will originate from all around the region. The export
earnings should amount to about US$500m a year.
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PORT COMMUNITY SYSTEMS
Port Community Systems simplify processes

and prevent ports from drowning in a
sea of paperwork so how do the EUs
e-initiatives t in?
Felicity Landon, Shipping Port International
Just as the terminal equipment sorts and moves the

physical boxes, so Port Community Systems receive,
process and move the information that must accompany
them. The alternative would be a quagmire of paperwork
and, frankly, the major container terminals would
simply grind to a halt.
Yet, when the European Port Community Systems
Association (EPCSA) was formally launched two years ago,
there seemed to be a woeful lack of understanding of the
role PCSs play in the supply chain. EPCSAs members have
focused particularly on raising their prole at national,
llustration by Ben Miners
Ships get larger, the stacks of containers get wider

and higher, trade volumes continue to grow and, at
the same time, the pressure is on for eciency and
speed in ever more complex, time-critical supply chains.
The role of giant quay cranes, nimble yard
equipment, slick terminal operating systems and
strong hinterland links in the seamless ow of
containers, would probably be clear to everyone.
But behind the scenes, and less understood, there
is another set of pressures being absorbed by Port
Community Systems (PCSs).
Community s
12

SHOWCASE 2014
y spirit
SHOWCASE 2014
13
European and international level and even, it has to be

said, defended their corner against a ood of European
Union e-initiatives, many of which seem to have been
dreamt up without giving a thought to what PCSs have
been doing for years.
When Alan Long, managing director of Felixstowebased Maritime Cargo Processing (MCP), took over as
EPCSA chairman at the start of 2013, he emphasized the
importance of maintaining close contact with ocers
and decision-makers in the European Commission.
Earlier this year, the EPCSA chose Brussels for the
venue of its conference focusing on Simplication of
Port Processes. As EPCSA secretary general Richard
Morton puts it, Policymakers and the industry agree on
the urgent need to reduce the administrative burden on the
shipping industry. The conference was an opportunity to
consider how the two sides are responding, and what will
be the impact of European policy including Blue Belt,
e-maritime and the push for National Single Windows.
14

SHOWCASE 2014
Above: Port
Community
Systems keep
the information
flowing
avoiding a
quagmire of
paperwork and
huge container
backlogs
For example, the EU Directive 2010/65 on ships

reporting formalities requires all EU member states
to accept electronic reports via a Single Window by a
June 1, 2015 deadline. While there is much debate about
how this can be achieved, EPCSA continues to press
home the message that there are obvious and important
parallels with existing PCSs, and the operators of these
systems are already well placed to take up the Single
Window challenge.
Morton denes PCSs as electronic spiders webs of
information that keep all parties port authority,
terminal operator, shipping line, customs, shipping
agent, haulier, statutory inspection bodies linked into
the progress of a container, so all information is keyed
just once, rather than being endlessly duplicated.
Simplication of processes is necessary to improve
the throughput of Europes sea ports and airports (in
which PCSs also work), says Alan Long. We have seen
a lot of EU directives, initiatives and regulations coming
EPCSA MEMBERSHIP GROWS

The EPCSAs six founding partners are: Soget, Le Havre, France; Maritime
Cargo Processing, Felixstowe, UK; Portic, Barcelona, Spain; Portbase,
Rotterdam and Amsterdam, Netherlands; dbh, Bremen, Germany; and Dakosy,
Hamburg, Germany.
In its first two years, the association has expanded rapidly, so that it now has
about 20 members from across Europe, Ukraine and Israel, with others lining up to
join. For anyone who needs convincing of EPCSAs influence, at the latest count
its members operate in ports that are handling between them more than 70 million
TEU a year, and 2 billion metric tons of cargo.
Yet there is simply a lack of knowledge in this area, according to EPCSA vice
chairman Piet Jan ten Thije, strategy and business director of Portbase. We need
to help the authorities understand what PCSs already do, so they can avoid
unnecessary duplications in development. They could otherwise end up bypassing
PCSs and spending millions of euros of taxpayers money that they dont need to
spend, he says.
EPCSA started from nowhere in terms of international organizations
understanding about PCSs, says Pascal Ollivier, Sogets director of corporate
development and the immediate past chairman of EPCSA. The EC, United
Nations and World Customs Organization were our three main targets, and in
less than two years they all understand the value proposition of PCSs.
out in the transport and customs area, and we need to

remember: although we need simplication, we need to
make sure we dont reinvent the wheel and throw away
what we have already got.
Every PCS has its own way of operating, but the
overall objectives remain constant, adds Long. It is
vitally important to use information as much as possible
and as eciently as possible. PCSs can act as clearing
centers for information. The advantages seem quite
straightforward to us avoiding double or multiple
input of information and reusing information. The
alternative, previous to PCSs, was seven copies of a
manifest around the port, with all seven having to be
amended when anything changed.
The European Commissions Directorate General for
Mobility and Transport (DG Move) has recognized the
importance of PCSs. At the EPCSA conference, Jukka
Savo, policy ocer for maritime transport facilitation at
DG Move, explained how Europes e-maritime initiative
Alan Long, chairman of EPCSA (above right);

Richard Morton, secretary general, EPCSA (above
left); Damian Viccars, Brussels representative
for the World Shipping Council (top right); and
Jukka Savo, policy officer for maritime transport
facilitation at DG Move (top left)

SHOWCASE 2014
15
COTONOU COUNTS
n One statistic from the Port Authority of Cotonou (pictured) illustrates the
dramatic impact that a PCS can have on efficiency. In 2011, it took 39 days for a
shipment to pass through all the processes and exit the port. Then, a joint venture
of the French PSC operator Soget and the Bureau Veritas Group was awarded
the concession to develop and implement a Port Single Window. The new system
was operational 11 months later and within one year of operation, the use of the
Port Single Window had reduced that 39-day marathon to less than six days.
Today, all business processes are streamlined and fluid, from customs authority
to final importer of cargo throughout shipping lines, terminal operators, freight
forwarders, port authority, customs authority, truck operators, government
agencies and banks, enabling the whole port community to be more efficient,
says Pascal Ollivier, director of corporate development at Soget.
Cotonou received a Gold IT award from the International Association of
Ports and Harbors in recognition of the successful implementation and operation
of the Port Single Window.
The project is a real milestone in the modernization of the country, allowing the
country to be in line with international trade regulations, says Rabih Halabi, senior
vice president at Bureau Veritas. In addition, the Port Single Window enables the
government to secure revenue collection and benefits operators by allowing them
to be more competitive.
is looking to ease administrative burdens for shipping

within Europe. The EU is highly dependent on
maritime transport. Shipping has a several advantages,
including lower costs and lower impact on the
environment, he said. But shipping isnt used to its
full potential and we can look at the barriers that might
be there to reduce its efficiency the considerable
administrative burden.
National Single Windows will require information
needed by law to be reported only once, Savo said. No
authorities should come back and ask for the same
information again and if that scenario really does
materialize, we would surely hear a collective sigh of
relief from ships captains and senior officers, who can
spend more hours on repetitive form-filling and
paperwork than on actually running their ship.
Savo emphazised, Dont throw away existing
systems if they are already serving their functions; they
should remain there, and the information should be
exchanged with the national system. PCSs play an
important role in ports. Without them, planning and
executing ship, cargo and passenger movements in
ports, and with their hinterland connections, is difficult.
If the National Single Windows will be important for
16

SHOWCASE 2014
reducing the administrative burden, PCSs remain the

core of improving the overall operational efficiency in
the ports.
Other speakers highlighted the need for as much
harmonization as possible. The EU remains a mosaic
of national, regional and even port-specific reporting
requirements, said Damian Viccars, representing the
World Shipping Council (WSC). This really doesnt
make sense in the context of a single market, he said.
He made a plea for a set of reporting formalities that
would be accepted in every EU port from Liverpool to
Limassol and urged that harmonization should be
achieved across the field as soon as possible.
The WSC is working with European Community
Shipowners Associations (ECSA) to develop a harmonized
e-manifest, which, Viccars said, could be used together
with PCSs to achieve the operational, economic and
political ambitions that industry and regulators have.
In July, the EC published two key proposals to boost
seaborne transport and trade within the EU. First, it
wants to improve the EUs Regular Shipping Service
(RSS), under which, for RSS shipping companies, EU
goods carried on their services do not automatically
lose their union status when they leave an EU port.
This removes customs formalities when the goods are
discharged at another port within the EU. However,
only 10-15% of EU maritime traffic mainly ferries
operates under the present scheme due to serious
shortcomings in its operation and application process,
according to the WSC and ECSA.
The EU proposals will significantly facilitate the
take-up of RSS status, says Alfons Guinier, ECSA
secretary general. The EU has had a long-standing goal
to boost shortsea shipping and to level the playing field
between maritime and other modes of transport. These
proposals go a long way to achieving that.
However, both the WSC and ECSA warn that
improving the RSS scheme will not be enough on its
own. RSS is limited to vessels calling exclusively at EU
ports: And this simply does not correspond to the
reality that globally routed shipping services transport
the majority of goods moved intra-EU by sea.
The WSC and ECSA say the ECs second proposal,
to establish a uniform electronic manifest, is critical to
meeting the ECs political objectives. However, EPCSA
members are less enthusiastic about this proposal;
members say that alternative solutions have not been
considered and that the 2015 deadline for implementing
the e-manifest is entirely unrealistic.
We are proud that our years of experience, supported by responsible cargo handling and the
latest equipment have enabled PNG Ports Corporation Ltd to reach new heights in the maritime
industry. We are also proud that we play a significant role in the economy of Papua New Guinea
but, what we are most proud of is that we are the lifeline of a nation, bringing smiles to the
faces of our people.
www.pngports.com.pg
PNGPCL_CCD-1284 | 1013
OUR PORT OF EXPERIENCE

THE WORLDS PORT OF CALL
FLORIDA FOCUS
KEY FACTS
Port Manatee
Channel draft: 12.2m

Container cranes: None;
some non-dedicated equipment
Total tonnage handled in 2012:
9 million
Containers (TEUs) handled in
2012: Some
STATE
OF PLAY
With a population rapidly approaching 20
million, and booming tourism and fertilizer
industries, Floridas ports continue to
expand and develop
Stephen Morrill, Shipping Port International
18

SHOWCASE 2014
n Floridas unique geography a peninsula 720km long

has created special needs, with four ports on the
Atlantic coast and two on the Gulf coast serving this
isolated state. Jacksonville, Port Everglades, Miami and
Tampa, most notably, have developed and expanded
over the years. There are three common themes an
isolated cargo hinterland, access to one of the worlds
largest sources of phosphatic fertilizer, and a booming
tourist economy. The closest outside ports to Florida for
other cargo are Savannah, Georgia and Mobile,
Alabama, making cargo importing and exporting more
economical from ports on the peninsula itself. And
several ports in Florida particularly Miami and Port
Everglades boast the largest cruise ship industry in
the world.
PortMiami
PortMiami is located squarely in downtown Miami on
the man-made Lummus Island and reached by a short
highway bridge from the mainland. The channel,
through Government Cut, is short and 13.4m deep. As
of mid-2013 truck access to and from Lummus Island is
through the Miami streets for a short distance, and then
to interstate highways and the Florida Turnpike to north
Florida and interstate access to southwest Florida. There
are improvements scheduled or underway to improve
both channel depth and vehicular access.
Florida is one of the fastest-growing states in the
USA, with an estimated population of more than 19
FLORIDA FOCUS
KEY FACTS
Port Canaveral
Channel draft: 10.0-11.6m

Total tonnage handled in 2012: 3 million-plus
Containers (TEUs) handled in 2012: None; some
non-dedicated equipment
Notes: Three cruise lines. Nearest port to Orlando area.
Largest cold storage facility on the East Coast
million. Much of that growth is in south Florida, with

more than ve million people in the immediate
vicinity of the port (Miami-Dade, Broward and Palm
Beach counties).
PortMiami is a landlord port, having lease
agreements with cargo terminal operators. Terminal
operators furnish wharfage, dock, warehouse and
other marine terminal services. Operators are the Port
of Miami Terminal Operating Company (POMTOC),
Seaboard Marine, Termalink and South Florida
Container Terminal.
The port is the principal container port for south and
east Florida and more than a dozen of the worlds top
shipping lines call there. The nine container gantries
handled just under one million TEU containers in 2012.
Two of the nine are super post-Panamax size, able to
span 61m to service even the largest planned
containerships in the world, the Maersk Triple E class.
Four new super post-Panamax cranes with capacity
to handle the new generation of larger container vessels
were delivered in October, 2013. PortMiami will have a
total of 13 cranes by the end of 2013, with six in the super
post-Panamax category.
While more than half of the ports cargo trade is with
the Caribbean and Latin America, European and Asian
ports are also part of the mix. China alone accounted for
27% of imports into Miami in FY 2011. In all, PortMiami
imported more than 2.7 million short tons of cargo in
2012 and exported more than 3.1 million short tons.
KEY FACTS
PortMiami
Channel draft: 13.4m to be 15.2m by 2015

Container cranes: Nine now; 13 in 2014
Total tonnage handled in 2012: 8.1 million
Containers (TEUs) handled in 2012: 909,000
Vessels handled in 2012: 1,649
Notes: Major container and cruise passenger port. More
than 4 million passengers/year
In partnership with Florida East Coast Railway (FEC),

PortMiami is restoring on-port rail with links to the
national rail system. An intermodal rail project will
bring Florida East Coast Railway transport directly into
the port. The new PortMiami-FEC service will move
goods to 70% of the US population in four days or under.
The rst phase of this project is scheduled for
completion later in 2013.
In all, the port is implementing more than US$2bn
in infrastructure improvements. A car and truck tunnel
project currently underway and scheduled for
completion in May 2014 will relieve congestion on
downtown streets and provide a second access leading
direct from the port to the interstate highway system.
The ship channel is scheduled for deepening to 15.2m
in time for the anticipated opening of the expanded
Panama Canal in 2015. As well as by then having
expanded container-handling capacity, Miami will be
the only 15.2m-depth port south of Norfolk, Virginia.
PortMiami handled 1,649 vessels in FY 2012. But
although PortMiami is crucial to cargo imports and
exports in Florida, its probably better known as the
cruise capital of the world, with seven cruise terminals
handling 11 cruise lines. Ships homeporting here vary
with seasonal relocations to other cruising grounds but
Miami welcomed more than four million passengers in
2012. More ships are scheduled for 2013. Regent Seven
Seas Cruises and Disney Cruise Line began sailing out
of Miami last fall. The Port will soon welcome another
new cruise brand when the upscale Italian line MSC
Cruises brings its newest ship, the MSC Divina, for the
2013-2014 cruise season. PortMiami has welcomed more
new ships than any other cruise port for the 2013 cruise
season, including the Carnival Breeze, Celebrity
Reection and Oceania Riviera. In February 2014,
PortMiami will welcome the Norwegian Getaway,
Norwegian Cruise Lines newest ship, now under
construction in Germany.
SHOWCASE 2014
19
FLORIDA FOCUS
KEY FACTS
Jacksonville
JAXPORT plus 20 private
terminals

Container cranes: Six
18.2 million
2012: 923,000
Notes: Major container port.
Number-one vehicle export port
in the USA. One cruise line
KEY FACTS
Tampa Port
Channel draft: 13.1m, less in places

Container cranes: Three now, three
more to be added (unscheduled)
33.8 million
Containers (TEUs) handled in 2012:
40,000
Vessels handled in 2012: 731
Notes: Geographically and in tonnage,
Tampa is Floridas largest port. Exporter
of phosphate fertilizer, imports fuel for all
west and central Florida. Some cruise
lines with about one million passengers
per year
Tampa Port
Tampas port is by far the largest in Florida and one
of the largest in the USA by tonnage handled. The
immediate hinterland has a population of eight million
and that number is growing each day. The port handles
more than a third of all Florida cargo and also
represents about a third of Florida exports to the
booming Latin American market. In FY 2012 the port
handled about 2,800 vessels. Cargo vessels imported or
exported more than 34 million tons of cargo, 32.6 million
of which was bulk.
Geographically the port is huge, covering 2,000ha
spreading from downtown Tampa down the east side
of Tampa Bay. The Port of Tampa is a landlord port and
owns and operates much of this area, with operations
handled by Ports America. Private terminals for export
of phosphate fertilizer and import of fuel represent most
of the remainder. Tampa supplies a good portion of the
worlds phosphate fertilizer.
20

SHOWCASE 2014
Though founded on the four legs of breakbulk

import, phosphate export, chemical imports to service
the phosphate industry, and fuel imports to supply the
entire central part of the Florida peninsula, the port has
expanded into cruise ship operations and container
handling, and now encourages some on-site processing
facilities that complement the port activities.
With on-dock rail service and a mobile harbor crane
with 100-ton lift capacity, the Port of Tampa handles
practically every type of general cargo. As Floridas
largest steel port, Tampa has developed into a major
steel processing and distribution center with products
ranging from pipe, coils and wire rod to scrap.
Automobiles, as well as high and heavy construction
equipment, are handled at dedicated terminal facilities.
Tampas location is a good one for distribution to
central Florida and points north, as well as south along
the states west coast. There are interstate highways
north, south and east and the I-4 corridor between
FLORIDA FOCUS
KEY FACTS
Port Everglades (Fort Lauderdale)
Channel draft: 12.8m but varies

Container cranes: Eight
Notes: Major container and cruise passenger port,
3.8 million passengers/year
Tampa and Orlando has become a major region for

corporate warehouse/distribution networks. Completion
of improved surface roads, scheduled for late 2013,
should permit a truck leaving the port to travel via
interstate highway as far as the Canadian border
without encountering a single trac light.
Container operations started slowly in past years but
the port is quickly developing enhanced capability. In
FY 2012 the port handled 39,882 TEUs. The one container
berth now has three gantry cranes and there are plans
to add more by the end of 2013. Some of the new cranes
may be post-Panamax, capable of spanning even the
new Maersk Triple-E class ships. ZIM and MSC both
currently use the facility.
The container berth has two new features a transfer
warehouse for temporary storage and repackaging
containers and a rail line permitting loading direct onto
unit trains. The trains currently ship methanol but there
are plans to use the facility for any cargo where direct
rail connection to the US markets as far north as Chicago

and along the entire east coast are needed.
A joint intermodal rail project Tampa Gateway Rail
is creating the USAs rst ethanol unit train-to-pipeline
distribution system, and Floridas rst on-dock intermodal
container terminal capable of handling unit trains.
On the liquid bulk side, nearly US$50m is being
invested in refurbishment of the Port of Tampas Richard
E Knight (REK) petroleum terminal complex, which
provides the key link for meeting the needs of central
Florida consumers plus the aviation fuel demands of
Orlando International Airport. The REK petroleum
terminal redevelopment will modernize and improve
eciency, navigation and safety. Completion of the
new terminal will be in late 2014.
Cruise ships have called at Tampa for many years and
that business is expected to expand. In FY 2012 the cruise
terminals handled 974,259 passengers on 213 ship visits.
Shipbuilding and ship/barge/tug repair is big
business in Tampa. There are four shipbuilding or
ship-repair yards, some with oating drydocks, others
with permanent and large drydocks (up to 274 x 45m)
and overhead cranes permitting construction as well
as repair.
The Tampa Port Authority has more than 400ha of
industrially zoned land with deep-water access. Rail
service, utilities and port security are available to most
sites. Contiguous parcels are as large as 20ha and can
be subdivided into parcels as small as 1ha. Parcels are
available with direct waterfront access; other sites are
close to public access berths. Flexible options are
available to convey or pipe commodities from public
berths to these sites. Some parcels are in Free Trade Zones.
Other ports in Florida
Floridas other ports range from small niche businesses
to large bases vital to a growing population and light
industrial hinterland.
Jacksonville is the closest port to the remainder of the
USA and is in a close tie with Port Everglades and Miami
for handling containers. The Jacksonville Port Authority
JAXPORT manages three public terminals and hosts
one cruise line. It is the top US port for vehicle exports.
Twenty private terminals also line the St Johns River.
Port Canaveral, formerly famous as the site where
space shuttle booster rockets were towed in after
launches, is the closest port to the Orlando area and has
the largest cold storage facility on the US east coast.
Port Everglades (Fort Lauderdale) handles slightly
more containers than nearby Miami and almost as many
cruise ship passengers.
Port Manatee, on Tampa Bay, just south of the port of
Tampa on Floridas west coast, bills itself as the closest
US port to the Panama Canal. It recently expanded its
wharfage and has a major upland site for development
of port-related activities.
SHOWCASE 2014
21
I ll
us
tr a
tio
by
Sh
aw
ie
ls
en
ENVIRONMENTAL FOCUS
22

SHOWCASE 2014
ENVIRONMENTAL FOCUS
The European Union has published proposals that

will offer more favorable rates to ports and ships that
manage to improve their environmental performance
GREEN
DREAM

SHOWCASE 2014
23
ENVIRONMENTAL FOCUS
n Locally grown tomatoes are not always the greenest.

A recent statement from the Port of Gothenburg
illustrated the seemingly conflicting dynamics of
reducing carbon in ports while considering carbon
along the supply chains they fit into.
The Swedish port is recognized for its wide-ranging
efforts to be green, including offering reduced tariffs
for ships using low-sulfur fuel, operating a Railport
system in which more than 50% of containers travel to
and from the port by rail, and putting sustainability at
the center of recent concession negotiations in the
privatization of its container and Ro-Ro operations.
However, a recent study commissioned by the port
asked a different sort of question: Can Spanish-grown
tomatoes that are transported all the way to this country
be a better alternative from a climate point of view than
Swedish-grown tomatoes?
The answer is yes, according to the Swedish Institute
for Food and Biotechnology report, which concluded
that, in some cases, transport actually contributes to
reducing carbon emissions. Compared with tomatoes
grown in Alicante and transported to Sweden, more
emissions were generated by greenhouse-grown
Swedish tomatoes, because their production requires
heating for a large part of the year.
Asa Wilske, the Port of Gothenburgs senior manager,
sustainability, says, We have focused for a long time on
24

SHOWCASE 2014
Above:
The Port of
Gothenburg
supports
shipping lines
and operators
that opt for
a fuel with
a maximum
sulfur content
of 0.1%
creating sustainable transport solutions. We are now

taking a further step forward by looking at the complete
lifecycle, from production to consumption. By doing so,
we can create a fairer picture of total climate impact.
At present, almost all Spanish tomatoes consumed in
Sweden are moved by road, but the Port of Gothenburg
has now begun a collaboration with the Port of Bilbao
to switch more freight from road to sea. Apart from
reduced environmental impact, increased use of
shipping will also reduce the pressure on extremely
busy roads in Europe, says Wilske.
Like Gothenburg, ports such as Rotterdam and
Hamburg are already offering lower rates to ships with
a better environmental performance, and the European
Union has published proposals that would legislate for
this to happen across the ports sector.
Ports should consider whether to reward operators
who anticipate or exceed the application of mandatory
environmental standards and promote the use of
door-to-door, low-carbon and energy-efficient logistics
chains, such as short-sea shipping, it said.
All of this reflects ports growing concerns with
carbon generated beyond their own boundaries.
However, facilities expert Marie-Clare Brind says ports
should first focus on running their own operations at
maximum carbon efficiency and save money at the
same time. She says many dont realize just how much
ENVIRONMENTAL FOCUS
CAPITAL IDEA
The Port of London Authority (PLA) has set itself a target
of reducing its carbon footprint by around a fifth compared
with its 2005 performance, by 2020. This will be measured
across buildings, launches, radar sites and every other
operational area.
We have been monitoring our carbon footprint closely
and the progress has been good, says Nicola Jenkins, the
PLAs environment manager. Our efforts include major
steps such as our plans to install solar power at Denton
Wharf, but just as important is day-to-day to awareness. We
try to make everyone at the PLA more aware of what they
are ordering and using, the heating and lighting they use,
and the way they plan their travel to meetings and work.
In its broader environmental work, the PLA has carried
out extensive work on Olivers Ait, a wooded island in the
upper reaches of the tidal Thames. Managed on the PLAs
behalf by the London Wildlife Trust, the island, with its
mature trees, provides a haven for nesting and roosting
birds and bats.
Protection and management work was needed to ensure
the long-term future of the island and the habitat it provides,
and significant work by the PLA included reconstruction of
the revetment wall, clearing unsafe and dying trees and
general maintenance and improvement.
difference they can make to their own bottom line and

carbon footprint: There are three reasons for reducing
energy use: first, it saves money, which is a very
welcome positive benefit; second, there is regulation
and related taxation which is going to get heavier; and
third, port users are under pressure themselves to green
their supply chain including their own facilities and
those they use. Energy Savings Performance contracting
is growing up fast; if you can save 10-25% of your annual
energy bill without having to fund the capex and
improve your carbon footprint what are you waiting
for? But many ports just dont have the time, money or
expertise to work it out.
Brind is director of Sustainability Plus Europe, a
company that works with clients from a wide range of
industries. Its experts carry out a detailed green audit
of buildings and equipment, which includes terminal
lighting, refrigeration, heating, cranes, etc; then they
draw up a range of options and suggest a three- to
five-year game plan on reducing energy use. If they
do it properly, the client is going to save money
whats not to like? she says. We can generally save
25% per annum on practically every large building we
go into, within two years that just proves how much
waste there is.
But on top of that, there are issues such as the UKs
Energy Act, under which it is likely that from 2018, any
Above: The
extra cost of
using cleaner
fuel within the
Gothenburg
traffic area
will be
compensated
up to 250,000
Skr per year for
each vessel
building that has an Energy Performance rating of less

than an E can no longer be let to tenants. That will have
a huge effect on assets; companies could end up with
buildings they cannot let. Because ports tend to be
shipping-focused, often even their advisors are not
aware of this impending issue. We ask them: are you
aware that your tenants are going to start some tough
negotiations because the building they occupy is only
G rated and they dont want to occupy it? And, more
broadly: are you aware that some customers wont use
your port in the future unless your green performance
matches their own rising CSR standards or international
ratings such as ISO 14001?
Spanish port operator Noatum is involved in a series
of environmental projects, including its own green
terminal in Santander, which it describes as the only
dry bulks terminal in the north of Spain that takes the
greatest care in environmental issues.
All our terminals have the highest-level
environmental certificates, which are a corporate goal
for them, says a spokesman. On the other hand, we
are aware of the importance of integrating eco-efficiency
actions and policies into our corporate strategies, and
the European GREENCRANES project is a good
example of this.
GREENCRANES is a TEN-T (Trans-European
Transport Network) Executive Agency project aiming to
SHOWCASE 2014
25
ENVIRONMENTAL FOCUS
5 WAYS TO REDUCE YOUR ENERGY BILL

Check the Building Management System (BMS) settings. Frost point should
be around 8C but check manufacturers specific instructions. Also check that
timer settings are in line with building usage.
Check temperature settings on hot water storage and reduce to 55C.
Add timers to small power-using equipment can also be added to some
hot water systems.
Undertake a lighting survey and upgrade lighting and controls where possible.
Consider an Energy Saving Performance Contract to forward fund capital
improvements and take advantage of renewable energy incentives such as
RHI and FITs.
reduce greenhouse gas emissions substantially in

container terminals. It has, for example, studied the
viability of running a fleet of terminal tractors on LNG
instead of diesel, an option it says would reduce GHG
emissions by 16% and NOx by 90%. It has also noted that
rubber-tired gantry cranes (RTGs) are often equipped
with generators far too powerful for the type of work
they are actually doing and says that adapting
generators to meet their real needs could halve energy
consumption and GHG emissions.
Project partner Noatum is to carry out two pilot
projects in its Valencia container terminal one to test
the viability of LNG to fuel its terminal tractors, the
other to adapt the generators on its RTGs to match the
energy demand of port operations.
The objective of GREENCRANES is to enable
container terminal managers and investors, EU policy
makers, citizens and industry to understand and decide
which technologies generate the best socio-economic
value and have the highest potential for rapid
deployment at EU level, says Noatum. Intended to
guarantee quick deployment at EU level, particular
attention will be given to the definition of standards that
support the swift creation of critical mass in the EU.
On the other hand, we are working through
different technologies to lower the power consumption
in the lighting towers of our terminals. For instance, the
lighting towers in Noatum Container Terminal Valencia
are 40m high. We are pioneers in this kind of
lighting towers project with this height in
maritime terminals worldwide.
26

SHOWCASE 2014
Right:
Shipping lines
taking part in
Gothenburgs
Improved
Fuel Quality
Program
include Maersk
Line, Thun
Tankers, Stena
Oil, Top Oil,
Scandinavian
Shipping and
OW Bunker
Water walls and unwanted walls

Proposals for a green terminal in Hamburg have the
emphasis on bio-construction including the use of
renewable energy (photovoltaic, tidal current turbines,
wind turbines, geothermal energy), on-site power
supply (biomass/woodchip power plant), noise
reduction measures (including the idea of a water wall
to block out terminal operations noise), reducing energy
consumption through automated lighting control and
energy recovery; the use of LNG/onshore power for
ships; and the construction of a four-story distribution
center, to provide four times the amount of space on the
same footprint.
The concept also features the incorporation of a
geothermal system to provide temperature control in
handling and logistics areas this prevents ice and
snow in the winter, which eliminates the need for salt
as well as delays because of icy surfaces, and also
prevents the formation of land grooves in hot weather.
Such a system can increase the safety and durability of
the terminal surface, increasing life expectancy of the
surfacing from 15 to at least 20 years, she said.
The Port of Tyne in northeast England is particularly
focusing on encouraging fuel-efficient driving in its
logistics transport fleet, while efforts to minimize noise
from port operations include fitting reduced-sound
reversing alarms to site vehicles, overnight activity
controls, and operational modifications applied to
handling potentially noisy cargos. Air quality is
monitored on- and off-site and compared with other
parts of the region to ensure it remains well within
national standards, and measures to reduce potential
dust emissions for bulk cargos, including coal and wood
pellets, are rigorously applied and monitored around
the clock, say the port officials.
However, while reducing local noise, light, and air
pollution is generally seen as positive for local residents,
being green is not always appreciated. Estonias Port of
Tallinn has worked hard to reduce the impact of port
activities on local residents, but Hele-Mai Metsal, head
of the ports infrastructure development department,
says, At Muuga [the main harbor], we are very
close to a residential area and there is a noise issue,
including rail. Two years ago, we put up a high
wall (to reduce noise) and local residents were
not happy because they lost their view of the sea.
GUTEN TAG
TO ALL OUR
PARTNERS IN
BERLIN
High-efficiency intermodal platform. Strategically located on the shortest route between
Europe and North Americas industrial heartland. Offering access to 40 million
consumers within one trucking day, and another 70 million within two rail days.
No wonder the Port of Montreal is connecting with partners across the globe.
port-montreal.com | +1 514 283-7011
AUTOMATION TECHNOLOGY
MAN OR
MOUSE?
28

SHOWCASE 2014
With more ports considering

automation technology to
increase productivity in cargo
handling and safety around
terminals, is manpower a thing
of the past?
Go visit a large car manufacturing plant, and you

would expect a high level of automation. Automation
in car plants was rst introduced in the 1960s how
would they carry on manufacturing without it? says
Yvo Saanen, managing director of Dutch ports software
specialist TBA. Now, if you look at the repetitive tasks
in a container terminal, it just doesnt make sense to
have big dangerous machines being driven around
by humans who lack discipline compared with the
consistency of a robot. Especially in yard automation,
it is just a no-brainer.
And yet, real automation is still viewed as a relatively
new, developing concept in large sections of the ports
industry. Highly automated ports are often spoken
about as almost futuristic, and theres even debate about
what exactly constitutes an automated port.
The answer to that latter point, says Saanen, can
be many things. But he divides it into two main types
of automation.
First, administration that is, the tasks of oce
people, or information transactions. That might be
updating the location of containers in the yard, gate
automation, or automated vessel planning as opposed
to manual drag and drop stowage programs.
Second, robotization which means the driverless
machines of various kinds, including yard cranes, quay
cranes, etc.
So, what are the advantages? Its tempting to imagine
it is all about saving on manpower costs, but this is not
SHOWCASE 2014
29
necessarily top of the agenda. Rather, it is about

efficiency, speed, accuracy and safety, says Saanen. For
example, gate automation will save labor and make the
gate process swifter, but it will also make the area safer,
because you wont have a lot of people walking around
and trucks passing.
Automation has always been about delivering more
productivity in cargo handling, but in these more
environmentally conscious times it also holds the
promise of benefits such as reduced lighting (because
robots dont need the terminal to be lit up like a
Christmas tree at night) and less noise (because
computer-controlled equipment is more precise in
picking up and placing containers). Taking humans
out of the equation can also enable ports to continue
operating in weather conditions that would otherwise
prove impossible, for reasons such as visibility and safety.
30

SHOWCASE 2014
Automated cranes
For example, DP World London Gateway, opening in the
fourth quarter of 2013, is taking delivery of 40 automated
stacking cranes, which, it says, will deliver reliable and
efficient operations 24 hours a day, whatever the
weather. The ASCs will be fully automated, running
on electrified rails, so they can operate 24 hours a day
with no distractions.
At the Port of Rotterdam, APM Terminals new
Maasvlakte II terminal will open next year with
ship-to-shore cranes operated by remote control. There
wont be any drivers climbing up to the cabins the
cranes wont be fitted with cabins. Instead, the cranes
will be controlled by operators sitting comfortably in
a nearby office.
Fully automated quay cranes are a major step up
from the safety and working conditions point of view,
Above: London
Gateway says
its automated
stacking
cranes, running
on electrified
rails, will have
the capability
to operate 24
hours day with
no distractions
SCALING UP OR DOWN?
Can smaller ports benefit from automation? What are the
cost and ROI implications?
n Although the benefits of automation
may seem clear for ports handling
millions of boxes a year, what about
smaller operations? Automation has
already been proved successful at
terminals handling 500,000 TEU and
it will work for lower throughputs than
that, says Yvo Saanen, managing
director of Dutch ports software
specialist TBA. Whats important is
that you have a certain stable container
volume. If you have 250,000+ TEU,
because instead of the driver sitting in a glass box

moving up and down the quay, he or she sits in a nicely
acclimatized office with other colleagues, says Saanen.
When the shift changes, they dont have to climb up
and down the cranes, so that instantly becomes more
efficient, while workers conditions are improved
dramatically when they are in an office rather than eight
hours in a straddle carrier or crane.
Speed has long been of the essence, but never more so
than now, with Maersk Lines 18,000 TEU Triple E class
vessels entering service and other lines following suit in
terms of vessel size and capacity. Ports are under
pressure to turn these monsters around, with much
higher box exchange numbers, in the same time as their
smaller predecessors.
Importantly, however, these ships are not getting
longer they are getting broader and higher. This means
and are in a mid- to high-labor cost

environment, the business case is
really sound for automation, he says.
However, it requires a lot of capital
investment up front, so if your volumes
are not guaranteed for a long period of
time, to raise that capex is difficult.
If there is a stable volume flow,
the payback on automated operations
across the EU, the USA, Australia,
Japan, Korea, Brazil and elsewhere
would be within seven years, he says.
that the number of cranes deployed alongside cannot be

stepped up in proportion to the overall size of the ship.
The only option is that the cranes must work faster and
at some point there must be a limit on what is humanly
possible, in terms of speeds, accelerations and working
heights. Remote control takes away those limitations.
So what are the drawbacks? Saanen, described within
the industry as a port automation guru, says, Looking
at all the major automation projects so far, there have
been teething problems, but there have been no major
disasters. If there were problems, a solution has been
found within a couple of months. Of course, there is
much, much more preparation work to be done before
going live than you have with a conventional terminal,
so projects take longer to come to fruition.
Developing the software also demands a very vivid
imagination every possible permutation has to be built
Above: The
cranes at the
Euromax Terminal
Rotterdam have
a reach of 23
containers wide

SHOWCASE 2014
31
THE HUMAN IMPACT

How does automation affect the workforce, and how can it
improve the work environment?
n Automation doesnt
necessarily mean less
labor. An automated port
still needs people but
it typically requires more
highly skilled people.
You need a different
type of maintenance
personnel you are
moving from maintaining
diesel to electric
machines, says
Yvo Saanen of ports
software specialist TBA.
You need to have those
skilled people in place.
You are moving from a
corrective maintenance
environment to a
preventive maintenance
one, because if one link
doesnt work, the whole
system might come to a
halt. You are reliant on
well-planned operations
and maintenance you
have to have that attitude
to be successful.
Then there are the IT
wizards there is a clear
shortage of IT expertise
in the market, Saanen
says, on both the
manufacturing and
customer side. Health
and safety must also be
considered. More
precautions must be
taken, such as safety

gates and failsafe
systems. Systems and
procedures must be in
place to ensure that
when a person enters
a specific area, no
automated vehicle will
go into that area.
However, the number
of people actually
exposed to those risks
is so much lower than in
conventional operations,
and safety is not reliant
on human vision. The
machine drivers blind
spot has led to many
accidents in ports. .
in, because a computer program doesnt have the

flexibility to understand the exceptional. For example,
you may have two automated machines working
together, he says. If you dont have every eventuality
covered, you could end up with a situation you didnt
think about and it just doesnt work. As you go
through the process, you find scenarios you havent
thought of.
However, at the worlds most automated container
terminals Euromax in Rotterdam, Altenwerder in
Hamburg, APMT in Virginia the software landscape is
already much more standardized than in those that
32

SHOWCASE 2014
Above: The HHLA Container

Terminal Altenwerder (CTA) in
Hamburg is nearly fully automated,
with a total of 22 cranes
made earlier moves into automation. You have

established suppliers delivering their products already
built, tailor-made, says Saanen. All these systems
are maturing.
One of the issues that always crops up in the
automation debate is the question of performance. There
is, says Saanen, a perception that automated terminals
dont perform as well as their conventional alternatives.
I think that is not true. People are just looking at crane
productivity and of course there are a couple of
terminals in the world that perform better than the best
automated terminal. However, you have to look at
consistency. An automated terminal always performs
with the same productivity, whereas in conventional
operations, things have a habit of slowing down on a
nice sunny day. Automated terminals can also work
with higher stack density and berth occupancy they
exceed their manual competitors.
And finally, a robot doesnt take holidays or just fail
to turn up on a Monday morning. In many countries,
ports cant find people during holidays or festival times.
In ports, people earn a lot of money; in one case I heard
recently, people would come to work in the port for
three months, and then go on holiday for nine months.
There was such a high staff turnover that the port
was constantly having to train and retrain, and that
can mean a slowdown in efficiency and increased risk
of accidents.
KUANTAN PORT CONSORTIUM SDN BHD (KPC),

a subsidiary of IJM Corporation Berhad, a major public listed
company in Malaysia, is the operator, manager and developer of
Kuantan Port. Kuantan Port is a world-class regional hub and
a leading maritime and logistics services centre in the east
coast of Peninsular Malaysia.
Kuantan Port Consortium Sdn Bhd

Wisma KPC, KM25 Tanjung Gelang, P.O. Box 199, 25720 Kuantan, Pahang, Malaysia
Tel : +609 586 3888 | Fax: +609 586 3777 | E-mail : info.kuantanport@ijm.com
Website: http://www.kuantanport.com.my
Managing Director - Dato Ir. Ho Phea Keat | E-mail : irpkho.kuantanport@ijm.com
MIND THE
Understanding under-keel clearance is vital
for safe operation in shipping ports, and
there are various ways in which it can be
predicted, measured and managed
GAP
Dr Tim Gourlay, Curtin University
34

SHOWCASE 2014
n With the general increase in ship size over the past

few decades, under-keel clearance (UKC) the difference
between the channel depth and the ships draft has
become an important issue for shipping ports. Most
ports now have dredged approach channels, and this
dredging must be minimized for cost and environmental
reasons. Modern ships are designed with flat bottoms
and large beam-to-draft ratios, partly in order to
maximize their capacity under these draft constraints.
If the UKC is too small, the ship is in danger of
running aground. If the UKC is large, the ship may be
wasting capacity, as it could have loaded to a deeper draft.
Therefore UKC and the factors affecting it is an important
part of each ports operations and safety management.
Learning from history
Most ship groundings in port approaches are caused by
a ship straying out of the channel. However, there have
been a number of reported groundings where the ship

was moving wholly within the main channel, in water
deeper than the ships draft. These illustrate the effects
that ship speed and swell waves have on a ships UKC.
In 1977, the MV Wellpark grounded at La Plata Roads,
Argentina, while traveling at 8kts, with 9.1m draft, in
water of depth 10.4m (including tide). A subsequent
investigation1 showed that ship squat was the cause of
the grounding. Squat is the tendency of a ship to sink
bodily downward as its speed increases.
Perhaps the most spectacular demonstration of ship
squat (among other factors) was the 1992 grounding of
Queen Elizabeth II in Marthas Vineyard, USA.2 While
traveling at 25kts, with draft 9.9m, she grounded on an
isolated rock with depth (including tide) of 10.8m, then
grounded on another rock with depth (including tide) of
10.3m. The groundings buckled and ruptured the keel
plating on the forward half of the hull, requiring the
Speed
is the most
important
factor:
double the speed

gives four times
the downward
sinkage for
each ship

SHOWCASE 2014
35
passengers to be disembarked and the vessel to proceed

to dry dock for extensive repairs.
When swell waves are present, ship groundings have
occurred at still greater water depths, as compared with
the ships draft. In 2003, the MT Capella Voyager
grounded while entering Whangarei Harbour, New
Zealand, with a draft of 14.4m in a water depth
(including tide) of 17m.3 The grounding was attributed
primarily to wave-induced heaving and pitching of the
ship, caused by the prevailing swell.
Which UKC are we talking about?
The static UKC of a ship is the difference between its
draft and the available water depth. However, the actual
(or dynamic, or real time, or net) UKC also includes the
dynamic effects of squat, heel and wave-induced
motions. These all act to decrease the clearance between
a ships keel and the seabed.
When a ship is underway, water accelerating along
the sides and underneath the ship causes a reduction in
pressure, through the so-called Bernoulli effect. This
reduction in pressure sucks the ship downward. The
effect is difficult to see by eye, because the entire water
surface around a moving ship is also pulled downward.
The drop in water level around a moving ship is known
as drawdown and is felt along the banks of a canal
when a ship passes.
The ship sinkage, for example as measured at
midships, increases roughly in proportion to the
square of the ships speed. Therefore, under normal
circumstances, double the speed means quadruple
the sinkage.
There is significant confusion in the maritime
community about ship sinkage, largely because it
cannot be seen by eye, and until fairly recently, could
not be measured for full-scale ships. For example, at the
time of the 1992 QE2 grounding, both the master and
the pilot believed that 48cm was a sufficient allowance
for bow and stern sinkage at any speed.2 This error was
to have catastrophic consequences when their ship was
traveling at 25kts.
The changed pressure distribution around a ships
hull when underway means that bow and stern sinkage
are not equal, i.e. a dynamic trim change exists as well
as the bodily sinkage.
High block coefficient hulls such as bulk carriers and
tankers tend to have high volume in their
forward section, and low volume in their
aft section. Therefore the sinkage force
Beware long
period swells:
these can cause a
downward
movement of the
ship by an amount
approximately
equal to the
significant
wave height
36

SHOWCASE 2014
Dynamic trim is
important:
sinkage and
sinkage
are not the same,
and a good
prediction
method will
calculate
both
bow
stern
acts well forward of midships, and pulls the bow down

more than the stern.
For container ships, the dynamic trim effect is more
subtle. Of the 20 deep-draft container ship transits
measured by CMST in Hong Kong, half had larger bow
sinkage than stern sinkage, and half had larger stern
sinkage than bow sinkage.
Typical bow and stern sinkage for various ships at
their fully laden drafts, at a representative speed of
10kts, are shown in Table 1. These are calculated
assuming a static UKC of 15% of draft (i.e. different
water depth in each case).
Wave-induced motions
Ocean waves cause vertical motions of a ship through
a complicated mixture of heaving, pitching and rolling
motions. Heaving, as measured at the center of gravity,
lifts the whole ship up in a swell crest and drops it
TABLE 1
Ship
Bow sinkage Stern sinkage

(m)
(m)
Panamax container ship

350m container ship
Panamax bulk carrier/tanker
Baby Capesize bulk carrier/tanker
Capesize bulk carrier/tanker
0.4
0.4
0.9
0.8
0.9
0.4
0.4
0.5
0.5
0.5
MEASURING UNDER-KEEL CLEARANCE
0.1
Forward Post
Aft Post
0
0.1
Sinkage (metres)
downward in a swell trough. Pitching hobbyhorses the

ship, bringing the bow and stern alternately closer to the
seabed. Rolling brings the port and starboard beam ends
alternately closer to the seabed.
The overall motion of a ship in waves is a
combination of its heave, pitch and roll motions, as well
as surge, sway and yaw, which do not produce vertical
movement (and so can be neglected). Due to the
complicated phasing between heave, pitch and roll, all
of the outer extremities of the keel need to be taken into
account when calculating the overall vertical motions.
For example, in some conditions the bow may have the
largest vertical movement, while in other conditions it
may be the starboard forward shoulder.
Clearly, wave height is an important parameter for
vertical movement of a ship in waves. Due to the large
size of cargo ships with respect to wave heights in port
approaches, a linear method may be assumed, where
double the wave height gives double the ship motions
(at the same wave period).
Of equal importance, but often neglected, is wave
period. Short wave periods (less than 8-10 seconds)
correspond to short wave lengths, which tend to cancel
out over the length of a cargo ship. Therefore a large cargo
ship can be in 3m wind waves, with a period of around
seven seconds, and have almost zero vertical movement.
In long-period swell conditions (greater than 15 seconds),
the ship almost contours the waves, with vertical motion
amplitude similar to the wave amplitude.
The wave period also has an important relationship
with the natural roll period of the ship, leading to
n Although real-time UKC can be

measured directly with echo sounders
on survey vessels, cargo ship echo
sounders are not designed for small
UKC measurements. In addition, port
approach channel bathymetry,
being subject to sediment
movement, is generally not charted
sufficiently accurately to back
calculate ship squat from
echo-sounder measurements.
Since its first application to shipping
in the late 1990s, real-time kinematic
(RTK) GPS can now be used to
measure a ships absolute vertical
movement to within 10-30mm. Now
that a ships position relative to the
Earths ellipsoid can be specified so
accurately, the main difficulty is in
measuring the instantaneous position
of the still water level in the vicinity of
the ship. This is required in order to
determine the squat of the ship, i.e. its
vertical movement relative to the local
still water level.
Shipboard instrumentation consists
of either: three RTK GPS receivers to
measure absolute motions of the ship
in 6DOF, e.g. one receiver on each of
the bridge wings and one at the bow;
or a single RTK GPS unit, together
with an accurate roll and pitch sensor
(e.g. fiber-optic gyroscope).
0.2
To correctly allow for changing tide

height, the two commonly used
methods are as follows:
Fixed base station: An RTK GPS
receiver is kept fixed on the shore and
recording continuously throughout the
ship transit(s). This receiver provides
GPS corrections to the shipboard
receivers, to help cancel out
atmospheric effects on the GPS
signals. In order to calculate ship
squat, the tidal height along each
ships transit must be calculated
based on measured tidal heights
in the area.
Moving base station: For long
transits, or where accurate tidal data is
not available, a reference vessel is used
as a moving base station. This is a
small vessel such as a pilot boat, which
acts as a vertical reference. Its squat as
a function of speed has already been
measured in separate trials. Therefore if
the ship is found to sink downward by
1.0m relative to the reference vessel,
and the reference vessel has a squat of
0.1m at that speed, we know that the
squat of the ship (relative to the still
water level) is 1.1m.
Measuring squat of
bulk carrier Stove
Campbell, transiting
Torres Strait. RTK
GPS receiver
in foreground,
reference vessel
off starboard bow
0.3
0.4
0.5
0.6
0.7
0.8
14150
14155
14200
14205 14210
Longitude East
14215
14220
14225
Above: Bow
and stern
sinkage of
bulk carrier
Stove
Campbell,
transiting
Torres
Strait. Trials
undertaken
by CMST and
Australian
Reef Pilots

SHOWCASE 2014
37
Container ship
Komodo, transiting
Fremantle
entrance channel
in rough seas
Container
ships heel
by 1-2
during turns or
strong winds:
this makes the
bilge corners
particularly
vulnerable to
grounding
possible resonance situations. Bulk carriers typically

have natural roll periods between 10 and 20 seconds,
while container ships typically have natural roll periods
between 15 and 25 seconds.
For a ship in beam seas, with wave period equal to
the natural roll period, resonant rolling occurs which
brings the port and starboard beam ends closer to the
seabed. The effect can also occur in bow quartering or
stern quartering seas, when the wave encounter period
coincides with the natural roll period.
Heel due to wind and turning
Container ships tend to have a fairly high center of
gravity, as well as a large profile area. This means
that heel angles in the order of 1-2 are commonly
experienced due to beam winds or turning. For
a container ship with a beam of 40m, a 2 heel
angle brings the bilge corner 0.7m closer to the seabed.
Heel due to wind or turning, and its effect on UKC,
is also an important consideration for the new breed
of LNG tankers.
Conclusions
The topic of ship UKC nowadays encompasses complex
computer modeling, extensive pilot experience, and a
rapidly growing international repository of model-scale
and full-scale measurements. This research is helping to
make deep-draft transits a safe, environmentally
friendly and profitable venture for ports.
References
1) A M Ferguson, D B Seren, R C McGregor, Experimental
investigation of a grounding on a shoaling sandbank, RINA
Transactions, (1982), Vol. 124
2) Report of the Investigation into the Grounding of Passenger
Vessel Queen Elizabeth 2 on 7 August 1992, UK Marine
Accident Investigation Branch (1993)
3) Accident report: Capella Voyager grounding in the
approaches to Whangarei on 16 April 2003, Maritime New
Zealand (2003)
4) Berthing guidelines. Endorsed by Pilotage Advisory
Committee, Marine Department, HKSAR, Hong Kong Pilots
Association (2012)
About the author
Dr Tim Gourlay is senior research fellow at the Centre for Marine
Science and Technology at Curtin University, Australia. He can be
contacted directly via email: T.Gourlay@cmst.curtin.edu.au
MANAGING UNDER-KEEL CLEARANCE

n The ideal method for managing UKC depends on the channel complexity, wave
climate, tidal systems and port operations. Methods used to manage ship UKC
generally fall into the following categories:
Fixed allowance: The simplest method of UKC management is to specify a fixed
static UKC requirement. For example, the Hong Kong Pilots Association specifies a
minimum static UKC of 15% of draft for all transits.4 This simple formulation is
necessitated by the high frequency of transits, and made possible because of the
absence of long-period swell. However, the process of determining a fixed static UKC
amount still requires a significant effort in terms of port-specific computer simulations
and/or full-scale trials.
UKC tables: For ports where swell is important, but a simple method is still
desirable, paper or spreadsheet UKC tables may be used. Squat, wave-induced
motion and heel allowances are pre-calculated for different ship types and size ranges.
Appropriate values are then chosen based on ship speed, wave conditions, and wind
conditions (for container ships). The allowances for each effect are then added
together in a summary table, for example as shown below:
A. Ship draft
B. Swell multiplier (from table)
C. Significant swell height
D. Wave motion allowance (B x C)
E. Squat allowance (from table)
F. Wind heel allowance (from table)
G. Fixed safety allowance
Minimum required depth including tide (A+D+E+F+G)
12.60m
1.20m
0.50m
0.60m
0.40m
0.10m
0.50m
14.20m
UKC software: For ports with complex bathymetry, complex tidal systems, wave attenuation or variable
ship speed profiles, UKC software may be used. Such software takes automatic or manual inputs of
environmental conditions and ship positioning, and calculates the required depth and available depth
along the entire port approach channel, in order to assess the safety of each transit.
38

SHOWCASE 2014
Example of ship UKC

software, KeelClear,
developed by CMST and
Australian Reef Pilots
APL INTERVIEW
In an exclusive interview,
Nathaniel Seeds, APLs senior vice
president of global operations
and network, explains how the
shipping line has improved
operational efficiency by focusing
on terminal productivity
Wendy Laursen, Shipping Port International
n Singapore-based Neptune Orient Lines (NOL)

provides container transportation and logistics
globally through the brands APL and APL Logistics,
with operations spanning 115 countries. Despite the
challenges of a fragile US economic recovery and
a persistent recession in Europe, NOL has improved
earnings and positioned itself in readiness to face
fierce competition in the future.
The groups first-quarter 2013 earnings were a 64%,
or US$148m, improvement from a year ago and were
the fourth consecutive quarter of year-on-year
increases. An efficiency leadership program
commenced in 2012 which aimed to achieve US$500m

in cost savings through operational efficiencies. This
goal has already been achieved through reduced fuel
consumption, network optimization and increased
terminal productivity.
The quest continues. We are hyper-focused on
improving the efficiency of our network, says
Nathaniel Seeds, APL senior vice president of global
operations and network. This includes initiatives
such as reducing empty container movements,
optimizing the trim of our ships, and eliminating
vessel waiting time at ports.
Lead by e
40

SHOWCASE 2014
APL INTERVIEW
The groups
first-quarter
2013 earnings
were a 64%, or
US$148m,
improvement on
a year ago
y example
SHOWCASE 2014
41
APL INTERVIEW
Terminal productivity
APL provides container shipping services on the worlds
major trade lanes the transpacic, transatlantic, Latin
America, Asia-Europe and Intra-Asia with more than
80 weekly services. APL operates terminals on the west
coast of the USA: in Los Angeles, Seattle, Oakland and
Dutch Harbor. In Asia, the company has terminals in
Kobe and Yokohama in Japan, and in Kaohsiung in
Taiwan. APL also has joint-venture interests in Laem
Chabang in Thailand, Ho Chi Minh City in Vietnam
and Qingdao in China.
Seeds says that eective communication and close
coordination are essential to improving terminal
productivity. We have formed a new global operations
team, which holds regular meetings with the terminal
operators and our frontline oces. This has created
a new tempo in our operations. Terminal productivity
initiatives have focused on understanding what APL as
a ship operator can do to make the terminals we call at
more ecient, thus creating a win-win situation.
The companys own terminals are charged with the
mission of reducing vessel port stay and enabling the
APL eet to take advantage of slow-steaming as much
as possible. This requires the terminals to have wellcoordinated plans and awless execution, taking into
account unforeseen events that could aect productivity.
APL is reviewing our current strategies for terminal
operations, identifying where technology can improve
the speed and accuracy of decision making, as well as
upgrading and expanding external datapoints that can
provide immediate feedback on the operations. This
would involve on-dock rail operations, grounded yard
operations and vessel planning, says Seeds. Equally
important is working closely with our liner customers
to maintain and improve the container velocity in and
out of the terminal.
At APLs Los Angeles terminal, four ship-to-shore
gantry cranes designed to handle vessels of up to
14,000 TEU have recently been commissioned. These
cranes have higher productivity, and built-in automation
features using dual trolleys. The Port of Los Angeles has
erminal productivity
initiatives have
focused on
understanding what
APL as a ship operator
can do to make the
terminals we call at more
efficient, thus creating
a win-win situation
Nathaniel Seeds, APL
READY TO EXPAND COLD IRONING

All of APLs new-builds are fitted for cold
ironing the ability to use shoreside power
when berthed rather than running auxiliary
engines that could contribute to local air
pollution. APL is one of only a few companies
that already do cold ironing, having spent
US$11m retrofitting five vessels and rewiring
its Californian terminals.
Cold ironing for the container ship industry is
currently limited to ports in California, USA.
When the regulation comes into effect on
January 1, 2014, the state of California will
expect 50% of all ships calling at its ports to
plug in. When the law was first drafted in
2007, California regulators expected that their
emissions reduction initiative would be
embraced by ports throughout the world. That
has yet to materialize, due to two important
constraints: cost and effectiveness. The
42

SHOWCASE 2014
infrastructure needed for full-scale cold ironing

is expensive. The cost of retrofitting a single
terminal starts at around US$5m and thats if
there is already high-voltage power available to
the location. With regard to effectiveness, cold
ironing is best suited for air basins where the
prevailing winds push ship emissions into
populated areas but not all ports have such
geography. Also, there is the issue of overall
pollutant reductions. If the shore power is
generated from older coal plants, there is little
to no advantage in emissions reductions.
Apart from the impending cold ironing
regulation in California, APL is monitoring cold
ironing applications in other ports. There is
interest from Hamburg in Germany, for example,
where due to certain limitations, the local port
authority is exploring the use of LNG-powered
barges to provide power to ships.
APL INTERVIEW
APL terminals, have strict

operational standards in place to
ensure employees safety. Crane
operators, for example, carry out a
two-step handling procedure when
lifting containers off the loading
chassis: initially at only 30% of
the full lifting speed, stopping
half a meter above the chassis to
confirm the safety all-clear before
proceeding at the full lifting speed

SHOWCASE 2014
43
APL INTERVIEW
finished dredging APLs four berths to 15m, and the new

cranes will enable the company to work with larger
vessels and achieve more efficient stevedoring, thereby
shortening vessel port stays. Over the past three years,
APL has progressively replaced six of the oldest rubber
tired gantry (RTG) cranes with new engine variable
speed-controlled RTGs at its Kaohsiung terminal in
Taiwan. This has resulted in an average 30% reduction in
diesel consumption. In the pipeline are two more
identical RTGs, to be purchased this year.
At the companys Yokohama terminal in Japan, APL
has worked with local authorities and vendors
to lease three new ship-to-shore gantry
cranes and 11 new hybrid RTGs for
a new terminal starting operations in
late 2013. This will replace older
gantry cranes and straddle carriers
A series of ten
using aging engines with high
diesel consumption.
14,000
TEU vessels
are now being
delivered
Operational efficiency
The Intra-Asia trade is one of the
few growing markets in shipping,
but it has been under some pressure
from vessels being moved there from
other trades. This adds to the available
capacity and in turn impacts freight rates.
Asian ports having the fastest growth are
increasingly confronted with larger ships and larger
move counts, which leads to congestion and delays. For
the bigger terminals, the challenge is in securing the
commitment of consistent berthing and performance;
while smaller ports are being exposed as needing more
investment or other alternatives as the constraint on ship
sizes will lead to less coverage or higher-cost services,
continues Seeds. To be successful in the Intra-Asia
market we need to be close to our customers. On the
other hand, this market is fragmented, making it
difficult to fill large vessels.
The G6 Alliance started operating in March 2012 to
provide competitive service networks in the Asia-toEurope trade, and APL is an alliance member along with
Hapag-Lloyd, Hyundai Merchant Marine, Mitsui OSK
Lines, Nippon Yusen Kaisha and Orient Overseas
Container Line. The agreement is now being expanded
to cover the Asia-to-North America East Coast trade. The
G6 Alliance generally enables its members to offer
competitive services at lower prices than each of the
44

SHOWCASE 2014
Above: APL
has leased
new equipment
for its new
terminal in
Yokohama,
Japan, which
will begin
operations
at the end
of 2013
Right: The
company
works closely
with customers
to improve
container
velocity in and
out of terminals
carriers could have done on their own. By sharing

vessel capacity, the members can deploy larger, more
efficient vessels and thereby reduce operating costs.
At the same time, each member carries out its own
commercial operations.
For Seeds, the G6 experiences have been positive.
Firstly, a reduction in the number of ports calls was
achieved by aligning key optimum port pairs, thus
enabling APL to improve the efficiency of our network
by removing redundant port visits, he says. Secondly,
the G6 Alliance enables a reduction in cargos being
transshipped as the combination of the G6 lines gives
more direct coverage through a wider service package.
However, he sees the largest improvement in the
scale influence on service costs. We have been able to
organize complete loops of larger vessels sooner, and
also remove the smaller ships, because the G6 partner
carriers have more or less similarly timed order books.
Fleet productivity
The efficiency leadership program has brought change to
the companys fleet. APL carried a total of 3.02 million
FEUs (40ft equivalent units) of cargo during the 2012
financial year, which was a 1% increase on 2011 and was
achieved with an 8% smaller fleet capacity and 10%
lower bunker fuel consumption. While bunker prices
rose 9% year-on-year to US$665 per metric ton, APLs
cost of sales per FEU remained stable. The leadership
program also meant that, excluding bunker price effects,
cost of sales per FEU dropped by 3%. Head-haul vessel
utilization was above 90%, and costs for moving empty
containers back to major export centers were reduced by
4%. A US$4bn fleet modernization plan saw the
company take delivery of ten 10,000 TEU vessels in 2012,
and a series of ten 14,000 TEU vessels are now being
delivered. They are the largest ships in the fleet to date,
and are among the 34 new vessels that APL has
commissioned to gain economies of scale and fuel
efficiency. Older vessels are being sold or scrapped
and 23 charter vessels have been returned. The fleet
now consists of 129 owned or chartered vessels with a
total capacity of 587,000 TEU.
These improvements mean APLs carbon strategy
is on track. By 2015, the fleet will produce 130g of
carbon exhaust for every TEU of cargo transported
per nautical mile. This will be a 30% reduction from
2009 emissions levels, when external auditors first
calculated APLs carbon footprint.
PORT DIRECTORY
WHO, WHAT, WHERE?

Pinpoint the locations of the ports exclusively proled in this issue of
Port of Hirtshals
Hirtshals, Denmark
(see page 70)
NORTH
ATLANTIC
OCEAN
Port of Montreal
Montreal, Canada
(see page 48)
NORTH
PACIFIC
OCEAN
Contship Italia
Milan, Italy
(see page 60)
Port of Baltimore
Port Corpus Christi
Corpus Christi, Texas, USA

(see page 56)
Baltimore, Maryland, USA

(see page 72)
Port of Tampa
Tampa, Florida, USA

(see page 64)
SOUTH
PACIFIC
OCEAN
Portonave Navegantes
Santa Catarina, Brazil

(see page 76)
46

SHOWCASE 2014
SOUTH
ATLANTIC
OCEAN
PORT
PAGE
DIRECTORY
HEADER
ls
ark
NORTH
PACIFIC
OCEAN
Kuantan Port Tanjung Gelang
Pahang, Malaysia
(see page 68)
INDIAN
OCEAN
Port Moresby, Papua New Guinea

(see page 74)
SOUTH
PACIFIC
OCEAN
Port of Brisbane
Brisbane, Australia
(see page 52)

SHOWCASE 2014
47
PORT OF MONTREAL
TRADING
WITH THE
WORLD
48

SHOWCASE 2014
PORT OF MONTREAL
FACT FILE
Surface area: 6,353,686m
n An average of 2,200 ships per year
n 5,000 trucks in and out on a daily basis
n 80 trains each week
n 100km of railway track along its berths
and on its terminals
n 18,280 jobs supported by marine and
port activity in Montreal
n In 2012, the Port handled 9.72 million
tons of liquid bulk, 3.47 million tons of dry
bulk and 3.07 million tons of grain
n 69,992 passengers and crew members
were welcomed to the cruise terminal
last year
The Port of Montreal is a diversified facility

that welcomes more than 2,000 ships
annually carrying all types of cargo. Current
developments will increase capacity by 12.5%
Yves Gilson, Montreal Port Authority
n Operated by the Montreal Port Authority (MPA), the

Port of Montreal is on the shortest direct route from
Europe and the Mediterranean to North America. It also
serves the rest of the globe through direct connections
with transshipment centers in the Mediterranean and
the Caribbean.
Situated on the St Lawrence River and 1,600km
inland from the Atlantic Ocean, Montreal is the closest
international container port to North Americas
industrial heartland. Container traffic can reach 40
million consumers in Central Canada and the
northeastern USA by truck within eight hours and
another 70 million consumers in central Canada and the
US midwest by rail within 37 hours.
Open all year round, Montreal is a destination port
where container ships are completely loaded and
unloaded. Many of the worlds leading container
shipping lines, including CMA CGM, Hapag-Lloyd,
Maersk, MSC and OOCL, provide dedicated weekly
services through the port.
The Port of Montreal operates its own 100km railway
network where containers are loaded onto unit trains at
dockside before port locomotives transport them to the
rail interchange zone. There they connect with the
locomotives of transcontinental railways Canadian
National (CN) and Canadian Pacific (CP). Conversely,
containers arriving at the port from central Canada and
the US midwest connect to port locomotives and are
transported to terminals.
The Port of Montreal handled 1.38 million TEU
containers in 2012, representing 12 million metric tons of
cargo. It also handled 9.72 million metric tons of liquid
bulk, 3.47 million metric tons of dry bulk and 3.07
million metric tons of grain. Montreal Gateway
Terminals Partnership, Termont Montreal, Logistec
Stevedoring, Empire Stevedoring and Viterra are among
the private stevedoring companies that operate port
terminals. Moreover, six companies handle petroleum
products at port facilities, and two companies move
other liquid bulk products. The MPA also operates the
ports cruise terminal, which welcomed a record 69,992
passengers and crew members in 2012.
The Port of Montreal has much to offer in terms of
geographic location, international shipping lines,
experienced terminal operators, its intermodal platform
and two transcontinental railways, plus the fact that we
are a total discharge port, says MPA president and CEO
Sylvie Vachon.
New developments and investments
The MPA is redeveloping land in two sectors to increase
container-handling capacity in order to accommodate
growth in this sector. The projects will conclude in
March 2014 and will cost more than US$40m. The
Government of Canada is contributing up to US$15.1m
toward the work. The ports 18.8ha Viau sector is being
SHOWCASE 2014
49
PORT OF MONTREAL
through fingerprint biometrics, and an automated
registration system that directs drivers to the destination
terminal and simplifies container pickups and deliveries.
On the heels of the entry portal, two projects to
improve port access for trucks are scheduled to begin in
the coming years. In one, the Province of Quebec and
the City of Montreal have signed a collaborative
framework for the extension of a thoroughfare that will
allow trucks leaving one sector of the port to directly
access the highway network.
The second project, in another port sector, involves
the construction of an exit ramp from a major highway
that will allow trucks to reach the new entry portal
direct, while the reconfiguration of an entrance ramp
onto the same highway will provide trucks leaving the
port with direct access to the highway network. These
two projects complete efforts undertaken by the MPA in
recent years to improve traffic flow in and around the
port. The fluidity of goods transportation is a crucial
element in the supply chain, says Vachon. These two
projects will allow the Port of Montreal, the trucking
industry and all port partners and clients to further
improve operational efficiency and make the Montreal
supply chain even more effective.
Above: Last
year the Port of
Montreal handled
3.47 million
metric tons of dry
bulk, and in the
same year, 2,500
trucks passed
through a
state-of-the art
common entry
portal every day
50
converted into a container-handling site. Its annual

capacity will total 150,000 TEUs. At the Maisonneuve
sector, the MPA is modernizing container-handling
infrastructure for another 50,000 containers. Once the
two projects are complete, the ports annual containerhandling capacity will total 1.8 million TEUs, an
increase of 12.5% over current capacity.
The MPA also owns land along 4km of waterfront at
Contrecur, about 40km downstream from Montreal on
the south shore of the St Lawrence. This land will be
used to further increase the ports container-handling
capacity once its land on the island of Montreal reaches
full capacity. The port is proceeding with technical,
environmental and feasibility studies to develop the
Contrecur site.
As part of its railway network maintenance and
modernization plan, the MPA invested US$2.7m to
upgrade railway tracks in 2012. After purchasing its
first multiple-generator, or genset, locomotive in 2010,
the MPA completed its locomotive replacement
program by acquiring two more gensets in 2012 and a
third at the beginning of 2013. This technology reduces
fuel consumption by about 50% and greenhouse gas
emissions by 90% compared with traditional standard
diesel locomotives. More specifically, the introduction
of the new locomotives has led to reductions of 90% in
hydrocarbons, 88% in carbon monoxide, 82% in
nitrogen oxides, 88% in particulate matter and 47% in
sulfur dioxide.
To optimize traffic flow for the 2,500 trucks that enter
or leave the port each day, the MPA built a common
entry portal for trucks in 2011. It features an optical
character recognition and video system for rapid
identification of containers and trucks, 27 checkpoints
equipped with a system to identify truck drivers

SHOWCASE 2014
Continuous improvement
Following agreements the MPA signed with CP and CN
railways to improve supply chain efficiency for container
traffic, the average container dwell time at the port was
reduced to 2.4 days in 2012 from 4.4 days in 2009.
This extremely encouraging result is leading us to
extend our efforts to other components of the supply
chain in 2013, notes Vachon.
The MPA is also working with the Canadian Coast
Guard (CCG), the Laurentian Pilotage Authority (LPA)
and the Corporation of Central St Lawrence Pilots on
Phase 2 of an electronic navigation project in the
St Lawrence River channel between Quebec City and
Montreal. The MPA and the CCG have concluded a
memorandum of understanding for the project. This
PORT OF MONTREAL
second phase will enable the implementation of
technology that will increase the loading capacity of
vessels by maximizing the use of the water column in
the channel. The Government of Canada is providing a
subsidy of US$500,000 for this phase of the project.
Furthermore, the Quebec-Montreal section of the
St Lawrence navigation channel has been open to vessels
up to 44m wide since the beginning of May. The
previous authorized width was 32.1m without
restrictions. The CCG has made the provisions following
a study commissioned by the MPA and conducted
jointly by Transport Canada, the CCG, the LPA and the
Corporation of Central St Lawrence Pilots.
This initiative will enable the Port of Montreal to
strengthen its position with Europe as North Americas
leading port for container traffic, and will reinforce
Montreals strategic position as a logistics and
transportation hub of choice for all types of cargo,
Vachon says.
Specifically, the new provisions will make it possible
for 6,000-TEU post-Panamax ships to reach Montreal.
Shipping lines, no matter what type of cargo they
carry, will be able to substantially increase their
service capacity to Montreal, which will inevitably
lead to benefits for the ports broad customer base,
explains Vachon.
Market diversification
The port has worked over the past several years to
diversify the types of cargo it handles and the
international markets it serves. Market diversification is
particularly evident in the container sector. In 2000,
Northern Europe was the point of origin or final
destination for 77.2% of the containers moving through
the port, followed by the Mediterranean at 18.5%, and
Latin America and Africa at 1.3%.
In 2012, Northern Europe was still the leading trade
route with Montreal. It was the point of origin or final
the port, followed by the Mediterranean at 19%. But Asia
(13.7%), the Middle East (7.4%), Latin America (5.9%) and

Africa/Oceania (4%) are all now part of the ports
container mix.
The port has been able to increase cargo volumes
with other regions of the world and benefits from traffic
moving through the Suez and Panama canals because
shipping lines now provide direct services between
Montreal and transshipment centers in the
Mediterranean and the Caribbean, says Tony Boemi,
MPAs vice president of growth and development.
International visibility
The Port of Montreal developed a new branding
strategy Trading with the World in 2012. It is an
integral part of the MPAs strategic plan to increase the
ports visibility on an international scale.
In another effort to be more active internationally,
the port now has representatives to develop specific
commercial markets abroad. It recently named a
representative who will be working to develop new
markets in southeast Asia and India. He joins
representatives already in place in Europe and the
USA. The port is also looking to add a representative in
South America.
This representation enables the port to have a
constant presence in the markets it serves and provides
us with opportunities to attract new clients in both
current and emerging markets, Boemi says. It also
demonstrates our desire to help our clients increase their
business and it supports them in their growth efforts.
Vachon adds: All these initiatives position Montreal
as a major international port. They will drive trade for
our clients, facilitate supply-chain performance for our
partners, and help open doors to new markets and new
opportunities for growth.
Above: In 2012,
3.07 million metric
tons of grain was
handled at the
grain terminal
operated by Viterra
The Port of
Montreal handled
1.38 million
TEU containers
in 2012,
representing
12 million metric
tons of cargo
About the author
Yves Gilson is acting director of communications for the

For more information:

website: www.port-montreal.com
tel: +1 514 283 7011
email: info@port-montreal.com

SHOWCASE 2014
51
PORT OF BRISBANE
Havent you
grown?!
The Port of Brisbane is one of Australias
fastest-growing container ports. It services
over 60% of the states international trade and
handles product worth over A$50bn (US$51bn)
each year. CEO Russell Smith explains how it
stays ahead of the game
n Located at the mouth of the Brisbane River, the Port of

Brisbane is managed and developed by Port of Brisbane
Pty Ltd (PBPL), under a 99-year lease from the
Queensland government. It was relocated to Fisherman
Islands from its upriver location in the 1970s, a move
that enabled it to expand its facilities to meet the
increasing trade demands of one of Australias fastestgrowing regions, South East Queensland.
Fisherman Islands is unaffected by urban sprawl
and is an optimal location for expansion. Today, the
port occupies approximately 1,800ha of land, of which
more than 600ha is specifically maintained as green
space, making it one of the most environmentally
focused ports in the world.
What equipment do you use and what regular
upgrades do you carry out?
The Port of Brisbane is home to state-of-the-art
equipment including Post Panamax and Super-Post
Panamax cranes, automated container handling
straddles, ship-loading equipment, and world-class
cargo and warehousing facilities, which are owned and
52

SHOWCASE 2014
operated by our tenants. PBPL operates superior road

networks, high-performance surveying and dredging,
dredging vessels, security services and sophisticated IT
systems. Our Brisbane Multimodal Terminal directly
links the port by rail to Queenslands regional cities and
interstate destinations.
We have invested more than A$1.8bn (US$1.8bn)
in capital works over the past 20 years to develop our
facilities and are currently undertaking a range of large
development projects including the 90ha Port West
estate, construction of Berths 11 and 12, and continued
works on our future port expansion area.
How do you make sure you remain one of the most
efficient operators in Australia?
The Port of Brisbane operates congestion-free by
ensuring key port and transport infrastructure is
developed in response to demand as and when
required. We offer an efficient and effective connectivity
between our international and domestic markets by
providing smooth interface between rail, road and sea
transport, with facilities for containers, general cargo,
PORT OF BRISBANE
FACT FILE
n Over 35 shipping lines service the port, making over
2,500 calls each year
n Up to five sailing days closer to Asia than the
southern ports of Sydney and Melbourne
n Handles over US$50 billion of international trade
and 50% of Queenslands entire economic output
each year
n Over US$1.6 billion in capital works has been
invested over the last 20 years
n Port of Brisbane handles 95% of Queenslands
containers and motor vehicles
n Port of Brisbane handles 50% of Australias beef
product and 50% of Australias cotton crop
n 7,860m of quay line with deep water berths
n 230ha future port expansion area
600ha
are specifically
maintained by the
port as green
space, confirming
its international
reputation for
environmental
sensitivity
e have invested
more than A$1.8bn
in capital works
over the past 20 years to
develop our facilities
motor vehicles and all classes of key bulk product,

backed by access to world-class cargo handling and
warehousing facilities.
How do you keep up to date with the changes and
requirements of your customers?
PBPL is committed to a number of committees that
comprise both industry and community stakeholders,
including PBPLs Landside Logistics Forum, Mutual Aid
Group and Community Consultative Committee. We
have a dedicated trade development team, whose
objective is to work with the supply chain to facilitate
trade solutions through the port. We also have experts in
a variety of fields throughout the company, including
logistics, marine, operations, community, infrastructure
and environment.
How do you ensure your terminal stays modern?
With ongoing investment in infrastructure, the Port of
Brisbane will continue to enhance its position as an
engine for state economic growth. Since privatization in
2010, PBPL has adopted a leadership role in the planning
and development of a modern logistics network for

Queensland and the wider eastern seaboard. While
road connectivity to the Port of Brisbane remains best
in class with motorway access to the hinterland for
over 100km in all directions direct from the port gate
rail and coastal shipping connectivity of the port to
its distant hinterlands requires work, something that
PBPL is committed to progressing.
By 2014, the Port of Brisbane will be the first port
in Australia where all stevedores in operation
Patrick, DP World and Hutchison Port Holdings
will have automated container handling yard systems.
This world-class infrastructure supports logistics
supply chain efficiencies and safety initiatives,
which are critical to enhancing trade opportunities
through the port.
Main image: The

Port of Brisbane
is situated at the
mouth of the
Brisbane River,
where it will not
be affected by
spreading urban
development
Why should shipping companies use your

terminals? What can you do better than any
other port?
The Port of Brisbane provides a one-stop-shop facility,
offering customers end-to-end business solutions. We
are situated on more than 1,800ha of land located just
25km from the Brisbane CBD. Our strategic location is
free from urban encroachment, and combined with
direct connectivity to Australias major road and rail
networks, we offer an efficient entry to market.
The Port of Brisbane has 7,200m of quay line
accommodating 31 operating berths, as well as worldclass cargo facilities for containers, motor vehicles, and
bulk and general cargo. We are the closest major
container port to Australias largest export market,
and are up to five sailing days closer to Asia than
Australias southern ports. The Port of Brisbane is also
among the most environmentally focused ports in the
world, and is dedicated to ensuring any development is
done in a responsible, socially and environmentally
sustainable manner.

SHOWCASE 2014
53
PORT OF BRISBANE
We will focus on enhancing logistics linkages with our
hinterland via an ecient intermodal terminal network
and facilitating improved road and rail access to the
port. Our corporate social responsibility program will
remain a priority and will include an expanded series of
programs dedicated to improving the way we operate as
responsible corporate citizens. We will remain committed
to operating a safe work environment, and continue to
focus on building upon our solid safety performance.
RUSSELL
SMITH
Russell Smith, chief

executive officer of
the Port of Brisbane,
has worked for the
port since May 2011.
He began his career
as a port engineer,
before undertaking an
MBA specializing in
strategic management.
This led to the move
into the business side
of the port sector
through the provision
of business planning
and M&A advisory
services for the port
industry worldwide.
What is the Port of Brisbanes investment plan to

help grow capacity?
PBPL is committed to enhancing the performance of
Queenslands logistics chain and building capacity for
the long-term benet of all Queenslanders. Since
privatization, A$153m (US$157m) has been invested in
new port infrastructure projects (to March 2013), with
ongoing investment in infrastructure of approximately
A$80m (US$82m) per annum. Some recent capital
investments have included the upgrade of the Captain
Bishop Bridge entry to the port and associated road
networks (completed in 2012); BCT Berth 11 and 12
(which will increase the ports container handling
capacity by over 25%); Port Drive upgrade (planning and
design work in progress); and the development of our
90ha Port West estate.
We are actively pursuing future projects including
the establishment of a dedicated state-wide freight
system to service Queenslands growth through the
development of appropriate intermodal terminals linked
by rail to the south and west, and coastal shipping to the
north. Such a solution will aim to better balance rail
modal share with existing road linkages. We are also
undergoing a detailed review of the channel
requirements for the long term and investigating options
for a new cruise terminal to overcome the upstream
river constraints of Brisbanes existing cruise terminal.
What major changes and developments do you
see happening at the Port of Brisbane over the
next 5 to 10 years?
Over the next 5 to 10 years PBPL will continue to focus
on growing trade through the port and producing
strong performance across all facets of the organization.
54

SHOWCASE 2014
Above: The Port

of Brisbane
quayline where,
by 2014, all three
stevedores will
have automated
container handling
equipment
Whats the greatest challenge ahead for the

Australian port industry?
The greatest challenge lies in how we accommodate
the growing freight task, where landside access
ineciencies and wider transport infrastructure
capacity shortages are considered a key barrier to
Australian competitiveness.
The Australian port industry must work with
government to elevate the importance of landside
transport infrastructure development (road, rail and
sea) and provide a platform to unite all interested
parties and stakeholders to develop integrated land
use and transport planning, which will result in the
development of interlinked intermodal logistics chain
solutions and more ecient routes to market.
Improved planning for the development of freightrelated infrastructure in this country is essential to
increase Australias competitiveness, lower the costs of
the logistics chain, and improve value for users of our
road and rail networks. Australia needs to work toward
a national freight solution that is modern and ecient as
well as socially and environmentally responsible.
What are the challenges you face with regard to the
infrastructure and connectivity of the port and how
you overcome them?
Investment in transport infrastructure is critical to
stimulating economic growth and productivity. The
Port of Brisbanes biggest challenge is the lack of
suitable intermodal logistics infrastructure servicing
the ports distant hinterland outside of the road sector.
While this is unlikely to negatively impact trade through
the port, the eciency with which such trade moves
will be compromised without such an integrated
intermodal system.
Rolling upgrades of road infrastructure alone will not
provide a long-term solution for the states freight task,
potentially limiting the states ability to realize
future economic growth opportunities. Our challenge
is to work with all parties to nd an appropriate
intermodal solution to meet Queenslands freight
transport challenges.
How do you see the shipping port industry changing
and developing over the next 10 to 20 years?
The biggest change will be the realization that ports are
simply nodes in a wider logistics chain and therefore
integrated planning to that full logistics chain is
required to deliver the best results from an individual
sea ports performance.
Contact the corporate communications department
tel: + 61 7 3258 4888
web: www.portbris.com.au
Improving your supply chain logistics

A channel depth of 45 feet authorized and permitted for 52, direct vessel-to-rail discharge,
BNSF, KCS and UP on site, dockside truck access, union and non-union stevedore availability,
FTZ #122 and the shortest ship mooring time in the Texas Gulf. Call on your Texas partner.
businessdevelopmentdpt@pocca.com
www.portofcorpuschristi.com
PORT CORPUS CHRISTI
EXPANDING
The port has
embarked on a
US$45.8m
rail improvement
project
La Quinta Ship
Channel extension
and greenfield site
56

SHOWCASE 2014
PORT CORPUS CHRISTI
G HORIZONS
Having a prime position in South Texas,

Port Corpus Christi is transforming
its facilities to accommodate an
anticipated increase in global trading
Patricia Cardenas, Port Corpus Christi
Port Corpus Christi has been generating business in

South Texas for 87 years. Strategically located on the
western Gulf of Mexico, the port provides a straight,
13m-deep channel and quick access to the Gulf of
Mexico and the entire US inland waterway system. The
port delivers outstanding access to overland
transportation, with on-site and direct connections to
three Class-I railroads BNSF, KCS and UP and direct
vessel-to-rail discharge through Corpus Christi Rail
Terminal. The Joe Fulton International Trade Corridor
provides direct, non-congested access to Interstate 37
and Highway 181.
Port Corpus Christi has many notable projects on the
horizon. One of the largest infrastructure projects is the
ship channel improvement project. After having
feasibility reports and environmental impact statements
completed and approved in 2004, the project for
navigation and ecosystem restoration for the Corpus
Christi Ship Channel (CCSC) improvement project was

SHOWCASE 2014
57
PORT CORPUS CHRISTI
FACT FILE
Port Corpus Christi offers more than 50ha of open
storage and fabrication sites, heavy lift capabilities,
more than 27,000m of covered dockside storage,
and a cold-storage facility.
n Straight 13m channel from sea buoy to dock
site, authorized and permitted for 16m
n Direct vessel-to-rail discharge of cargo
n Three Class I railroads on site BNSF, KCS
and UP
n Foreign Trade Zone #122 with three active
general-purpose zones
n Heavy lift, Ro-Ro, breakbulk, liquid, bulk and
general cargo capabilities
n Handled almost 87,000,000 metric tons of
cargo in 2012
Top: Corpus
Christi Ship
Channel
improvement
project
Above: Barge and
tankers for
Eagle Ford crude
transport on the
ports inner harbor
authorized by Section 1001(40) of the Water Resources

Development Act of 2007. The projects navigation and
ecosystem restoration features include: extending La
Quinta Ship Channel by approximately 2.3km at -12m at
mean tide level; widening the CCSC to 160m; deepening
the CCSC from -13m to -16m at mean tide level; adding
60m-wide barge shelves at -3.5m at low tide across
Corpus Christi Bay; and constructing ecosystem
restoration features to protect endangered species,
wetlands and seagrass.
Future developments
The port is moving forward with the development of the
La Quinta Trade Gateway, a major component of the Port
of Corpus Christi Authoritys long-term development
plan. Located on a 445ha greenfield site on the north side
of Corpus Christi Bay, this fully approved project will
provide a state-of-the-art, multipurpose dock and
container facility. Project features include the extension
of the 13m-deep La Quinta Ship Channel; construction
of a 1,160m ship dock with nine ship-to-shore cranes;
approximately 70ha of container/cargo storage yard; an
58

SHOWCASE 2014
intermodal rail yard; and large areas available for

further development. The project site is adjacent to state
and interstate highways and is currently served by an
on-site railroad with the Class 1 main line 2.3km away.
Port Corpus Christi recently signed a long-term lease
agreement with Voestalpine Texas Holding for 486 acres
of the La Quinta property. Voestalpine will anchor the
facility with a US$700m investment in a direct reduction
plant to produce high-quality, briquetted iron for steel
production. This investment is the largest foreign
investment for both Austria and Voestalpine.
Railway improvement project
Recognizing the increase in unit trains for the shipment
of grain, sand, rock, liquids and other cargo, the port has
embarked on a US$45.8m rail improvement project. This
will include a 2,400m-long unit train siding, capable of
storing a full 110-car unit train adjacent to the Joe
Fulton Corridor lead track serving port industries. A
new rail interchange yard the Nueces River Rail
Yard currently under design and construction, will
consist of four parallel ladder tracks for a total yard
PORT CORPUS CHRISTI
ENVIRONMENT MATTERS
n Port Corpus Christi adopted an environmental
management system (EMS) in 2004. The EMS is ISO
14001 certified and initiatives include an anti-idling
campaign, a port-wide recycling program, and an annual
Gulf Ports Environmental Summit.
capacity of 4,700m and 223 rail cars. The yard will

greatly improve the efficiency of existing cargo
movements at the ports multimodal facilities. Phase II
of this project will increase the capacity to eight,
2,440m-long parallel ladder tracks. Phase I is a US$17.8m
project using US$10m from the federal TIGER grant,
with the remainder being covered by the UP, KCS and
BNSF railways and the port. The Texas Department of
Transportation will fund US$22m of Phase II of the
project and the port will fund US$6m.
New business in South Texas
Port Corpus Christi, along with the Corpus Christi
Regional Economic Development Corporation,
has worked to bring new business to South Texas.
Among recent developments is the Tianjin Pipe
Corporation America (TPCO). TPCOs new US$1bn
seamless pipe mill represents the largest single
investment by a Chinese company on a greenfield US
manufacturing site. The plant is currently under
construction and Phase I is scheduled to open in late
2013. It will encompass more than 120ha and
approximately 150,000m2 of building space on
completion of all phases in 2015.
Following on the heels of TPCO, Port Corpus Christi
welcomed Trafigura. Since mid-2011, Trafigura has
traded Eagle Ford crude and crude condensate,
offloading purchased product from trucks onto barges
for shipment to terminals along the US Gulf Coast.
Trafigura Terminals is a 34ha industrial site in Corpus
Christi, consisting of approximately 600,000 barrels of
storage for crude oil, fuel and condensate. The terminal
has a 360m-long deepwater dock, with 13m draft,
extensive rail and truck access, and space for
considerable future expansion more than two million
oil barrels thus creating greater opportunities for Eagle
Ford crude and condensate producers. Construction of a
second oil dock began early this year.
Also new to the port, Italys M&G Group, one of the
worlds largest producers of the PET resin used in
plastics and packaging, recently purchased land located
on Port Corpus Christis inner harbor from the Driscoll
Foundation. M&G plans to build a one million metric
Above: US
flagged MV
Pennsylvania
loading up
Eagle Ford
crude oil for
export
Right: Heavy
lift/breakbulk
cargo
ton per year PET plant and a 1.2 million metric ton per
year PTA plant, to be operational by 2016. The company
has already secured a deal with Aplek in Mexico for
400,000 metric tons of PET.
Oil and gas
IHS reported that shale activity was the contributing
factor for more than one million jobs in the USA in 2010
and South Texas is a benefactor of the proximity of Eagle
Ford Shale. Port Corpus Christi also has several ongoing
facility upgrades to handle the demand to export crude
and condensates. Oil Dock 12 recently had breasting
structures added to handle the larger and more
frequent tanker barge calls. A new barge-loading dock,
Oil Dock 5, will be complete and operational this
year, and the conceptual design is complete for a new
North Bank Public Oil Dock, capable of serving
several new customers. Two additional barge-mooring
areas are being developed to serve movements of sand
and liquids.
This summer a barge-fleeting area will be created
from an unused area of the inner harbor where some
original port cargo docks once stood, and additional
permitting and engineering is being finalized for a
larger barge-mooring area, also within the ports inner
harbor. The ports bulk terminal and several cargo docks
and building facilities are being used for handling sand
and proppants; and a new proposed barge-unloading
facility, to begin construction later this year on the
Corpus Christi Ship Channel, will import over one
million metric tons of sand each year. The sand will be
cleaned, processed and trucked to drill sites to be used
in the hydraulic fracturing process at Eagle Ford Shale.
This represents a reported US$35m investment at this
single facility.
About the author
Patricia Cardenas is director of communications at Port

Corpus Christi
web: www.portcorpuschristi.com

SHOWCASE 2014
59
CONTSHIP ITALIA GROUP
Join the club

With 2,650 people, six state-of-the-art maritime container terminals
and the largest Italian private intermodal network, Contship Italia
Group helps customers improve the efficiency and quality of their
global supply chain
Daniele Testi, Contship Italia Group
Contship Italia Group holds investments in some of the

most important container ports in the Mediterranean
and provides complete integrated logistic solutions for
the shipping industry. The companys services include
direct container terminal operations, rail/road
transport, inland terminal operations, warehousing,
customs clearance and value-added container
logistics solutions.
Intermodal and logistics operations are
provided by specialized multimodal transport
operators Sogemar, Hannibal and Oceanogate,
which offer the largest Italian private network
of rail connections between the main Italian ports
and the most relevant industrial areas in Italy and
Europe. When Contship Italia Group launched
Oceanogate in 2012 this was one of the most important
developments for the Italian rail transport sector and
became the first private rail traction company fully
dedicated to maritime container rail transport. Part
60

SHOWCASE 2014
of Hamburg-based Eurokai, Contship Italia Group

recorded a turnover of US$399m (290m) in 2012.
The Groups maritime container terminals welcomed
5,300 ships and handled 5.2 million TEUs, which
represents an overall volume growth of 7% on 2011,
as a result of a positive second half of the year.
The companys subsidiaries, which carry out
intermodal and logistics activities, transported
247,000 TEUs and operated 3,900 block-trains for a
total of 817,000km.
Shipping has drastically changed in the past 10
years, breaking all the records achieved during the
previous three decades, says Cecilia Battistello,
president of Contship Italia Group. The largest
improvement is in tonnage and the concentration of
global container carriers. From the 1970s to 2000 the
size of container ships has changed, from the fully
cellular class, which ranged from 1,000-2,500 TEUs, up
to post-Panamax plus class with 6,000-8,000 TEUs.
CONTSHIPPAGE
ITALIAHEADER
GROUP
WHOS WHO?
La Spezia Container Terminal (LSCT) (pictured)
is the primary Italian gateway. The port
serves multiple markets in northern Italy and
central Europe;
Ravenna Container Terminal is the Adriatic sea
gateway. It serves the East Mediterranean and
specializes in refrigerated and perishable cargo;
Medcenter Container Terminal (Gioia Tauro), is the
Mediterranean mega-hub. It specializes in
transshipment operations and RELAY operations
(transshipment from mother vessel to
mother vessel). It is able to do so thanks to
its central position in the Mediterranean and its
huge infrastructure;
Cagliari International Container Terminal
is the logistic platform for north African
emerging markets;
Salerno Container Terminal is the gateway
for central and southern Italy. This terminal is
mainly regional;
Eurogate Tanger is the new Morocco
transshipment platform. The container terminal
serves West Africa and the emerging markets of
Morocco and Maghreb;
Sogemar is a multimodal transport operator
offering rail, truck and logistic services. Its network
of intermodal services links the main Italian
container terminals and ports to northern Italys
richest industrial areas;
Hannibal is a multimodal transport operator
offering international rail connections over the
Alps. It is a logistic integrator for continental and
maritime flows through the inland rail hub in Melzo,
east of Milan, from where trains connect to the
international rail network with Sogemar domestic
rail network;
Oceanogate is the official rail company for
Contship Italia Group, providing rail traction
services to Sogemar, Hannibal and third parties.

SHOWCASE 2014
61
Such a speed of increase is nothing if compared with

tonnage development achieved from 2000 to 2013 when the
first Triple E 18,720 TEUs class started its maiden voyage.
On the other hand, in the last 15 years, the number of
global container carriers decreased dramatically.
Top container terminals
Today the top ten global shipping lines control more
than 63% of the 17 million TEUs of capacity shipped
worldwide each year. Because of this, container
terminals and global supply chains require huge
infrastructure developments and continuous investment
to meet the industrys needs. Contship Italias activities
Above: Gioia
Tauro is
considered one
of the principal
maritime
container
terminals in the
Mediterranean,
due to its stateof-the-art mega
infrastructure
EXPANSION PLANS AND INVESTMENTS

n At the 2012 Global Liner Shipping Conference in London, Contship Italia
Group announced its plan to expand its operations at La Spezia and
Ravenna. The company will invest up to US$261m at La Spezia and a
further US$130m at Ravenna, providing bigger berth space for the larger
box ships now calling in the Mediterranean.
Contship is also focused on hinterland logistics services, with plans to
further invest at Melzo (Milan) intermodal platform. Cecilia Battistello,
president of Contship Italia Group, says, Since containerization was
introduced more than 50 years ago, the container shipping industry has
been a door-to-door business. Contship Italia Group continues to invest in
large transshipment hubs, ideally located with minimal deviation from the
Suez-Gibraltar route, as well as flexible regional gateway ports serving
multiple markets.
62

SHOWCASE 2014
have always focused on clients requirements, as

demonstrated by some of the groups milestones,
which reflect the ability of the company to anticipate
market trends.
In the early 1970s Contship Italia created the first
Italian private container terminal in the port of La
Spezia. Today, La Spezia Container Terminal (LSCT)
is one of the top container terminals in the world,
delivering future requirements to the market in terms
of performance and productivity with over one million
TEUs handled per year from only 286,000m2. Key
factors that enable the port to see such promising
results are the technology used and the good rail
connections. La Spezia handles over 35% of total
import and export flows by rail, with 152 trains per
week connecting the richest industrial area of northern
Italy. On average the Italian quota of maritime rail traffic
is less than 10%.
Another thriving port is Gioia Tauro, the largest
transshipment port in southern Europe. It began
operations in 1995 based on a vision bigger ships will
require larger facilities and will cut the number of port
calls in the Mediterranean to save time and fully achieve
the economies of scale introduced by larger transport
capacity. Medcenter Container Terminal (MCT) in Gioia
Tauro, already handled 50 million TEUs and is able to
accommodate four ULCC ships (over 14,000 TEUs)
simultaneously. This is due to its 3.5km of linear quay,
18m water depth and 22 ship-to-shore gantry cranes,
nine of which are able to operate on up to 23 container
rows on deck.

AN INNOVATIVE PROJECT: PORTOLAB
n PortoLAB was started in 2006 by
Contship Italia Group and its aim is to
communicate the value of port and logistic
culture, transforming container terminals
and intermodal platforms into open-air
laboratories and workshops for schools.
In 2013, PortoLAB met for the seventh
time, with more than 70,000 students
attending, aged between eight and 10.
This revolutionary new way of teaching
students is due to Contship PortoLAB
tutors, a team composed of 30 colleagues

who support the students and their
teachers during the visits, managing all the
safety elements and different steps inside
the operational areas.
PortoLAB hopes to break down some
conceptual barriers between the public
opinion and the logistic business
community, as port infrastructure access
is normally prohibited and containers are
not transparent.
hipping has
drastically
changed in
the past 10 years,
breaking all the
records achieved
during the previous
three decades
Cecilia Battistello, president
of Contship Italia Group
Sogemar and Oceanogate provide connectivity

Contship Italia Group, since 1969, is always looking to
develop and improve its logistics sector, which is why
the group offers integrated intermodal services that are
recognized by its customers, including by a number of
well-known brands in the market. These companies
consider Contship Italia Groups logistics services to be a
key factor in ensuring that their own supply chains
remain efficient, cost-effective and more sustainable for
the environment.
Sogemar has been our logistics partner for many
years, says Luca Mirandola, Adidass Italian branch
office customs manager. We recently enriched our
partnership, adding new value services that go beyond
simple transport. We appreciate the versatility of
Sogemar and the wide cooperation demonstrated
in the intermodal transport and customs clearance
services, as when emergency situations and
opportunities invariably arise. Thanks to the
eco-friendly Sogemar intermodal services, we are
able to pursue our distinguishing green policy.
Another customer, Antenore Mozzarelli, logistics
director at Giochi Preziosi Group, says, Our decade
long relationship with Sogemar says a lot about the
services, customer care, eco-friendly approach,
flexibility and continuous process improvement the
company provides to the intermodal and customs
clearance business. We appreciate the latest initiative of
Contship through the privatization of rail services now
provided by Oceanogate Italia. It enables us to obtain
unique control over an important part of the transport
Above: We
bring the ship
to your factory.
The slogan
of Sogemar,
Hannibal and
Oceanogate,
recognized by
the pink livery of
their trucks and
locomotives
process, which was previously divided into several

independent components that were potentially able to
interrupt service. The full management of locomotives,
routes, frequencies and staff has removed a major part of
the risk. Such synergy deployed during a difficult
economic situation resulted in a cost reduction and
improved transit time of goods from port to door. It has
also had a positive impact on CO2 emissions. I trust
Sogemar will continue to positively contribute to the
optimization of our supply chain, which requires faster
transit times, lower inventory and greater flexibility.
Francesco Caputi, logistic manager at the Italian branch
of Mitsubishi Electric Europe, believes that many
governments in Italy have come and gone, and none has
been able to deal firmly with transport challenges
resulting in road traffic congestion and increase of the
fuel cost simply reverted as extra charge to users. He
says, however, Sogemar has established itself in this
scenario with perseverance, courage and huge
investments. Over the years multimodal transport, with
minimal environmental impact, quality and reliability,
has been combined with first-class customer service and
flexibility in response to needs.
About the author
Daniele Testi is the marketing and corporate image director at

Contship Italia Group
web: www.contshipitalia.com/en

SHOWCASE 2014
63
TAMPA PORT AUTHORITY
TAMPA IS
64

SHOWCASE 2014
KEY
DID YOU KNOW?

The Port of Tampa recently welcomed
new container services by Mediterranean
Shipping Company (MSC) in partnership
with the Ports longtime carrier partner
Zim Integrated Shipping Services.
Together MSC and Zim offer global
container connections from Tampa.
The Tampa Bay/Central Florida region is home to

eight million people and welcomes over 55 million
tourists per year, generating a massive consumption
market. According to the latest census Florida has one of
the USAs highest population growth rates and is poised
to top 20 million residents to overtake New York as the
third most populous state in the country. The Tampa/
Orlando Interstate 4 corridor region of Central Florida is
the epicenter of that growth.
A major bulk port and one of the worlds pre-eminent
fertilizer exporter locations, Tampa now handles a
highly diversied trac base including containers,
breakbulk, Ro-Ro and cruise, not to mention being a
major center for shipbuilding and repair. An important
gateway for energy products and building materials, the
Port of Tampa handles gasoline, diesel and jet fuel for
the Tampa and Orlando markets, as well as construction
materials such as steel, aggregates and cement to
support the construction industry serving the
growing regional population. Other major industry
clusters in the Tampa market include the food and
beverage sector, citrus and juice products, furniture,
department stores and consumer goods, phosphate
products and manufacturing.
Expanding connectivity
As one of the USAs most diverse ports and Floridas
largest in terms of cargo tonnage, Tampa continues
to see expansion of its container services and terminal
facilities. The multiphased build-out of the Port of
Tampa container terminal is ongoing and has recently
been expanded to 16ha with 855m of berth. The terminal
is currently served by three rail-mounted container
gantry cranes and a 100-ton mobile harbor crane, with
13m water depth alongside and in the channel. Together
with terminal operator Ports America, Tampa Port
Authority (TPA) plans to quadruple the size of the
terminal to more than 64ha and acquire two additional
post-Panamax cranes. This phased build-out will be on
adjacent land owned by TPA and is ready to be
developed as the business grows.
This growth will position the port for increased trade
with Latin America, as well as Asia, resulting from the
expansion of the Panama Canal. In addition to the
terminal expansion, two new major transportation
Building on its strength as Floridas largest port,

Tampa continues to diversify and is now emerging as
an important container port and distribution center
gateway, serving a huge and rapidly growing market
Wade Elliot, Tampa Port Authority

SHOWCASE 2014
65
FACT FILE
n Transportation cost savings of approximately US$1000 per container by
serving the central Florida market via Tampa
n On-dock CSX rail service

n Deep water channel and berths 13m
n No truck, rail or berth congestion
n Stable, experienced and efficient labor force
n Proximity to expanding Caribbean and Latin American hubs
n Large reefer export/import market
n Floridas largest cargo-tonnage port
n 90,000m2 of warehouse space
n Global container connections
n Huge local market eight million people within 100 miles
n Floridas population poised to overtake New York as third-largest state
n Green alternative reduces long-haul truck CO2 emissions
n Shortest combined ocean/inland route from Shanghai to Atlanta via
Panama Canal
projects are greatly enhancing the ports connectivity.

This includes a new dedicated truck ramp leading
directly from the port to the interstate highway system,
and the recently completed Tampa Gateway Rail
Terminal, a joint TPA/CSX initiative resulting in the first
on-dock multipurpose unit train facility in Florida. This
new rail capability extends the ports reach beyond the
Florida market to the US Midwest, Northeast and other
destinations throughout the CSX Rail network.
Florida and the Tampa region, lying at the
intersection of the major east-west and north-south trade
lanes and in close proximity to an expanded Panama
Canal, is well positioned to benefit from expanded trade
with Asia and the vibrant markets of Latin America
right in its backyard. Florida is the leading state for
merchandise exports to Latin America, responsible for
more than one-third of all US exports to the region, and
Asia is the top source of Floridas merchandise imports.
This is why exporters and importers such as Rooms to
Top right:
Port of Tampa
Container
Terminal and
new Tampa
Gateway
Terminal,
with artists
rendering of
expansion
Left: Port
Redwing
will create
opportunities
for the Port
of Tampa to
expand on its
manufacturing,
distribution
and industrial
activities
Go, Sysco, Publix, Bealls, Southern Wine & Spirits,

Premier Beverages, Coca Cola Refreshments, Disney,
Badcock, Kanes Furniture and many more all have
major facilities in the Tampa/Orlando I-4 corridor
region, and many of which have recently constructed
and/or expanded their distribution center capacity.
Cargo opportunities abound
The Tampa Bay Executive Shippers Council is an
association of over 150 key exporters and importers
within 100 miles of the port, who control over 250,000
TEUs a year. They are eager to support container lines
that choose to call at Tampa directly to avoid the
considerable extra cost and inconvenience of having to
truck their business to more distant ports such as
Miami/Everglades or Savannah/Jacksonville. The
central Florida market includes more than 500,000 TEUs
available within a competitive truck drive from Tampa.
Major cruise home port
World-class terminal facilities, an expanding array of
Caribbean itineraries offered by the worlds major cruise
lines, proximity to one of the countrys top-rated
airports, and a host of popular landside tourist
attractions, are some of the reasons the Port of Tampa is
a favorite point of departure for cruise vacationers. Last
year the Port of Tampa welcomed a record 975,000
passengers from Carnival Cruise Lines, Royal Caribbean
International, Norwegian Cruise Line and Holland
America Line, and this also marked the 30th anniversary
of home port operations in Tampa for Holland America.
Tampas three modern cruise terminals, with dedicated
on-site parking to accommodate more than 4,000
vehicles, is just steps away from waterfront attractions
such as the Florida Aquarium and the Channelside
shopping, dining and entertainment complex. Also
nearby are Ybor City (Tampas historic Latin Quarter),
Busch Gardens theme park, zoos, museums and the
famous white-sand beaches of the Gulf of Mexico.
Room to grow
With many parcels of land available for development
adjacent to deep water and with excellent highway and
rail access, Tampa is uniquely positioned in Florida and
the southeastern USA to attract investment in industrial
development and manufacturing.
About the author
Wade Elliot is senior director of marketing at Tampa Port Authority.
tel: +1 813 905 5150
web: www.tampaport.com
66

SHOWCASE 2014
RO/RO services
General cargo services
Hirtshals Havn
P O R T
O F
H I R T S H A L S
THE PORT OF HIRTSHALS

RO/RO services to 7 destinations in Scandinavia and the North Atlantic
Only 20 minutes away from international sea lanes
Situated at the beginning of motorway E39
Ideal location for development of cargo networks
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I N T E
R N A T
I O N A
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DISCOVER
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DEST INATTES,
AND PARTNIONS
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APL INTER
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Nathaniel See
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global oper
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shipping line
ork at
APL, talks effi
ciency
www.ukipme.com/spi
UN DE R-K
EE L CLEAR
ANCE
Curtin Universit
the importanc ys Dr Tim Gourlay on
e
to the safe oper of under-keel clearanc
e
ation of port
s
GOING GR
EE N
Ports continue
leaf and cost to turn a green
savings are
a major moti
vation
SHOWCASE
2014
KUANTAN PORT
Go
large
Ambitious expansion plans will see

Malaysias Kuantan Port transformed
from a feeder port into a regional
container facility by 2017
Ir Haji Khasbullah Bin A Kadir, Kuantan Port Consortium
68

SHOWCASE 2014
n IJM Corporation, which owns Kuantan Port

Consortium (KPC), has announced that expansion plans
for the port are underway and that the first phase of
development will cost US$351m.
Kuantan Port is on the east coast of the Malaysian
peninsula and serves as a multipurpose cargo and a
container feeder facility. Container cargo contributed
11% to the ports overall cargo composition in 2012.
KPC, in collaboration with the Malaysian
government, has embarked on an expansion project
to create a new deep-water terminal. It will be able
to handle ships up to 200,000dwt and will have the
capacity to handle around 1.5 million TEUs per annum.
The construction of the new terminal is expected
to be completed by 2017, when it will commence
operations. The government is expected to grant
KUANTAN
PAGE HEADER
PORT
FACT FILE
Kuantan has the

capacity to
handle around
n Although Kuantan Port was

traditionally designed to handle general
cargo, over the years the port has
adapted to the changing shipping
trends and cargo packaging from break
bulk to unitization, palletization and
containerization. Kuantan Port has also
developed specialized liquid chemical,
mineral oil and palm oil berths.
n To facilitate efficient, faster and
safer transportation of petrochemical
products to and from the petrochemical
plants in Gebeng Industrial Estate, to
their respective tank farm facilities at the
Port and the Liquid Chemical Berths,
a common pipe-rack running 9km long
had been constructed.
n The port is equipped with three berths
to handle palm oil, vegetable oil, other
edible oils and biodiesel shipments.
n One berth measuring 150m long
is available to handle mineral oil at
Kuantan Port.
a 60-year concession period to KPC for the existing port

and the new deep-water terminal.
IJM has entered into a memorandum of
understanding with Chinas Guangxi Beibu Gulf
International Port Group to jointly participate in the
port expansion plans; Guangxi Beibu will play an
active role in attracting industries to the hinterland.
These investments will be sited in the Malaysia-China
Kuantan Industrial Park (MCKIP), which is in the
Gebeng Industrial Estate. The industries that are
expected to set up in the MCKIP include a steel plant,
an aluminum processing plant, a palm oil refinery, and
oil and gas industries.
These investments will add new capacities that
will transform Kuantan Port from a feeder port into
a regional container port, and the expansion will
1.5 million
TEUs per annum
Above: To
deal with the
increased
container
handling
operations
at the port,
three 600m
container
berths are
equipped with
four container
cranes
strengthen MCKIPs position as a strategic gateway to

the Asia Pacific, Far East and ASEAN markets.
At present, there are five major container lines that
call at Kuantan on a weekly basis: Evergreen Marine
Corporation, Pacific International Lines, Maersk Line,
Samudera Shipping Line and Regional Container Lines.
We believe the port expansion will make Kuantan
Port attractive to mainline operators wishing to set up
their container transhipment hubs in this region, says
Dato Teh Kean Ming, chief executive officer and
managing director of IJM Corporation Berhad.
web: www.kuantanport.com.my
tel: +60 9586 3888
email: info.kuantanport@ijm.com

SHOWCASE 2014
69
PORT OF HIRTSHALS
Position
of power
Convenient location, efficient infrastructure
and a reliable logistics system make the Port
of Hirtshals a natural turntable for transport,
fishery, and offshore and maritime services
Jens Kirketerp Jensen and Ditte Gerstrm Srensen, Port of Hirtshals
Above:
Norwegian
vessel Esvagt
Bergen is
pictured at
Hirtshals Yard
awaiting repair
n A dense service network between Hirtshals, Norway,

the Faroe Islands and Iceland has made the Port of
Hirtshals a turntable for cargo transport between the
European continent, Scandinavia and the North
Atlantic. In 2012, the port broke all its previous
records for ferry traffic, and the port expects this
trend to continue.
Port links
In the future, the Port of Hirtshals will become part of
the EUs prioritized network of transport corridors
(TEN-T Core Network), which connects the most
important cities in Europe. With the motorway and
railway through Jutland to Hirtshals, the port offers a
direct connection to Norway, making the Jutland
corridor an even more important route in Europe. The
location of Hirtshals and the growth in traffic, makes the
port a turntable for cargo transport in Scandinavia.
The service network
In the summer of 2013, Norwegian ferry company Fjord
Line will put into service the first of two new cruise
70

SHOWCASE 2014
ferries between Hirtshals, Stavanger and Bergen. At the

same time, the company will start a new service to
Langesund in Norway. This means that the Port of
Hirtshals will have six daily departures for Norway,
making the bridge between Norway and central
Europe a reality. Hirtshals expects Fjord Lines new
ferries to increase the amount of cargo and passengers
passing through the port, and to tie Norway and
Hirtshals even closer together.
Jens K Jensen, managing director of the Port of
Hirtshals, says, From a European perspective,
Hirtshals is only now becoming visible on the map of
the transport sector. Therefore, I believe that we are
only just starting to see the beginning of the ports
importance in terms of logistics in Scandinavia and
Northern Europe. Its unique location means it has an
unused potential, which the transport sector is only
now discovering and starting to make use of.
In 2014, the port will have 40 weekly ferry calls to
five destinations in Norway and the Faroe Islands and
Iceland and it is this service network that other
shipping companies can connect with. Hirtshals is the
PORT OF HIRTSHALS
will also include a new main road between the
North Sea Terminal and the E39 motorway, to
make trac ow more ecient between the
ferries, industrial areas and the E39.
Jensen continues, A new line of businesses
are starting to discover the Port of Hirtshals
and this means that the business clusters at
the port are growing and becoming stronger.
Oshore service is a totally new business area,
FACT FILE
which the port and a group of companies
More than 2.1 million people
entered in 2011 when we had our rst jack-up
traveled on ferries to and from
rig here for repair. Furthermore, we see that
the Port of Hirtshals in 2012;
the activity level within maritime service is
More than 137,000 trailers
increasing and developing as an independent
were transported by ferries to
business area focused on supply vessels,
and from the port in 2012;
coasters and shing vessels.
More than 679,000 cars were
In addition to this, it is worth noting that
transported by ferries to and
Hirtshals is Denmarks second-largest
from Hirtshals in 2012;
shing port sh worth more than 67m
From 2013, the port will offer
(US$86m) were landed here last year. All
services to seven destinations
things considered, the port oers many
in Norway, the Faroe Islands
opportunities to cooperate with other
and Iceland;
companies and industries to create innovative
Hirtshals is Denmarks
second-largest fishing port.
Development activities also reach beyond
the port area. At the Hirtshals Transport
Centre, which is situated approximately 1km
from the port, the construction of new roads
will facilitate construction of distribution stores, freight
centers and other types of logistics facilities in 2013. It is
also likely that a railway terminal will be built between
the port and the transport center, and work concerning
funding and permits is already underway.
About the authors
Jens Kirketerp Jensen is the managing director of the

Port of Hirtshals and Ditte Gerstrm Srensen is the
marketing coordinator
logical turntable for cargo transport in Scandinavia,

but it requires cooperation between the operators in
the transport sector, as well as an innovative
approach to transport solutions.
Expansion plans
The Port of Hirtshals is now one of Denmarks largest
commercial ports, and its growth means it is in need
of more industrial areas. Therefore, an infrastructure
project has begun that will expand the port area by
approximately 250,000m2.
Increases in Ro-Ro transport and new bulk
operators have created a need for areas close to the
quay to be used as waiting lanes for trailers and
storage for raw materials. The growth of the service
industry within maritime service and its entry into
the oshore market have also provided a clear
indication that there will need to be an increase in
industrial areas over the next few years.
Meanwhile, growth among the ferry companies
means that better trac management will be needed
in the port area; therefore, the infrastructure project

web: www.portofhirtshals.com
tel: +675 308 4200
email: corporatecommunications@pngports.com.pg
Rudder being
delivered
for repair at
Marine Shaft
at Hirtshals

SHOWCASE 2014
71
PORT OF BALTIMORE
RECORD
BREAKER
The Port of Baltimore saw

36.8 million tons of cargo cross
its docks in 2012, with a total
value of US$54bn, which placed
it ninth nationally for dollar
value of foreign cargo
Richard Scher, Port of Baltimore
72

SHOWCASE 2014
Since 1706,
the Ports
rich maritime
tradition has
produced
skilled labor
able to handle
any type of
cargo
PORT OF BALTIMORE
Above: Since
becoming the
port of entry
for the first
Volkswagen
Beetle in 1963,
the Port of
Baltimore has
consistently
ranked among
the nations top
automobile ports
Containers, a key
commodity for the
Port, account for most
of the cargo that
moves over Baltimores
public terminals
2012 was a record year for the public marine terminals

at the Port of Baltimore. The port saw its best-ever year
for automobiles, containers and Ro-Ro (farm and
construction machinery) with the automobile and
Ro-Ro levels being the highest in the USA. In addition
to individual commodities, overall general cargo also
reached an all-time high.
The Port of Baltimore is ranked top among 360 US
ports for handling autos and light trucks, farm and
construction machinery, imported forest products,
imported sugar, and imported aluminum and gypsum.
Baltimore ranks second in the USA for exported
coal and imported iron ore. Overall, the port is
ranked 9th for the total dollar value of cargo,
and 11th for cargo tonnage.
Easy access
Baltimore is further inland than any other East Coast
port, which means a quicker and less costly delivery of
cargo to and from the Midwest. The port also sits in the
third largest US consumer market, and within 24 hours
cargo can reach two-thirds of the US population.
Baltimores public marine terminals are managed by
the Maryland Port Administration and are sited just o
Interstate 95, the main East Coast highway. Rail access is
also very accessible as two Class 1 railroads, CSX and
Norfolk Southern, come right into the port.
The port has an industry-renowned quality program
that means white-glove treatment for all cargo. Sta,
manufacturers, shippers and port personnel meet
monthly to discuss best practices in cargo handling.
Along with the quality program, Baltimores hardworking longshore workers are some of the most
ecient in the country, propelling the port to an average
of 37 container moves per hour per crane one of the
highest rates on the East Coast.
Business at the port generates about 14,630 direct
jobs, while about 108,000 jobs in Maryland are linked
to port activities. The port is responsible for US$3bn
in personal wages and salary, and more than US$300m
in state and local taxes.
New developments
In 2012, construction was completed on a new 15m-deep
container berth at Baltimores Seagirt Marine Terminal.
This new berth, along with four new super postPanamax cranes, are the result of a public-private
partnership agreement with Ports America Chesapeake
to handle the expected increase in container trac
following the completed construction of the Panama
Canal project. Baltimore is one of only two East Coast
ports capable of handling some of the largest container
ships in the world it has had a 15m-deep channel for
more than two decades.
With a high-performing workforce, an outstanding
location, a large consumer market, excellent highway
and rail access, a new container berth and a renowned
quality program, the Port of Baltimore is well positioned
for continued success into the future.
About the author
Richard Scher is director of communications at the Port of Baltimore

web: www.mpa.maryland.gov
tel: +1 800 638 7519
SHOWCASE 2014
73
PNG PORTS CORPORATION
Model
behavior
What are PNG Ports Corporations plans
to remodel its network and how has new
investment already helped improve facilities
at both Port Moresby and Lae Port?
Frank Asaeli, PNG Ports Corporation
74

SHOWCASE 2014
n Papua New Guinea-based PNG Ports Corporation

(PNGPC) has faced considerable challenges in meeting
the increased customer demands that are closely linked
to economic growth. Current infrastructure capacity has
been unable to cope with this demand, and shipping
and port studies are predicting further growth. This has
prompted the PNGPC board and management to
undertake forward planning with an overall aim of
improving productivity and efficiency at its ports.
PNGPC has put in place strategies to remodel, with
particular emphasis on Port Moresby and Lae ports.
CEO Stanley Alphonse says, The selection of capital
projects is based on the long-term strategic needs of
PNGPCs business under the 20-year corporate strategic
plan (2012-2032) and the governments development
objectives under the medium- and long-term strategic
development plans, and the PNG Vision 2050
development plan. PNGPC has bold plans to modernize
its ports network, and the ports infrastructure is an
essential part of Papua New Guineas economy and
efficient transport infrastructure.
PNGPC will partner with the government and other
organizations to carry out various projects. The prime
minister, Hon. Peter ONeill, says, The government is
Cargo has
increased from
7 TEU to
20 TEU
per hour
committing US$5.5bn over the next five years, starting

this year, toward the remodeling investment program.
Construction will commence in 2014.
Various private partnerships will be investigated and
adopted in the delivery of some of the bigger projects.
Development progress
Many projects are already underway at Port Moresby
and Lae and, since last year, US$89m has been spent on
the development work. Port productivity and efficiency
remains PNGPCs core interest, with the challenge
being to invest in appropriate wharf infrastructure
and technology, which may affect and change the way
business is conducted. However, there are significant
gains for all stakeholders, as inherent net gains far
outweigh the costs, adds Alphonse.
Mobile harbor cranes and rubber-tired gantries have
been deployed and this has proved beneficial to
PNGPCs operations by introducing efficiencies that
translate into reduced costs. Rubber-tired gantries
allow for an increase in cargo storage space, efficient
identification and processing of cargo, and higher
productivity rates leading to lower berth times. This
strategy has reduced congestion, enables delivery of
Above and left:

The ports of
Moresby and
Lae handle the
bulk of PNGs
international and
domestic trade
goods and services in a timely manner, and also lowers

transportation costs.
The use of mobile harbor cranes and rubber-tired
gantries has cut an estimated US$2.6m from demurrage
costs, and berth occupancy has been reduced from
4 days to 1.5 days. Berth use has also been reduced, and
movement of cargo has increased from 7 to 20 TEU/hour.
Efficiency drive
Efficiency of ports depends on the appropriate
infrastructure and technology being used. Severe
under-investment in the core network of ports at
PNGPC had resulted in a dilapidated state of the
infrastructure, says Alphonse.
Current management efforts have revitalized the
network, and include undertaking fit-for-purpose
infrastructure investment in line with operational
and investment planning, corporate strategic plans
and capital expenditure.
About the author
Frank Asaeli is PNG Ports Corporations public relations officer

SHOWCASE 2014
75
PORTONAVE
Great
expectations
After excellent results in 2012, Portonave in
Brazil is investing in new equipment and
technology to increase container handling,
gain more customers and offer greater
flexibility and convenience
Osmari de Castilho Ribas, Portonave
76

SHOWCASE 2014
PORTONAVE
In 2012,
Portonave
handled
more than
620,000
TEUs a 13.7%
increase on 2011
n After recording container handling growth of more

than 13% and a net revenue upturn of 10% in 2012,
Portonave initiated new infrastructure investments in
order to bring the terminal up-to-date and make it
more competitive. The terminal took delivery of three
new portainers and five new transtainers, for a current
total of six portainers and 18 transtainers. As a result,
Portonave claims the terminal in Navegantes will be
the best equipped in the state of Santa Catarina.
Portonave is also set to commence expansion of the
port terminal during 2013 and 2014 in order to
increase handling capacity. The terminal will increase
from 270,000m to 410,000m.
Furthermore, in 2012, Portonave handled more
than 620,000 TEUs a 13.7% increase on 2011. During
its five years of operations, the company has already
handled 2.6 million TEUs. The positive results are
down to the docking of larger ships (with higher
cargo capacities), new shipping lines and the
operational efficiency of the terminal.
Portonaves chief operational superintendent,
Ren Duarte, is pleased with the results of the
port terminals progress: In just five years, we
have become the container handling leader in
Santa Catarina.
In terms of ship numbers, in the first half of 2012
an average of 51 ships moored each month. This fell
to 47 in the second half of the year. Over the past few
months, Portonave has increased container handling.
The consolidated infrastructure of the region
and the efficiency of the companies, entities and

SHOWCASE 2014
77
PORTONAVE
OSMARI
DE
CASTILHO
RIBAS
is chief
administrative
officer at
Portonave
Above: Portonave
has invested in
a new piece of
equipment to
streamline
container
inspections at
its terminal
authorities operating in it made

an important contribution to this
solid performance.
Partnerships with clients and
teamwork have also played a key
role; without the dedication of its
employees, the company could
never have achieved this result. Its
a victory for all of Portonaves
860+ employees.
Multifunctional application
To make life easier for clients and to
speed up port terminal procedures,
Portonave has launched an
application for smartphones and
tablets. Named simply Portonave,
it is the rst multifunctional app for
a port in Brazil. It is free and can
FACT FILE
be accessed on cell phones and
Six post-Panamax portainers
tablets equipped with the Android
Two mobile harbor cranes
and Apple iOS systems.
18 transtainers
The app enables users to check
New technology
Three reach stackers
shipping schedules (docking,
Portonave has invested in a new
Three empty container stackers
waiting and departure times),
piece of equipment to streamline
25 terminal tractors
One HCVM T mobile scanner
obtain more information on
container inspections at its terminal.
860+ employees
Portonave (rules, history and
The HCVM T mobile scanner,
location), see the services provided
manufactured by British company
Infrastructure
by the terminal (transport, logistics,
Smiths Detection, is capable of
2
Total area 270,000m
Iceport cold store and trading), and
inspecting 150 trucks per hour.
Channel depth being increased
view and download high-resolution
It has a system that can
to 14m
company photos.
automatically read container
Three mooring berths
But perhaps its biggest advantage
numbers using optical character
900m quay
is the private area for clients,
recognition (OCR) technology, and
Over 1,200 reefer outlets
customs brokers and transport
10 gates with weighing
features six modes of operation.
machines
companies. Registered users can
The scanner was purchased as
Parking space for 150 trucks
consult and amend container entry
part of our plan to upgrade the
and exit documents, check
technology at our terminal, in order
containers in the terminal yard and
to better meet the needs of our
even carry out payment of bills.
clients. The mobile x-ray inspection
Our intention is to oer clients
system is one of the rst of its type to
greater exibility and convenience by allowing them to
be used at ports in Brazil. The equipment will
consult and amend their information whenever they
ensure a exible and user-friendly inspection process, as
wish, no matter where they are, explains Jardel Fischer,
drivers will no longer have to leave their trucks and
Portonaves IT manager. The application is available for
the inspection will be completed within 20 seconds,
download on Apples App Store and Google Play.
says Duarte.
In addition, because the scanner is mobile, the
terminal will be able to allocate the equipment to
web: www.portonave.com.br
specic operations, when necessary. The equipment has
tel: +55 47 2104 3341
been operational since June 2013.
email: comunicacao@portonave.com.br
78

SHOWCASE 2014
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SHOWCASE
2014
EXPERT VIEW
WHAT CHALLENGES WILL PORTS

CONTINUE TO FACE WITH EVEREXPANDING CONTAINER SHIPS?
Constant increases in container ship sizes are likely to have major consequences
for ports all over the world not just those on the Asia-Europe route
n Over the past two decades, there has been a repeated
process in the liner shipping industry: first Maersk Line
breaks ranks and orders vessels for the Asia-Europe
route that are significantly larger than the norm, and
three to five years later, pretty much every other
carrier is forced to follow suit in the endless
scramble for economies of scale. It started
with the 7,400 TEU Regina Maersk
and the 8,200 TEU Sovereign Maersk
Over the past
class in the mid-1990s. Then the
seven years, the
industry was shocked by the 15,500
average ship
TEU Emma Maersk class in the
size serving
mid-2000s, and now the 18,000 TEU
Maersk Triple E class is due to come
into service this year.
It was really, therefore, just a
has increased
question of time before it became clear
by over
which line would be the first to do the
same thing and exhibit once again the
120%
herd mentality of liner shipping. The five
18,400 TEU vessels ordered by China Shipping
for delivery in the second half of 2014 will be joined
by five comparable vessels from alliance partner United
Arab Shipping Company. Other carriers will likely have
to do something similar in due course, although the
timescale is not clear.
For the main ports on the Asia-Europe trade route,
the upcoming 18,000 TEU ships are no longer or
deeper drafted than todays big ships, although
they are beamier. The key ports will either be able to
accommodate the vessels with no problem, or carriers
can work around the limitations of particular ports.
However, ever larger ships do require faster handling
speeds in order to maintain turnaround times, and
simply deploying proportionately more cranes is not an
option because the ships are not getting any longer. In
addition, handling such ships is not just about the
South
America
quayside performance. The yard and landside has to be

able to keep up.
Clearly the ever-increasing size of ships on the
Asia-Europe trade route has implications for the ports
on this route, but the rest of the worlds ports are not
immune in fact, far from it. This is due to the
cascading of a greater number of ever-larger vessels
onto other east-west routes, north-south trades and
intra-regional trades.
Over the past seven years, the average ship sizes
serving South America have increased by over 120%,
and South Africa over 140%, for example. Both the east
and west coasts of South America are now
seeing vessels of up to 9,000 TEU, while
Mediterranean Shipping Company has
a 12,500 TEU vessel deployed in the
Europe-South Africa-Asia trade
route. The rampant and rapid
cascading of very large ships
into trade lanes such as these is
likely to create more port
problems and challenges than
the 18,000 TEU monsters
destined for the Asia-Europe
trade lane.
Bear in mind too that the
cycle of vessel upsizing driven
by Maersk Line is unlikely to
have run its course. How long
will it be before 22,000 TEU vessels
are on order for the Asia-Europe
trade route?
About the author
Neil Davidson is the senior

advisor for ports at Drewry
Maritime Research
INDEX TO ADVERTISERS
80
Contship Italia Spa ..........................................................................................................45
Port of Corpus Christi.....................................................................................................55
Kuantan Port Consortium Sdn Bhd............................................................................33
Port of Duqm Company S.A.O.C. .............................................Outside Back Cover
Marine Maintenance World Expo 2014 ...........................................................7, 9, 10
Port of Hirtshals ................................................................................................................67
Montreal Port Authority ..................................................................................................27
Port of Miami-Dade............................................................................Inside Back Cover
PNG Ports Corporation Limited ..................................................................................17
Portonave SA Terminais Porturios de Navegantes ............................................ 3
Port of Baltimore ..............................................................................................................55
Shipping Port International Online Reader Enquiry Service......................... 67, 79
Port of Brisbane Pty Ltd................................................................................................ 39
Tampa Port Authority.........................................................................Inside Front Cover

SHOWCASE 2014
Welcomes Norwegian Getaway to its Home!
Congratulations to Norwegian Cruise Line...

miamidade.gov/portmiami
The Port of Tampa

Expanding to Deliver the World
New service from

&
gives exporters
and importers expanded global access via Tampa
Huge local market 8M population
New, on-dock rail capability extends your
reach beyond Florida and the Southeast
813-905-PORT
www.tampaport.com
se habla espaol
CONTENTS
12
28
04
Global briefing
12
Port community systems
Shipping news from around the world
What plans does the EU have to

simplify processes and paperwork
18
Florida port focus
22
Environmental issues
28
Technology spotlight
34
Curtin University
How does this region in the USA keep up

with the ever-growing shipping demand
Improve your port environment
performance, and enjoy the rewards
The debate: Automation or manpower
r Tim ourlay tells SPI about the vital role

under-keel clearance plays in ensuring safe
operations in ports
18
22
40
Shipping operator interview
46
Port directory
48
52
Port of Brisbane
56
Port of Corpus Christi
Neptune Orient Lines explains how it has

improved operational e ciency since setting
up its leadership program in 2012
inpoint the locations of the ports covered

in this issue of SPI
Current developments are set to increase the
ports capacity by 12.5%
Russell Smith, chief executive o cer,
explains why Brisbane is Australias
fastest growing container port
This US port has embarked on a new rail
improvement project

SHOWCASE 2014
01
FOREWORD
Welcome
60
60
Contship Italia
64
Tampa Port Authority
68
Kuantan Port
70
Port of Hirtshals
72
Port of Baltimore
74
The Italian-based group helps customers

improve the e ciency and quality of their
global supply chain
The largest port in Florida is opening up
an important gateway for container ships
New expansion plans will make the port a
regional container port facility by 2017
The port witnessed a record year in 2012,
and believes this trend is set to continue
In 2012, construction was completed on a
new 15m-deep container berth
Continued remodeling ensures PNGs
network of ports keep up with economic
growth
76
Portonave
80
New: Expert view
The Brazilian port is investing in new

technology and equipment
hat challenges are ports facing as a
result of ever-expanding container ships
nion leaders may still

take some convincing,
but automation could
ultimately spell the need
for more skilled and better
paid jobs
n elcome to the 2014 Showcase of Shipping Port International, the worlds first
publication dedicated to presenting cargo-port destinations and their terminal
operators to a readership of shipping eet owners and operators.
Having covered the trend toward more port-centric solutions in our launch
issue, as well as examining security issues and exploring the implications of a
new breed of super-sized container vessel, I can promise we havent taken our
foot o the gas for this, our second issue.
e kick-start with a look at the important role ort Community Systems
CS play in keeping todays containers moving, helping avoid lengthy paper
trails and radically reducing administrative tasks and time p12 .
erhaps rather fittingly we also cover the increasing move toward
automation some of Europes leading ports are heavily investing in the latest
automated cranes and gates p28 . Supporters of the technology dont just cite
e ciency gains as their motivation. There are also environmental and safety
arguments, with less lighting, less noise, fewer moving vehicles, and no need for
drivers to climb ladders to reach cabs. Union leaders may still take some
convincing, but automation could ultimately spell the need for more skilled and
better paid jobs.
ere also continuing to attract the industrys big hitters: having secured an
exclusive interview with Tommy ilsson, Maersk Lines head of terminals, in
our launch issue, we now bring you the views of athaniel Seeds, A Ls senior
vice president of global operations and network p40 . Seeds doesnt pull any
punches in his views, with e ciency once again the dominant theme: We are
hyper-focused on improving the e ciency of our network, he says. This
includes initiatives such as reducing empty container movements, optimizing
the trim of our ships and eliminating vessel waiting time at ports.
This drive for e ciency will be familiar to all the ports featured in our global
directory p4 , as well as those highlighted in our special Florida Focus p18 .
I trust you will find this issue of the magazine equally e cient and useful in
helping you fine-tune your port strategy in an ever-changing world.
Anthony James
Editorial irector, U I Media Events,
publisher of Shipping Port International
Editor: Bunny Richards

(bunny.richards@ukipme.com)
Production Editor: Alex Bradley
Chief Sub Editor: Andrew Pickering
Deputy Chief Sub Editor: Nick Shepherd
Proofreaders: Aubrey Jacobs-Tyson,
Christine Velarde, Lynn Wright
Art Director: Craig Marshall
Art Editor: Julie Welby
Design team: Andy Bass, Louise Adams,
Anna Davie, Andrew Locke, James Sutcliffe,
Nicola Turner, Ben White
Head of Production & Logistics: Ian Donovan
Deputy Production Manager: Lewis Hopkins
Production team: Carole Doran, Cassie Inns,
Robyn Skalsky
Circulation Manager: Suzie Matthews
Publication Director: Mike Robinson
(mike.robinson@ukipme.com)
Sales Manager: Barry Smith
Sales Manager (Asia/Pacific): Chris Richardson
CEO: Tony Robinson
Managing Director: Graham Johnson
Editorial Director: Anthony James
02

SHOWCASE 2014
ISSN 2051-3801
Published by
UKIP Media & Events Ltd
Contact us at:
Abinger House, Church Street, Dorking,
Surrey, RH4 1DF
tel: +44 1306 743744
fax: +44 1306 742525
The views expressed in the articles and
technical papers are those of the authors and
are not endorsed by the publishers. While
every care has been taken during production,
the publisher does not accept any liability for
errors that may have occurred.
Copyright 2013
Subscriptions
60/US$108
Printed by William Gibbons & Sons Ltd,
26 Planetary Road, Willenhall, West Midlands, WV13 3XT, UK
GLOBAL BRIEFING
SHIPPING NEWS
The latest developments from ports around the world
Florida has approved US$150m in

seaport improvements
Konecranes STS cranes en route
to Port of Savannah
n Four Konecranes Super Post Panamax STS cranes
are on their way to Port of Savannah, Georgia, operated
by the Georgia Ports Authority (GPA).
The cranes are part of an order that Konecranes
received in 2011. In addition to the four STS cranes,
the order included 20 Konecranes rubber-tired
gantry cranes that have already been delivered to
the customer.
Port of Savannah is the fastest growing container
port in the USA and the second-largest port on the
countrys east coast. Exports are driving growth at the
port, which boasts a uniquely balanced export/import
ratio. It handled 12% of all US containerised exports
in 2012, a total of 1.6 million TEU.
The Super Post Panamax STS cranes have a lifting
capacity of 66 metric tons and an outreach of 61m.
Their design is identical to the STS cranes that
Konecranes delivered to the GPA a few years ago,
which turned out to be among the most productive
cranes in the USA.
Port of Savannah currently operates 116 Konecranes
RTGs and 23 Konecranes STSs.
Grup TCB to operate new terminal

at Puerto Quetzal
n Grup TCB, a global maritime freight
management organization, will operate the new
TCQ terminal at Puerto Quetzal, on the Pacific
coast of Guatemala, for the next 25 years with
an option to renew the contract.
To improve service levels and productivity of
container operations in the area, the company
will invest US$250m in new infrastructure.
The development of the new Puerto Quetzal
Container Terminal will be implemented in two
phases. In phase one, Grup TCB will invest
US$120m to build 300m of pier with a depth
of 12.5m and a yard area of 13ha. The second
phase will involve the yard being extended to
21ha and the pier to 540m with a depth of 14m.
The infrastructure will include four ship-to-shore
gantry cranes, a mobile harbor crane and
12 rubber-tired gantry cranes.
04

SHOWCASE 2014
n Governor Rick Scott and members of the Florida Cabinet

have approved US$150m in bond proceeds, which will finance
projects at Florida ports through the Seaport Investment
Program. The Florida Department of Transportation (FDOT) has
programmed US$150m in projects to receive bond proceeds
for 2014, which will be issued by the Division of Bond Finance.
Governor Rick Scott said, This US$150m investment in
Florida ports will strengthen Floridas role as a hub for global
commerce. Floridas ports support international trade and
domestic manufacturing, and create jobs for Florida families.
With this investment, we will continue to position Florida as a
leader in global trade and commerce.
Working directly with Florida seaports, FDOT has identified
a total of 16 projects to be funded under bond proceeds. The
ports that will be included in the improvements are: Port
Everglades, Port Panama City, PortMiami, Port Manatee
and JAXPORT.
NORTH
ATLANTIC
OCEAN
New Maasvlakte 2 launches Rotterdam
into the future
n The port of Rotterdam officially opened its new
Maasvlakte 2 facility in May. We have succeeded in
constructing this phase of Maasvlakte 2 according to
schedule and well inside budget, said Hans Smits, CEO
of the Port of Rotterdam Authority. Meanwhile, two new
container terminals from APM Terminals and RWG are
expected to open by the end of 2013. The first two of
a total of 26 automated rail-mounted gantry cranes
(ARMGs) were delivered to the APMT terminal back in
March. The ARMGs, along with two additional rail cranes,
were supplied by Austria-based manufacturer Knz GmbH.
The 30m-wide ARMGs will use a fully automated system to
load and unload containers onto and off truck chassis and
onto a fleet of 37 battery-powered lift automated guided
vehicles, which were delivered in June 2013.
SOUTH
ATLANTIC
OCEAN
GLOBAL
PAGEBRIEFING
HEADER
Hamburg ready for new mega-ships

n Four new gantry cranes designed for the latest generation
of mega-ships have been delivered to Hamburger Hafen und
Logistik AGs (HHLA) Container Terminal Burchardkai
(CTB) at the Port of Hamburg. The cranes will ensure
HHLA is able to handle ships carrying 18,000 standard
containers (TEU). The new container handling equipment
will be used at the Waltershof port, together with a fifth
gantry crane that will arrive later this year. The launch of the
newly delivered cranes will mark the completion of the
quayside expansion program at the CTBs Waltershof port.
With its 1.4km-long quay, the Waltershof port will now have
four mega-ship berths, with a total of 15 gantry cranes.
NORTH
PACIFIC
OCEAN
Hyundai Merchant Marine has opened its first ODCY in China

n Hyundai Merchant Marine (HMM) has opened a new ODCY (Off Dock Container
Yard) in Qingdao, China. The new container yard is HMMs first ODCY in China.
This is the first joint venture with state-run Shandong Province Communication and
Transport Group (SPCT), since beginning their partnership in 2012.
The ODCY is built on a 59,274m2 site and is capable of handling 350,000 TEUs
per year. The ODCY will consist of a container yard, container repair facility and
logistics warehouse. HMM will provide customers with loading, unloading, storage
and delivery services through a one-stop service system.
A total of US$15.9m was invested to build the ODCY, with HMM and SPCT
contributing 50%. The ODCY is expected to achieve profits of US$6.73m annually.
Port of Tauranga expands its container terminal facilities

n Port of Tauranga, New Zealands largest port, has expanded its container wharf
length by nearly a third, installed a new Super-Post Panamax gantry crane and
ancillary equipment, and grown its landside cargo capacity.
This marks the next phase of Port of Taurangas growth, said chief executive
Mark Cairns. Its a huge step up in the capability of New Zealands port
infrastructure. Were now in an excellent position to handle new services and
the growing trend towards more frequent visits from larger ships.
The capital expenditure program has included: the US$30m wharf length
extension at the Tauranga Container Terminal, increasing it by 170m (28%);
the installation and commissioning of a Liebherr Super-Post Panamax ship-toshore twin-lift gantry crane, increasing the terminals container cranes to six;
the purchase of six straddle carriers to transport containers to and from the
cranes; over the past two years, increasing ground slot capacity by 30% and
refrigerated container outlets by 60%; and the construction of a rail siding
including reconfiguration of the existing area to enable four trains to be loaded
and unloaded at once.
Cairns added, The investment program is the largest expenditure since the
container terminal opened two decades ago. It will be complemented by major
dredging works scheduled to begin later this year, which will widen and deepen
Tauranga Harbor shipping channels to accommodate larger vessels. These
investments are vital to ensure New Zealands exporters can remain competitive
globally. Port of Tauranga will continue to invest to ensure we lead New Zealands
port infrastructure developments into the future.
SOUTH
PACIFIC
OCEAN

SHOWCASE 2014
05
GLOBAL BRIEFING
APM Terminals launches service to improve efficiency

for shipping lines
n APM Terminals Zeebrugge has launched an extended gate concept.
The service will improve efficiency for shipping lines by providing a direct
connection from Zeebrugges natural deepwater coastal port to Antwerps
inland river port facilities.
Deepsea vessels that discharge in Zeebrugge instead of Antwerp save
12 hours sailing time. Under the extended gate program, an innovative offering
in the market, barges and trains will discharge containers at a dedicated
terminal on the right bank in Antwerp. The key benefit is that cargo owners
will have the flexibility to choose between ports and there will also be improved
hinterland access from both ports.
Although barge and rail transportation between Zeebrugge and Antwerp
has been previously available, this new synchronized service will be fully
managed and operated under the APM Terminals service umbrella without
any planning required from the shipping line.
This is a game changer, said APM Terminals Zeebrugge managing director
Mark Geilenkirchen. We offer similar transit times and even better reliability
than Antwerp as our dedicated barge and rail service is not affected by the
rivers tidal windows. In fact we have made it even easier for carriers now by
giving them access to two ports Antwerp and Zeebrugge in one call.
Maersk Line was the first customer to start using the service. All containers
destined for Antwerp were discharged from the mother vessel in Zeebrugge
and transferred by barge or rail to Antwerp. Robert Walter, operations
manager at Maersk Line Antwerp, said, We were very pleased with how the
extended gate was handled, a higher move count was realized by centralization
and end-to-end process management. The extended gate is the future.
Sri Lanka to become biggest transshipment

hub in the region
n A major infrastructure project currently in progress to
expand Sri Lankas main port of Colombo will make the island
the biggest transshipment hub in the region. It will make
Colombo Port accessible to a new generation of cargo
vessels and increase capacity.
The Colombo Port Expansion Project (CPEP) was
launched in 2006 and is costing US$500m, which is being
jointly financed by the Asian Development Bank and the Sri
Lanka Ports Authority (SLPA), with US$300m from the ADB.
Dr Priyath Wickrama, chairman of SLPA, said, The new
deep-water facilities are an important breakthrough for
Colombo as most big shipping lines prefer to deliver cargo to
a transshipment hub and to deliver from there to smaller ports
in the region. The new facility will reduce freight rates, making
Sri Lanka a more competitive hub and helping attract more
container traffic.
The ports container handling capacity pre-project launch
was 3.3 million TEU, and by completion in 2015 it will be able
to handle 8.1 million.
According to Wickrama, the port will soon be able to
accommodate not only the new 18,000-container capacity
ships, but even the next-generation 22,000-container
capacity vessels.
06

SHOWCASE 2014
INDIAN
OCEAN
Port services in Sabah

n Sabah Ports, the port operating
subsidiary of Suria Capital Holdings,
will invest US$75.8m over the next
two years to improve its port facilities
and equipment.
Suria Capitals board, as well as the
board of Sabah Ports, has approved
three berth-extension projects at
Sandakan Port, a jetty extension at
Sapangar Bay Oil Terminal and the
purchase of container and cargohandling equipment for the ports.
The company explained that Sabah
Ports would increase its containerhandling equipment fleet at Sapangar
Bay Container Port (SBCP), Sandakan
Port and Tawau Port. A company
representative commented, This
includes one additional ship-to-shore
gantry crane at SBCP to go with the
existing two units. Sabah Ports will also
purchase a new mobile harbor crane
for Sandakan Port in addition to the
existing unit, which will further improve
loading and discharging of containers.
The three ports, together with Lahad
Datu Port, will also be provided with
additional transfer and yard containerhandling equipment, which will be made
available by the end of 2013.
Sabah Ports is also currently studying
the requirements of the other ports with
the goal of further improving services.
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DP World carries out dredging program to accommodate larger vessels

n The largest dredging program for 10 years has been completed successfully by DP World at
its flagship Jebel Ali Port. Deepening the draft enables the port to handle a larger number of big
vessels at one time.
The dredging, added to the expansion work currently underway, will add one million TEU of
new capacity to Container Terminal 2 later this year and another four million to Container
Terminal 3 by 2014. This will enable Jebel Ali Port to handle 10 of the next-generation 18,000
TEU mega-vessels at the same time the only port in the region able to do so.
In total, 477,000m3 of soil has been dredged from 2,900m of quay wall at the Ro-Ro vehicle
carrier terminal, the tanker terminal and three container berths. The dredging deepened the draft
of the Ro-Ro and tanker berths from 10.5m to 11.5m, while container berths 14, 16 and 17 were
extended from 14m to 16m.
HE Sultan Ahmed Bin Sulayem, chairman of DP World, said, As the trade gateway for the
United Arab Emirates, the Middle East and the wider region, the capabilities of Jebel Ali are
regularly reviewed to make sure they are in-line with customers needs. As more of our customers
add larger vessels to their fleets, we have responded by deepening the berths to increase our
efficiency as a key link in one of the busiest supply chains in the world.
Djibouti starts construction of two major ports
New terminal for Saudi Arabias largest Gulf port

n Construction has started on a project seen as being fundamental
to King Abdul Aziz Ports gateway status the new second container
terminal at Saudi Arabias largest Gulf port, located in Dammam.
Saudi Global Ports LLC (SGP), the joint venture company set up
between the Public Investment Fund of the Kingdom of Saudi Arabia
and PSA International, will build, operate, and transfer the new
terminal on a 30-year basis. Dammam represents PSA Internationals
first port infrastructure project in the Kingdom of Saudi Arabia and
the Arabian Gulf.
Tan Chong Meng, group CEO, PSA International, said, PSA will
work in partnership with the Public Investment Fund and the Saudi
Ports Authority to enable the Saudi Global Ports terminal to excel in
container-handling operations and transform Dammam into the
preferred port of call to support the high trade volumes in the region.
When the new SGP terminal is fully developed, it will have a quay
length of 1,200m and 12 quay cranes, with a design capacity of 1.8
million TEU per year. The project has been backed by national
projects worth US$107bn, focusing on the development of
a railway link connecting the port of Dammam with Jubail, a city in the
Eastern province on the Persian Gulf coast of Saudi Arabia. Jubail is
also the largest industrial city in the Middle East.
08

SHOWCASE 2014
n Ismail Omar Guelleh, president of Djibouti, Africa, officially

launched the construction of the Damerjog livestock port
in Arta district and the multipurpose Doraleh port on
September 8, 2013.
The China Merchants Group is funding construction of the
two ports US$70m will be invested in the Damerjog port,
which will provide a terminal of nearly 700m long and will be
able to deal with up to five livestock ships at one time. It will
also have a substantial transit area of 5ha to hold arriving
cattle before they are loaded.
The new developments at the container port of Doraleh
will provide multipurpose facilities to relieve the main Port
of Djibouti at a total cost of US$400m, and will include
a 4km-long quay with 15 berths to handle 29 million tons
of cargo per year.
The first phase will provide for seven berths including
a Ro-Ro facility and six docking stations to accommodate
ships with cargo of up to 100,000 tons.
The president of the Djibouti Port and Free Zone Authority,
Abubaker Mohamed Hadi, said, The traffic from the port is
expected to reach two million heads of cattle in the first year.
Damerjog will be exclusively dedicated to livestock exports,
which will originate from all around the region. The export
earnings should amount to about US$500m a year.
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ort Community Systems simplify processes

and prevent ports from drowning in a
sea of paperwork so how do the EUs
e-initiatives fit in
Just as the terminal equipment sorts and moves the

physical boxes, so ort Community Systems receive,
process and move the information that must accompany
them. The alternative would be a quagmire of paperwork
and, frankly, the major container terminals would
simply grind to a halt.
et, when the European ort Community Systems
Association E CSA was formally launched two years ago,
there seemed to be a woeful lack of understanding of the
role CSs play in the supply chain. E CSAs members have
focused particularly on raising their profile at national,
llustration by Ben Miners
n Ships get larger, the stacks of containers get wider

and higher, trade volumes continue to grow and, at
the same time, the pressure is on for e ciency and
speed in ever more complex, time-critical supply chains.
The role of giant quay cranes, nimble yard
equipment, slick terminal operating systems and
strong hinterland links in the seamless ow of
containers, would probably be clear to everyone.
But behind the scenes, and less understood, there
is another set of pressures being absorbed by ort
Community Systems CSs .
Community s
12

SHOWCASE 2014
y spirit
SHOWCASE 2014
13
European and international level and even, it has to be

said, defended their corner against a ood of European
Union e-initiatives, many of which seem to have been
dreamt up without giving a thought to what PCSs have
been doing for years.
When Alan Long, managing director of Felixstowebased Maritime Cargo Processing (MCP), took over as
EPCSA chairman at the start of 2013, he emphasized the
importance of maintaining close contact with o cers
and decision-makers in the European Commission.
Earlier this year, the EPCSA chose Brussels for the
venue of its conference focusing on Simplification of
Port Processes. As EPCSA secretary general Richard
Morton puts it, Policymakers and the industry agree on
the urgent need to reduce the administrative burden on the
shipping industry. The conference was an opportunity to
consider how the two sides are responding, and what will
be the impact of European policy including Blue Belt,
e-maritime and the push for National Single Windows.
14

SHOWCASE 2014
Above: Port
Community
Systems keep
the information
flowing
avoiding a
quagmire of
paperwork and
huge container
backlogs
For example, the EU Directive 2010/65 on ships

reporting formalities requires all EU member states
to accept electronic reports via a Single Window by a
June 1, 2015 deadline. While there is much debate about
how this can be achieved, EPCSA continues to press
home the message that there are obvious and important
parallels with existing PCSs, and the operators of these
systems are already well placed to take up the Single
Window challenge.
Morton defines CSs as electronic spiders webs of
information that keep all parties port authority,
terminal operator, shipping line, customs, shipping
agent, haulier, statutory inspection bodies linked into
the progress of a container, so all information is keyed
just once, rather than being endlessly duplicated.
Simplification of processes is necessary to improve
the throughput of Europes sea ports and airports (in
which PCSs also work), says Alan Long. We have seen
a lot of EU directives, initiatives and regulations coming
EPCSA MEMBERSHIP GROWS

n The EPCSAs six founding partners are: Soget, Le Havre, France; Maritime
Cargo Processing, Felixstowe, UK; Portic, Barcelona, Spain; Portbase,
Rotterdam and Amsterdam, Netherlands; dbh, Bremen, Germany; and Dakosy,
Hamburg, Germany.
In its first two years, the association has expanded rapidly, so that it now has
about 20 members from across Europe, Ukraine and Israel, with others lining up to
join. For anyone who needs convincing of EPCSAs influence, at the latest count
its members operate in ports that are handling between them more than 70 million
TEU a year, and 2 billion metric tons of cargo.
Yet there is simply a lack of knowledge in this area, according to EPCSA vice
chairman Piet Jan ten Thije, strategy and business director of Portbase. We need
to help the authorities understand what PCSs already do, so they can avoid
unnecessary duplications in development. They could otherwise end up bypassing
PCSs and spending millions of euros of taxpayers money that they dont need to
spend, he says.
EPCSA started from nowhere in terms of international organizations
understanding about PCSs, says Pascal Ollivier, Sogets director of corporate
development and the immediate past chairman of EPCSA. The EC, United
Nations and World Customs Organization were our three main targets, and in
less than two years they all understand the value proposition of PCSs.
out in the transport and customs area, and we need to

remember: although we need simplification, we need to
make sure we dont reinvent the wheel and throw away
what we have already got.
Every PCS has its own way of operating, but the
overall objectives remain constant, adds Long. It is
vitally important to use information as much as possible
and as e ciently as possible. CSs can act as clearing
centers for information. The advantages seem quite
straightforward to us avoiding double or multiple
input of information and reusing information. The
alternative, previous to PCSs, was seven copies of a
manifest around the port, with all seven having to be
amended when anything changed.
The European Commissions Directorate General for
Mobility and Transport (DG Move) has recognized the
importance of PCSs. At the EPCSA conference, Jukka
Savo, policy o cer for maritime transport facilitation at
DG Move, explained how Europes e-maritime initiative
Alan Long, chairman of EPCSA (above right);

Richard Morton, secretary general, EPCSA (above
left); Damian Viccars, Brussels representative
for the World Shipping Council (top right); and
Jukka Savo, policy officer for maritime transport
facilitation at DG Move (top left)

SHOWCASE 2014
15
COTONOU COUNTS
n One statistic from the Port Authority of Cotonou (pictured) illustrates the
dramatic impact that a PCS can have on efficiency. In 2011, it took 39 days for a
shipment to pass through all the processes and exit the port. Then, a joint venture
of the French PSC operator Soget and the Bureau Veritas Group was awarded
the concession to develop and implement a Port Single Window. The new system
was operational 11 months later and within one year of operation, the use of the
Port Single Window had reduced that 39-day marathon to less than six days.
Today, all business processes are streamlined and fluid, from customs authority
to final importer of cargo throughout shipping lines, terminal operators, freight
forwarders, port authority, customs authority, truck operators, government
agencies and banks, enabling the whole port community to be more efficient,
says Pascal Ollivier, director of corporate development at Soget.
Cotonou received a Gold IT award from the International Association of
Ports and Harbors in recognition of the successful implementation and operation
of the Port Single Window.
The project is a real milestone in the modernization of the country, allowing the
country to be in line with international trade regulations, says Rabih Halabi, senior
vice president at Bureau Veritas. In addition, the Port Single Window enables the
government to secure revenue collection and benefits operators by allowing them
to be more competitive.
is looking to ease administrative burdens for shipping

within Europe. The EU is highly dependent on
maritime transport. Shipping has a several advantages,
including lower costs and lower impact on the
environment, he said. But shipping isnt used to its
full potential and we can look at the barriers that might
be there to reduce its e ciency the considerable
administrative burden.
National Single Windows will require information
needed by law to be reported only once, Savo said. No
authorities should come back and ask for the same
information again and if that scenario really does
materialize, we would surely hear a collective sigh of
relief from ships captains and senior o cers, who can
spend more hours on repetitive form-filling and
paperwork than on actually running their ship.
Savo emphazised, Dont throw away existing
systems if they are already serving their functions; they
should remain there, and the information should be
exchanged with the national system. PCSs play an
important role in ports. Without them, planning and
executing ship, cargo and passenger movements in
ports, and with their hinterland connections, is di cult.
If the National Single Windows will be important for
16

SHOWCASE 2014
reducing the administrative burden, PCSs remain the

core of improving the overall operational e ciency in
the ports.
Other speakers highlighted the need for as much
harmonization as possible. The EU remains a mosaic
of national, regional and even port-specific reporting
requirements, said Damian Viccars, representing the
World Shipping Council (WSC). This really doesnt
make sense in the context of a single market, he said.
He made a plea for a set of reporting formalities that
would be accepted in every EU port from Liverpool to
Limassol and urged that harmonization should be
achieved across the field as soon as possible.
The WSC is working with European Community
Shipowners Associations (ECSA) to develop a harmonized
e-manifest, which, Viccars said, could be used together
with PCSs to achieve the operational, economic and
political ambitions that industry and regulators have.
In July, the EC published two key proposals to boost
seaborne transport and trade within the EU. First, it
wants to improve the EUs Regular Shipping Service
(RSS), under which, for RSS shipping companies, EU
goods carried on their services do not automatically
lose their union status when they leave an EU port.
This removes customs formalities when the goods are
discharged at another port within the EU. However,
only 10-15% of EU maritime tra c mainly ferries
operates under the present scheme due to serious
shortcomings in its operation and application process,
according to the WSC and ECSA.
The EU proposals will significantly facilitate the
take-up of RSS status, says Alfons Guinier, ECSA
secretary general. The EU has had a long-standing goal
to boost shortsea shipping and to level the playing field
between maritime and other modes of transport. These
proposals go a long way to achieving that.
However, both the WSC and ECSA warn that
improving the RSS scheme will not be enough on its
own. RSS is limited to vessels calling exclusively at EU
ports: And this simply does not correspond to the
reality that globally routed shipping services transport
the majority of goods moved intra-EU by sea.
The WSC and ECSA say the ECs second proposal,
to establish a uniform electronic manifest, is critical to
meeting the ECs political objectives. However, EPCSA
members are less enthusiastic about this proposal;
members say that alternative solutions have not been
considered and that the 2015 deadline for implementing
the e-manifest is entirely unrealistic.
FLORIDA FOCUS
KEY FACTS
Port Manatee

Container cranes: None;
some non-dedicated equipment
9 million
2012: Some
STATE
OF PLAY
With a population rapidly approaching 20
million, and booming tourism and fertilizer
industries, Floridas ports continue to
expand and develop
Stephen Morrill, Shipping Port International
18

SHOWCASE 2014
n Floridas unique geography a peninsula 720km long

has created special needs, with four ports on the
Atlantic coast and two on the Gulf coast serving this
isolated state. Jacksonville, Port Everglades, Miami and
Tampa, most notably, have developed and expanded
over the years. There are three common themes an
isolated cargo hinterland, access to one of the worlds
largest sources of phosphatic fertilizer, and a booming
tourist economy. The closest outside ports to Florida for
other cargo are Savannah, Georgia and Mobile,
Alabama, making cargo importing and exporting more
economical from ports on the peninsula itself. And
several ports in Florida particularly Miami and Port
Everglades boast the largest cruise ship industry in
the world.
PortMiami
PortMiami is located squarely in downtown Miami on
the man-made Lummus Island and reached by a short
highway bridge from the mainland. The channel,
through Government Cut, is short and 13.4m deep. As
of mid-2013 truck access to and from Lummus Island is
through the Miami streets for a short distance, and then
to interstate highways and the Florida Turnpike to north
Florida and interstate access to southwest Florida. There
are improvements scheduled or underway to improve
both channel depth and vehicular access.
Florida is one of the fastest-growing states in the
USA, with an estimated population of more than 19
FLORIDA FOCUS
KEY FACTS
Port Canaveral
Channel draft: 10.0-11.6m

Total tonnage handled in 2012: 3 million-plus
Containers (TEUs) handled in 2012: None; some
non-dedicated equipment
Notes: Three cruise lines. Nearest port to Orlando area.
Largest cold storage facility on the East Coast
million. Much of that growth is in south Florida, with

more than five million people in the immediate
vicinity of the port Miami- ade, Broward and alm
Beach counties .
ortMiami is a landlord port, having lease
agreements with cargo terminal operators. Terminal
operators furnish wharfage, dock, warehouse and
other marine terminal services. Operators are the ort
of Miami Terminal Operating Company OMTOC ,
Seaboard Marine, Termalink and South Florida
Container Terminal.
The port is the principal container port for south and
east Florida and more than a dozen of the worlds top
shipping lines call there. The nine container gantries
handled just under one million TEU containers in 2012.
Two of the nine are super post- anamax size, able to
span 1m to service even the largest planned
containerships in the world, the Maersk Triple E class.
Four new super post- anamax cranes with capacity
to handle the new generation of larger container vessels
were delivered in October, 201 . ortMiami will have a
total of 1 cranes by the end of 201 , with six in the super
post- anamax category.
hile more than half of the ports cargo trade is with
the Caribbean and Latin America, European and Asian
ports are also part of the mix. China alone accounted for
27% of imports into Miami in F 2011. In all, ortMiami
imported more than 2.7 million short tons of cargo in
2012 and exported more than .1 million short tons.
KEY FACTS
PortMiami
Channel draft: 13.4m to be 15.2m by 2015

Container cranes: Nine now; 13 in 2014
Notes: Major container and cruise passenger port. More
than 4 million passengers/year
In partnership with Florida East Coast Railway FEC ,

ortMiami is restoring on-port rail with links to the
national rail system. An intermodal rail project will
bring Florida East Coast Railway transport directly into
the port. The new ortMiami-FEC service will move
goods to 70% of the US population in four days or under.
The first phase of this project is scheduled for
completion later in 201 .
In all, the port is implementing more than US 2bn
in infrastructure improvements. A car and truck tunnel
project currently underway and scheduled for
completion in May 2014 will relieve congestion on
downtown streets and provide a second access leading
direct from the port to the interstate highway system.
The ship channel is scheduled for deepening to 15.2m
in time for the anticipated opening of the expanded
anama Canal in 2015. As well as by then having
expanded container-handling capacity, Miami will be
the only 15.2m-depth port south of orfolk, irginia.
ortMiami handled 1, 49 vessels in F 2012. But
although ortMiami is crucial to cargo imports and
exports in Florida, its probably better known as the
cruise capital of the world, with seven cruise terminals
handling 11 cruise lines. Ships homeporting here vary
with seasonal relocations to other cruising grounds but
Miami welcomed more than four million passengers in
2012. More ships are scheduled for 201 . Regent Seven
Seas Cruises and isney Cruise Line began sailing out
of Miami last fall. The ort will soon welcome another
new cruise brand when the upscale Italian line MSC
Cruises brings its newest ship, the MSC ivina, for the
201 -2014 cruise season. ortMiami has welcomed more
new ships than any other cruise port for the 201 cruise
season, including the Carnival Breeze, Celebrity
Re ection and Oceania Riviera. In February 2014,
ortMiami will welcome the orwegian etaway,
orwegian Cruise Lines newest ship, now under
construction in ermany.
SHOWCASE 2014
19
FLORIDA FOCUS
KEY FACTS
Jacksonville
JAXPORT plus 20 private
terminals

Container cranes: Six
18.2 million
2012: 923,000
Notes: Major container port.
Number-one vehicle export port
in the USA. One cruise line
KEY FACTS
Tampa Port
Channel draft: 13.1m, less in places

Container cranes: Three now, three
more to be added (unscheduled)
33.8 million
Containers (TEUs) handled in 2012:
40,000
Vessels handled in 2012: 731
Notes: Geographically and in tonnage,
Tampa is Floridas largest port. Exporter
of phosphate fertilizer, imports fuel for all
west and central Florida. Some cruise
lines with about one million passengers
per year
Tampa Port
Tampas port is by far the largest in Florida and one
of the largest in the USA by tonnage handled. The
immediate hinterland has a population of eight million
and that number is growing each day. The port handles
more than a third of all Florida cargo and also
represents about a third of Florida exports to the
booming Latin American market. In FY 2012 the port
handled about 2,800 vessels. Cargo vessels imported or
exported more than 34 million tons of cargo, 32.6 million
of which was bulk.
Geographically the port is huge, covering 2,000ha
spreading from downtown Tampa down the east side
of Tampa Bay. The Port of Tampa is a landlord port and
owns and operates much of this area, with operations
handled by Ports America. Private terminals for export
of phosphate fertilizer and import of fuel represent most
of the remainder. Tampa supplies a good portion of the
worlds phosphate fertilizer.
20

SHOWCASE 2014
Though founded on the four legs of breakbulk

import, phosphate export, chemical imports to service
the phosphate industry, and fuel imports to supply the
entire central part of the Florida peninsula, the port has
expanded into cruise ship operations and container
handling, and now encourages some on-site processing
facilities that complement the port activities.
With on-dock rail service and a mobile harbor crane
with 100-ton lift capacity, the Port of Tampa handles
practically every type of general cargo. As Floridas
largest steel port, Tampa has developed into a major
steel processing and distribution center with products
ranging from pipe, coils and wire rod to scrap.
Automobiles, as well as high and heavy construction
equipment, are handled at dedicated terminal facilities.
Tampas location is a good one for distribution to
central Florida and points north, as well as south along
the states west coast. There are interstate highways
north, south and east and the I-4 corridor between
FLORIDA FOCUS
KEY FACTS
Port Everglades (Fort Lauderdale)
Channel draft: 12.8m but varies

Container cranes: Eight
Notes: Major container and cruise passenger port,
3.8 million passengers/year
Tampa and Orlando has become a major region for

corporate warehouse/distribution networks. Completion
of improved surface roads, scheduled for late 2013,
should permit a truck leaving the port to travel via
interstate highway as far as the Canadian border
without encountering a single tra c light.
Container operations started slowly in past years but
the port is quickly developing enhanced capability. In
FY 2012 the port handled 39,882 TEUs. The one container
berth now has three gantry cranes and there are plans
to add more by the end of 2013. Some of the new cranes
may be post-Panamax, capable of spanning even the
new Maersk Triple-E class ships. ZIM and MSC both
currently use the facility.
The container berth has two new features a transfer
warehouse for temporary storage and repackaging
containers and a rail line permitting loading direct onto
unit trains. The trains currently ship methanol but there
are plans to use the facility for any cargo where direct
rail connection to the US markets as far north as Chicago

and along the entire east coast are needed.
A joint intermodal rail project Tampa Gateway Rail
is creating the USAs first ethanol unit train-to-pipeline
distribution system, and Floridas first on-dock intermodal
container terminal capable of handling unit trains.
On the liquid bulk side, nearly US$50m is being
invested in refurbishment of the Port of Tampas Richard
E Knight (REK) petroleum terminal complex, which
provides the key link for meeting the needs of central
Florida consumers plus the aviation fuel demands of
Orlando International Airport. The REK petroleum
terminal redevelopment will modernize and improve
e ciency, navigation and safety. Completion of the
new terminal will be in late 2014.
Cruise ships have called at Tampa for many years and
that business is expected to expand. In FY 2012 the cruise
terminals handled 974,259 passengers on 213 ship visits.
Shipbuilding and ship/barge/tug repair is big
business in Tampa. There are four shipbuilding or
ship-repair yards, some with oating drydocks, others
with permanent and large drydocks (up to 274 x 45m)
and overhead cranes permitting construction as well
as repair.
The Tampa Port Authority has more than 400ha of
industrially zoned land with deep-water access. Rail
service, utilities and port security are available to most
sites. Contiguous parcels are as large as 20ha and can
be subdivided into parcels as small as 1ha. Parcels are
available with direct waterfront access; other sites are
close to public access berths. Flexible options are
available to convey or pipe commodities from public
berths to these sites. Some parcels are in Free Trade Zones.
Other ports in Florida
Floridas other ports range from small niche businesses
to large bases vital to a growing population and light
industrial hinterland.
Jacksonville is the closest port to the remainder of the
USA and is in a close tie with Port Everglades and Miami
for handling containers. The Jacksonville Port Authority
JAXPORT manages three public terminals and hosts
one cruise line. It is the top US port for vehicle exports.
Twenty private terminals also line the St Johns River.
Port Canaveral, formerly famous as the site where
space shuttle booster rockets were towed in after
launches, is the closest port to the Orlando area and has
the largest cold storage facility on the US east coast.
Port Everglades (Fort Lauderdale) handles slightly
more containers than nearby Miami and almost as many
cruise ship passengers.
Port Manatee, on Tampa Bay, just south of the port of
Tampa on Floridas west coast, bills itself as the closest
US port to the Panama Canal. It recently expanded its
wharfage and has a major upland site for development
of port-related activities.
SHOWCASE 2014
21
I ll
us
tr a
tio
by
Sh
aw
ie
ls
en
ENVIRONMENTAL FOCUS
22

SHOWCASE 2014
ENVIRONMENTAL FOCUS
The European Union has published proposals that

will o er more favorable rates to ports and ships that
manage to improve their environmental performance
GREEN
DREAM

SHOWCASE 2014
23
ENVIRONMENTAL FOCUS
n Locally grown tomatoes are not always the greenest.

A recent statement from the Port of Gothenburg
illustrated the seemingly con icting dynamics of
reducing carbon in ports while considering carbon
along the supply chains they fit into.
The Swedish port is recognized for its wide-ranging
e orts to be green, including o ering reduced tari s
for ships using low-sulfur fuel, operating a Railport
system in which more than 50% of containers travel to
and from the port by rail, and putting sustainability at
the center of recent concession negotiations in the
privatization of its container and Ro-Ro operations.
However, a recent study commissioned by the port
asked a di erent sort of question: Can Spanish-grown
tomatoes that are transported all the way to this country
be a better alternative from a climate point of view than
Swedish-grown tomatoes?
The answer is yes, according to the Swedish Institute
for Food and Biotechnology report, which concluded
that, in some cases, transport actually contributes to
reducing carbon emissions. Compared with tomatoes
grown in Alicante and transported to Sweden, more
emissions were generated by greenhouse-grown
Swedish tomatoes, because their production requires
heating for a large part of the year.
Asa ilske, the ort of othenburgs senior manager,
sustainability, says,
e have focused for a long time on
24

SHOWCASE 2014
Above:
The Port of
Gothenburg
supports
shipping lines
and operators
that opt for
a fuel with
a maximum
sulfur content
of 0.1%
creating sustainable transport solutions. We are now

taking a further step forward by looking at the complete
lifecycle, from production to consumption. By doing so,
we can create a fairer picture of total climate impact.
At present, almost all Spanish tomatoes consumed in
Sweden are moved by road, but the ort of othenburg
has now begun a collaboration with the Port of Bilbao
to switch more freight from road to sea. Apart from
reduced environmental impact, increased use of
shipping will also reduce the pressure on extremely
busy roads in Europe, says ilske.
Like othenburg, ports such as Rotterdam and
Hamburg are already o ering lower rates to ships with
a better environmental performance, and the European
Union has published proposals that would legislate for
this to happen across the ports sector.
orts should consider whether to reward operators
who anticipate or exceed the application of mandatory
environmental standards and promote the use of
door-to-door, low-carbon and energy-e cient logistics
chains, such as short-sea shipping, it said.
All of this re ects ports growing concerns with
carbon generated beyond their own boundaries.
However, facilities expert Marie-Clare Brind says ports
should first focus on running their own operations at
maximum carbon e ciency and save money at the
same time. She says many dont realize just how much
ENVIRONMENTAL FOCUS
CAPITAL IDEA
The Port of London Authority (PLA) has set itself a target
of reducing its carbon footprint by around a fifth compared
with its 2005 performance, by 2020. This will be measured
across buildings, launches, radar sites and every other
operational area.
We have been monitoring our carbon footprint closely
and the progress has been good, says Nicola Jenkins, the
PLAs environment manager. Our efforts include major
steps such as our plans to install solar power at Denton
Wharf, but just as important is day-to-day to awareness. We
try to make everyone at the PLA more aware of what they
are ordering and using, the heating and lighting they use,
and the way they plan their travel to meetings and work.
In its broader environmental work, the PLA has carried
out extensive work on Olivers Ait, a wooded island in the
upper reaches of the tidal Thames. Managed on the PLAs
behalf by the London Wildlife Trust, the island, with its
mature trees, provides a haven for nesting and roosting
birds and bats.
Protection and management work was needed to ensure
the long-term future of the island and the habitat it provides,
and significant work by the PLA included reconstruction of
the revetment wall, clearing unsafe and dying trees and
general maintenance and improvement.
di erence they can make to their own bottom line and

carbon footprint: There are three reasons for reducing
energy use: first, it saves money, which is a very
welcome positive benefit second, there is regulation
and related taxation which is going to get heavier and
third, port users are under pressure themselves to green
their supply chain including their own facilities and
those they use. Energy Savings erformance contracting
is growing up fast if you can save 10-25% of your annual
energy bill without having to fund the capex and
improve your carbon footprint what are you waiting
for But many ports just dont have the time, money or
expertise to work it out.
Brind is director of Sustainability lus Europe, a
company that works with clients from a wide range of
industries. Its experts carry out a detailed green audit
of buildings and equipment, which includes terminal
lighting, refrigeration, heating, cranes, etc then they
draw up a range of options and suggest a three- to
five-year game plan on reducing energy use. If they
do it properly, the client is going to save money
whats not to like she says.
e can generally save
25% per annum on practically every large building we
go into, within two years that just proves how much
waste there is.
But on top of that, there are issues such as the U s
Energy Act, under which it is likely that from 2018, any
Above: The
extra cost of
using cleaner
fuel within the
Gothenburg
traffic area
will be
compensated
up to 250,000
Skr per year for
each vessel
building that has an Energy erformance rating of less

than an E can no longer be let to tenants. That will have
a huge e ect on assets companies could end up with
buildings they cannot let. Because ports tend to be
shipping-focused, often even their advisors are not
aware of this impending issue. e ask them: are you
aware that your tenants are going to start some tough
negotiations because the building they occupy is only
rated and they dont want to occupy it And, more
broadly: are you aware that some customers wont use
your port in the future unless your green performance
matches their own rising CSR standards or international
ratings such as ISO 14001
Spanish port operator oatum is involved in a series
of environmental projects, including its own green
terminal in Santander, which it describes as the only
dry bulks terminal in the north of Spain that takes the
greatest care in environmental issues.
All our terminals have the highest-level
environmental certificates, which are a corporate goal
for them, says a spokesman. On the other hand, we
are aware of the importance of integrating eco-e ciency
actions and policies into our corporate strategies, and
the European REE CRA ES project is a good
example of this.
REE CRA ES is a TE -T Trans-European
Transport etwork Executive Agency project aiming to
SHOWCASE 2014
25
ENVIRONMENTAL FOCUS
5 WAYS TO REDUCE YOUR ENERGY BILL

Check the Building Management System (BMS) settings. Frost point should
be around 8C but check manufacturers specific instructions. Also check that
timer settings are in line with building usage.
Check temperature settings on hot water storage and reduce to 55C.
Add timers to small power-using equipment can also be added to some
hot water systems.
Undertake a lighting survey and upgrade lighting and controls where possible.
Consider an Energy Saving Performance Contract to forward fund capital
improvements and take advantage of renewable energy incentives such as
RHI and FITs.
reduce greenhouse gas emissions substantially in

container terminals. It has, for example, studied the
viability of running a eet of terminal tractors on L
instead of diesel, an option it says would reduce H
emissions by 1 % and Ox by 90%. It has also noted that
rubber-tired gantry cranes RT s are often equipped
with generators far too powerful for the type of work
they are actually doing and says that adapting
generators to meet their real needs could halve energy
consumption and H emissions.
roject partner oatum is to carry out two pilot
projects in its Valencia container terminal one to test
the viability of L
to fuel its terminal tractors, the
other to adapt the generators on its RT s to match the
energy demand of port operations.
The objective of REE CRA ES is to enable
container terminal managers and investors, EU policy
makers, citizens and industry to understand and decide
which technologies generate the best socio-economic
value and have the highest potential for rapid
deployment at EU level, says oatum. Intended to
guarantee quick deployment at EU level, particular
attention will be given to the definition of standards that
support the swift creation of critical mass in the EU.
On the other hand, we are working through
di erent technologies to lower the power consumption
in the lighting towers of our terminals. For instance, the
lighting towers in oatum Container Terminal alencia
are 40m high. We are pioneers in this kind of
lighting towers project with this height in
maritime terminals worldwide.
26

SHOWCASE 2014
Right:
Shipping lines
taking part in
Gothenburgs
Improved
Fuel Quality
Program
include Maersk
Line, Thun
Tankers, Stena
Oil, Top Oil,
Scandinavian
Shipping and
OW Bunker
Water walls and unwanted walls

Proposals for a green terminal in Hamburg have the
emphasis on bio-construction including the use of
renewable energy (photovoltaic, tidal current turbines,
wind turbines, geothermal energy , on-site power
supply biomass woodchip power plant , noise
reduction measures (including the idea of a water wall
to block out terminal operations noise , reducing energy
consumption through automated lighting control and
energy recovery the use of L
onshore power for
ships; and the construction of a four-story distribution
center, to provide four times the amount of space on the
same footprint.
The concept also features the incorporation of a
geothermal system to provide temperature control in
handling and logistics areas this prevents ice and
snow in the winter, which eliminates the need for salt
as well as delays because of icy surfaces, and also
prevents the formation of land grooves in hot weather.
Such a system can increase the safety and durability of
the terminal surface, increasing life expectancy of the
surfacing from 15 to at least 20 years, she said.
The ort of Tyne in northeast England is particularly
focusing on encouraging fuel-e cient driving in its
logistics transport eet, while e orts to minimize noise
from port operations include fitting reduced-sound
reversing alarms to site vehicles, overnight activity
controls, and operational modifications applied to
handling potentially noisy cargos. Air quality is
monitored on- and o -site and compared with other
parts of the region to ensure it remains well within
national standards, and measures to reduce potential
dust emissions for bulk cargos, including coal and wood
pellets, are rigorously applied and monitored around
the clock, say the port o cials.
However, while reducing local noise, light, and air
pollution is generally seen as positive for local residents,
being green is not always appreciated. Estonias ort of
Tallinn has worked hard to reduce the impact of port
activities on local residents, but Hele-Mai Metsal, head
of the ports infrastructure development department,
says, At Muuga the main harbor , we are very
close to a residential area and there is a noise issue,
including rail. Two years ago, we put up a high
wall to reduce noise and local residents were
not happy because they lost their view of the sea.
MAN OR
MOUSE?
28

SHOWCASE 2014
With more ports considering

automation technology to
increase productivity in cargo
handling and safety around
terminals, is manpower a thing
of the past?
n Go visit a large car manufacturing plant, and you

would expect a high level of automation. Automation
in car plants was first introduced in the 19 0s how
would they carry on manufacturing without it? says
Yvo Saanen, managing director of Dutch ports software
specialist TBA. Now, if you look at the repetitive tasks
in a container terminal, it just doesnt make sense to
have big dangerous machines being driven around
by humans who lack discipline compared with the
consistency of a robot. Especially in yard automation,
it is just a no-brainer.
And yet, real automation is still viewed as a relatively
new, developing concept in large sections of the ports
industry. Highly automated ports are often spoken
about as almost futuristic, and theres even debate about
what exactly constitutes an automated port.
The answer to that latter point, says Saanen, can
be many things. But he divides it into two main types
of automation.
First, administration that is, the tasks of o ce
people, or information transactions. That might be
updating the location of containers in the yard, gate
automation, or automated vessel planning as opposed
to manual drag and drop stowage programs.
Second, robotization which means the driverless
machines of various kinds, including yard cranes, quay
cranes, etc.
So, what are the advantages? Its tempting to imagine
it is all about saving on manpower costs, but this is not
SHOWCASE 2014
29
necessarily top of the agenda. Rather, it is about

e ciency, speed, accuracy and safety, says Saanen. For
example, gate automation will save labor and make the
gate process swifter, but it will also make the area safer,
because you wont have a lot of people walking around
and trucks passing.
Automation has always been about delivering more
productivity in cargo handling, but in these more
environmentally conscious times it also holds the
promise of benefits such as reduced lighting because
robots dont need the terminal to be lit up like a
Christmas tree at night and less noise because
computer-controlled equipment is more precise in
picking up and placing containers). Taking humans
out of the equation can also enable ports to continue
operating in weather conditions that would otherwise
prove impossible, for reasons such as visibility and safety.
30

SHOWCASE 2014
Automated cranes
For example,
orld London ateway, opening in the
fourth quarter of 2013, is taking delivery of 40 automated
stacking cranes, which, it says, will deliver reliable and
e cient operations 24 hours a day, whatever the
weather. The ASCs will be fully automated, running
on electrified rails, so they can operate 24 hours a day
with no distractions.
At the ort of Rotterdam, A M Terminals new
Maasvlakte II terminal will open next year with
ship-to-shore cranes operated by remote control. There
wont be any drivers climbing up to the cabins the
cranes wont be fitted with cabins. Instead, the cranes
will be controlled by operators sitting comfortably in
a nearby o ce.
Fully automated quay cranes are a major step up
from the safety and working conditions point of view,
Above: London
Gateway says
its automated
stacking
cranes, running
on electrified
rails, will have
the capability
to operate 24
hours day with
no distractions
SCALING UP OR DOWN?
Can smaller ports benefit from automation? What are the
cost and ROI implications?
n Although the benefits of automation
may seem clear for ports handling
millions of boxes a year, what about
smaller operations? Automation has
already been proved successful at
terminals handling 500,000 TEU and
it will work for lower throughputs than
that, says Yvo Saanen, managing
director of Dutch ports software
specialist TBA. Whats important is
that you have a certain stable container
volume. If you have 250,000+ TEU,
because instead of the driver sitting in a glass box

moving up and down the quay, he or she sits in a nicely
acclimatized o ce with other colleagues, says Saanen.
When the shift changes, they dont have to climb up
and down the cranes, so that instantly becomes more
e cient, while workers conditions are improved
dramatically when they are in an o ce rather than eight
hours in a straddle carrier or crane.
Speed has long been of the essence, but never more so
than now, with Maersk Lines 18,000 TEU Triple E class
vessels entering service and other lines following suit in
terms of vessel size and capacity. orts are under
pressure to turn these monsters around, with much
higher box exchange numbers, in the same time as their
smaller predecessors.
Importantly, however, these ships are not getting
longer they are getting broader and higher. This means
and are in a mid- to high-labor cost

environment, the business case is
really sound for automation, he says.
However, it requires a lot of capital
investment up front, so if your volumes
are not guaranteed for a long period of
time, to raise that capex is difficult.
If there is a stable volume flow,
the payback on automated operations
across the EU, the USA, Australia,
Japan, Korea, Brazil and elsewhere
would be within seven years, he says.
that the number of cranes deployed alongside cannot be

stepped up in proportion to the overall size of the ship.
The only option is that the cranes must work faster and
at some point there must be a limit on what is humanly
possible, in terms of speeds, accelerations and working
heights. Remote control takes away those limitations.
So what are the drawbacks Saanen, described within
the industry as a port automation guru, says, Looking
at all the major automation projects so far, there have
been teething problems, but there have been no major
disasters. If there were problems, a solution has been
found within a couple of months. Of course, there is
much, much more preparation work to be done before
going live than you have with a conventional terminal,
so projects take longer to come to fruition.
Developing the software also demands a very vivid
imagination every possible permutation has to be built
Above: The
cranes at the
Euromax Terminal
Rotterdam have
a reach of 23
containers wide

SHOWCASE 2014
31
THE HUMAN IMPACT

How does automation affect the workforce, and how can it
improve the work environment?
n Automation doesnt
necessarily mean less
labor. An automated port
still needs people but
it typically requires more
highly skilled people.
You need a different
type of maintenance
personnel you are
moving from maintaining
diesel to electric
machines, says
Yvo Saanen of ports
software specialist TBA.
You need to have those
skilled people in place.
You are moving from a
corrective maintenance
environment to a
preventive maintenance
one, because if one link
doesnt work, the whole
system might come to a
halt. You are reliant on
well-planned operations
and maintenance you
have to have that attitude
to be successful.
Then there are the IT
wizards there is a clear
shortage of IT expertise
in the market, Saanen
says, on both the
manufacturing and
customer side. Health
and safety must also be
considered. More
precautions must be
taken, such as safety

gates and failsafe
systems. Systems and
procedures must be in
place to ensure that
when a person enters
a specific area, no
automated vehicle will
go into that area.
However, the number
of people actually
exposed to those risks
is so much lower than in
conventional operations,
and safety is not reliant
on human vision. The
machine drivers blind
spot has led to many
accidents in ports. .
in, because a computer program doesnt have the

exibility to understand the exceptional. For example,
you may have two automated machines working
together, he says. If you dont have every eventuality
covered, you could end up with a situation you didnt
think about and it just doesnt work. As you go
through the process, you find scenarios you havent
thought of.
However, at the worlds most automated container
terminals Euromax in Rotterdam, Altenwerder in
Hamburg, A MT in irginia the software landscape is
already much more standardized than in those that
32

SHOWCASE 2014
Above: The HHLA Container

Terminal Altenwerder (CTA) in
Hamburg is nearly fully automated,
with a total of 22 cranes
made earlier moves into automation. ou have

established suppliers delivering their products already
built, tailor-made, says Saanen. All these systems
are maturing.
One of the issues that always crops up in the
automation debate is the question of performance. There
is, says Saanen, a perception that automated terminals
dont perform as well as their conventional alternatives.
I think that is not true. eople are just looking at crane
productivity and of course there are a couple of
terminals in the world that perform better than the best
automated terminal. However, you have to look at
consistency. An automated terminal always performs
with the same productivity, whereas in conventional
operations, things have a habit of slowing down on a
nice sunny day. Automated terminals can also work
with higher stack density and berth occupancy they
exceed their manual competitors.
And finally, a robot doesnt take holidays or just fail
to turn up on a Monday morning. In many countries,
ports cant find people during holidays or festival times.
In ports, people earn a lot of money in one case I heard
recently, people would come to work in the port for
three months, and then go on holiday for nine months.
There was such a high sta turnover that the port
was constantly having to train and retrain, and that
can mean a slowdown in e ciency and increased risk
of accidents.
MIND THE
Understanding under-keel clearance is vital
for safe operation in shipping ports, and
there are various ways in which it can be
predicted, measured and managed
GAP
Dr Tim Gourlay, Curtin University
34

SHOWCASE 2014
n With the general increase in ship size over the past

few decades, under-keel clearance U C the di erence
between the channel depth and the ships draft has
become an important issue for shipping ports. Most
ports now have dredged approach channels, and this
dredging must be minimized for cost and environmental
reasons. Modern ships are designed with at bottoms
and large beam-to-draft ratios, partly in order to
maximize their capacity under these draft constraints.
If the UKC is too small, the ship is in danger of
running aground. If the UKC is large, the ship may be
wasting capacity, as it could have loaded to a deeper draft.
Therefore U C and the factors a ecting it is an important
part of each ports operations and safety management.
Learning from history
Most ship groundings in port approaches are caused by
a ship straying out of the channel. However, there have
been a number of reported groundings where the ship

was moving wholly within the main channel, in water
deeper than the ships draft. These illustrate the e ects
that ship speed and swell waves have on a ships UKC.
In 1977, the MV Wellpark grounded at La Plata Roads,
Argentina, while traveling at 8kts, with 9.1m draft, in
water of depth 10.4m (including tide). A subsequent
investigation1 showed that ship squat was the cause of
the grounding. Squat is the tendency of a ship to sink
bodily downward as its speed increases.
Perhaps the most spectacular demonstration of ship
squat (among other factors) was the 1992 grounding of
Queen Elizabeth II in Marthas Vineyard, USA.2 While
traveling at 25kts, with draft 9.9m, she grounded on an
isolated rock with depth (including tide) of 10.8m, then
grounded on another rock with depth (including tide) of
10.3m. The groundings buckled and ruptured the keel
plating on the forward half of the hull, requiring the
Speed
is the most
important
factor:
double the speed

gives four times
the downward
sinkage for
each ship

SHOWCASE 2014
35
passengers to be disembarked and the vessel to proceed

to dry dock for extensive repairs.
When swell waves are present, ship groundings have
occurred at still greater water depths, as compared with
the ships draft. In 2003, the MT Capella Voyager
grounded while entering Whangarei Harbour, New
Zealand, with a draft of 14.4m in a water depth
(including tide) of 17m.3 The grounding was attributed
primarily to wave-induced heaving and pitching of the
ship, caused by the prevailing swell.
Which UKC are we talking about?
The static UKC of a ship is the di erence between its
draft and the available water depth. However, the actual
(or dynamic, or real time, or net) UKC also includes the
dynamic e ects of squat, heel and wave-induced
motions. These all act to decrease the clearance between
a ships keel and the seabed.
When a ship is underway, water accelerating along
the sides and underneath the ship causes a reduction in
pressure, through the so-called Bernoulli e ect. This
reduction in pressure sucks the ship downward. The
e ect is di cult to see by eye, because the entire water
surface around a moving ship is also pulled downward.
The drop in water level around a moving ship is known
as drawdown and is felt along the banks of a canal
when a ship passes.
The ship sinkage, for example as measured at
midships, increases roughly in proportion to the
square of the ships speed. Therefore, under normal
circumstances, double the speed means quadruple
the sinkage.
There is significant confusion in the maritime
community about ship sinkage, largely because it
cannot be seen by eye, and until fairly recently, could
not be measured for full-scale ships. For example, at the
time of the 1992 QE2 grounding, both the master and
the pilot believed that 48cm was a su cient allowance
for bow and stern sinkage at any speed.2 This error was
to have catastrophic consequences when their ship was
traveling at 25kts.
The changed pressure distribution around a ships
hull when underway means that bow and stern sinkage
are not equal, i.e. a dynamic trim change exists as well
as the bodily sinkage.
High block coe cient hulls such as bulk carriers and
tankers tend to have high volume in their
forward section, and low volume in their
aft section. Therefore the sinkage force
Beware long
period swells:
these can cause a
downward
movement of the
ship by an amount
approximately
equal to the
significant
wave height
36

SHOWCASE 2014
Dynamic trim is
important:
sinkage and
sinkage
are not the same,
and a good
prediction
method will
calculate
both
bow
stern
acts well forward of midships, and pulls the bow down

more than the stern.
For container ships, the dynamic trim e ect is more
subtle. Of the 20 deep-draft container ship transits
measured by CMST in Hong Kong, half had larger bow
sinkage than stern sinkage, and half had larger stern
sinkage than bow sinkage.
Typical bow and stern sinkage for various ships at
their fully laden drafts, at a representative speed of
10kts, are shown in Table 1. These are calculated
assuming a static U C of 15% of draft i.e. di erent
water depth in each case).
Wave-induced motions
Ocean waves cause vertical motions of a ship through
a complicated mixture of heaving, pitching and rolling
motions. Heaving, as measured at the center of gravity,
lifts the whole ship up in a swell crest and drops it
TABLE 1
Ship
Bow sinkage Stern sinkage

(m)
(m)
Panamax container ship

350m container ship
Panamax bulk carrier/tanker
Baby Capesize bulk carrier/tanker
Capesize bulk carrier/tanker
0.4
0.4
0.9
0.8
0.9
0.4
0.4
0.5
0.5
0.5
MEASURING UNDER-KEEL CLEARANCE
0.1
Forward Post
Aft Post
0
0.1
Sinkage (metres)
downward in a swell trough. Pitching hobbyhorses the

ship, bringing the bow and stern alternately closer to the
seabed. Rolling brings the port and starboard beam ends
alternately closer to the seabed.
The overall motion of a ship in waves is a
combination of its heave, pitch and roll motions, as well
as surge, sway and yaw, which do not produce vertical
movement (and so can be neglected). Due to the
complicated phasing between heave, pitch and roll, all
of the outer extremities of the keel need to be taken into
account when calculating the overall vertical motions.
For example, in some conditions the bow may have the
largest vertical movement, while in other conditions it
may be the starboard forward shoulder.
Clearly, wave height is an important parameter for
vertical movement of a ship in waves. Due to the large
size of cargo ships with respect to wave heights in port
approaches, a linear method may be assumed, where
double the wave height gives double the ship motions
(at the same wave period).
Of equal importance, but often neglected, is wave
period. Short wave periods (less than 8-10 seconds)
correspond to short wave lengths, which tend to cancel
out over the length of a cargo ship. Therefore a large cargo
ship can be in 3m wind waves, with a period of around
seven seconds, and have almost zero vertical movement.
In long-period swell conditions (greater than 15 seconds),
the ship almost contours the waves, with vertical motion
amplitude similar to the wave amplitude.
The wave period also has an important relationship
with the natural roll period of the ship, leading to
n Although real-time UKC can be

measured directly with echo sounders
on survey vessels, cargo ship echo
sounders are not designed for small
UKC measurements. In addition, port
approach channel bathymetry,
being subject to sediment
movement, is generally not charted
sufficiently accurately to back
calculate ship squat from
echo-sounder measurements.
Since its first application to shipping
in the late 1990s, real-time kinematic
(RTK) GPS can now be used to
measure a ships absolute vertical
movement to within 10-30mm. Now
that a ships position relative to the
Earths ellipsoid can be specified so
accurately, the main difficulty is in
measuring the instantaneous position
of the still water level in the vicinity of
the ship. This is required in order to
determine the squat of the ship, i.e. its
vertical movement relative to the local
still water level.
Shipboard instrumentation consists
of either: three RTK GPS receivers to
measure absolute motions of the ship
in 6DOF, e.g. one receiver on each of
the bridge wings and one at the bow;
or a single RTK GPS unit, together
with an accurate roll and pitch sensor
(e.g. fiber-optic gyroscope).
0.2
To correctly allow for changing tide

height, the two commonly used
methods are as follows:
Fixed base station: An RTK GPS
receiver is kept fixed on the shore and
recording continuously throughout the
ship transit(s). This receiver provides
GPS corrections to the shipboard
receivers, to help cancel out
atmospheric effects on the GPS
signals. In order to calculate ship
squat, the tidal height along each
ships transit must be calculated
based on measured tidal heights
in the area.
Moving base station: For long
transits, or where accurate tidal data is
not available, a reference vessel is used
as a moving base station. This is a
small vessel such as a pilot boat, which
acts as a vertical reference. Its squat as
a function of speed has already been
measured in separate trials. Therefore if
the ship is found to sink downward by
1.0m relative to the reference vessel,
and the reference vessel has a squat of
0.1m at that speed, we know that the
squat of the ship (relative to the still
water level) is 1.1m.
Measuring squat of
bulk carrier Stove
Campbell, transiting
Torres Strait. RTK
GPS receiver
in foreground,
reference vessel
off starboard bow
0.3
0.4
0.5
0.6
0.7
0.8
14150
14155
14200
14205 14210
Longitude East
14215
14220
14225
Above: Bow
and stern
sinkage of
bulk carrier
Stove
Campbell,
transiting
Torres
Strait. Trials
undertaken
by CMST and
Australian
Reef Pilots

SHOWCASE 2014
37
Container ship
Komodo, transiting
Fremantle
entrance channel
in rough seas
Container
ships heel
by 1-2
during turns or
strong winds:
this makes the
bilge corners
particularly
vulnerable to
grounding
possible resonance situations. Bulk carriers typically

have natural roll periods between 10 and 20 seconds,
while container ships typically have natural roll periods
between 15 and 25 seconds.
For a ship in beam seas, with wave period equal to
the natural roll period, resonant rolling occurs which
brings the port and starboard beam ends closer to the
seabed. The e ect can also occur in bow quartering or
stern quartering seas, when the wave encounter period
coincides with the natural roll period.
Heel due to wind and turning
Container ships tend to have a fairly high center of
gravity, as well as a large profile area. This means
that heel angles in the order of 1-2 are commonly
experienced due to beam winds or turning. For
a container ship with a beam of 40m, a 2 heel
angle brings the bilge corner 0.7m closer to the seabed.
Heel due to wind or turning, and its e ect on U C,
is also an important consideration for the new breed
of LNG tankers.
Conclusions
The topic of ship U C nowadays encompasses complex
computer modeling, extensive pilot experience, and a
rapidly growing international repository of model-scale
and full-scale measurements. This research is helping to
make deep-draft transits a safe, environmentally
friendly and profitable venture for ports.
References
1) A M Ferguson, D B Seren, R C McGregor, Experimental
investigation of a grounding on a shoaling sandbank, RINA
Transactions, (1982), Vol. 124
2) Report of the Investigation into the Grounding of Passenger
Vessel Queen Elizabeth 2 on 7 August 1992, UK Marine
Accident Investigation Branch (1993)
3) Accident report: Capella Voyager grounding in the
approaches to Whangarei on 16 April 2003, Maritime New
Zealand (2003)
4) Berthing guidelines. Endorsed by Pilotage Advisory
Committee, Marine Department, HKSAR, Hong Kong Pilots
Association (2012)
About the author
Dr Tim Gourlay is senior research fellow at the Centre for Marine
Science and Technology at Curtin University, Australia. He can be
contacted directly via email: T.Gourlay@cmst.curtin.edu.au
MANAGING UNDER-KEEL CLEARANCE

n The ideal method for managing UKC depends on the channel complexity, wave
climate, tidal systems and port operations. Methods used to manage ship UKC
generally fall into the following categories:
Fixed allowance: The simplest method of UKC management is to specify a fixed
static UKC requirement. For example, the Hong Kong Pilots Association specifies a
minimum static UKC of 15% of draft for all transits.4 This simple formulation is
necessitated by the high frequency of transits, and made possible because of the
absence of long-period swell. However, the process of determining a fixed static UKC
amount still requires a significant effort in terms of port-specific computer simulations
and/or full-scale trials.
UKC tables: For ports where swell is important, but a simple method is still
desirable, paper or spreadsheet UKC tables may be used. Squat, wave-induced
motion and heel allowances are pre-calculated for different ship types and size ranges.
Appropriate values are then chosen based on ship speed, wave conditions, and wind
conditions (for container ships). The allowances for each effect are then added
together in a summary table, for example as shown below:
A. Ship draft
B. Swell multiplier (from table)
C. Significant swell height
D. Wave motion allowance (B x C)
E. Squat allowance (from table)
F. Wind heel allowance (from table)
G. Fixed safety allowance
Minimum required depth including tide (A+D+E+F+G)
12.60m
1.20m
0.50m
0.60m
0.40m
0.10m
0.50m
14.20m
UKC software: For ports with complex bathymetry, complex tidal systems, wave attenuation or variable
ship speed profiles, UKC software may be used. Such software takes automatic or manual inputs of
environmental conditions and ship positioning, and calculates the required depth and available depth
along the entire port approach channel, in order to assess the safety of each transit.
38

SHOWCASE 2014
Example of ship UKC

software, KeelClear,
developed by CMST and
Australian Reef Pilots
APL INTERVIEW
In an exclusive interview,
Nathaniel Seeds, APLs senior vice
president of global operations
and network, explains how the
shipping line has improved
operational e ciency by focusing
on terminal productivity
Wendy Laursen, Shipping Port International
n Singapore-based Neptune Orient Lines (NOL)

provides container transportation and logistics
globally through the brands A L and A L Logistics,
with operations spanning 115 countries. Despite the
challenges of a fragile US economic recovery and
a persistent recession in Europe, NOL has improved
earnings and positioned itself in readiness to face
fierce competition in the future.
The groups first-quarter 201 earnings were a 4%,
or US 148m, improvement from a year ago and were
the fourth consecutive quarter of year-on-year
increases. An e ciency leadership program
commenced in 2012 which aimed to achieve US 500m

in cost savings through operational e ciencies. This
goal has already been achieved through reduced fuel
consumption, network optimization and increased
terminal productivity.
The quest continues.
e are hyper-focused on
improving the e ciency of our network, says
Nathaniel Seeds, APL senior vice president of global
operations and network. This includes initiatives
such as reducing empty container movements,
optimizing the trim of our ships, and eliminating
vessel waiting time at ports.
Lead by e
40

SHOWCASE 2014
APL INTERVIEW
The groups
first-quarter
2013 earnings
were a 64%, or
US$148m,
improvement on
a year ago
y example
SHOWCASE 2014
41
APL INTERVIEW
Terminal productivity
APL provides container shipping services on the worlds
major trade lanes the transpacific, transatlantic, Latin
America, Asia-Europe and Intra-Asia with more than
80 weekly services. APL operates terminals on the west
coast of the USA: in Los Angeles, Seattle, Oakland and
utch Harbor. In Asia, the company has terminals in
obe and okohama in apan, and in aohsiung in
Taiwan. A L also has joint-venture interests in Laem
Chabang in Thailand, Ho Chi Minh City in ietnam
and Qingdao in China.
Seeds says that e ective communication and close
coordination are essential to improving terminal
productivity.
e have formed a new global operations
team, which holds regular meetings with the terminal
operators and our frontline o ces. This has created
a new tempo in our operations. Terminal productivity
initiatives have focused on understanding what A L as
a ship operator can do to make the terminals we call at
more e cient, thus creating a win-win situation.
The companys own terminals are charged with the
mission of reducing vessel port stay and enabling the
A L eet to take advantage of slow-steaming as much
as possible. This requires the terminals to have wellcoordinated plans and awless execution, taking into
account unforeseen events that could a ect productivity.
A L is reviewing our current strategies for terminal
operations, identifying where technology can improve
the speed and accuracy of decision making, as well as
upgrading and expanding external datapoints that can
provide immediate feedback on the operations. This
would involve on-dock rail operations, grounded yard
operations and vessel planning, says Seeds. Equally
important is working closely with our liner customers
to maintain and improve the container velocity in and
out of the terminal.
At A Ls Los Angeles terminal, four ship-to-shore
gantry cranes designed to handle vessels of up to
14,000 TEU have recently been commissioned. These
cranes have higher productivity, and built-in automation
features using dual trolleys. The ort of Los Angeles has
erminal productivity
initiatives have
focused on
understanding what
APL as a ship operator
can do to make the
terminals we call at more
efficient, thus creating
a win-win situation
Nathaniel Seeds, APL
READY TO EXPAND COLD IRONING

n All of APLs new-builds are fitted for cold
ironing the ability to use shoreside power
when berthed rather than running auxiliary
engines that could contribute to local air
pollution. APL is one of only a few companies
that already do cold ironing, having spent
US$11m retrofitting five vessels and rewiring
its Californian terminals.
Cold ironing for the container ship industry is
currently limited to ports in California, USA.
When the regulation comes into effect on
January 1, 2014, the state of California will
expect 50% of all ships calling at its ports to
plug in. When the law was first drafted in
2007, California regulators expected that their
emissions reduction initiative would be
embraced by ports throughout the world. That
has yet to materialize, due to two important
constraints: cost and effectiveness. The
42

SHOWCASE 2014
infrastructure needed for full-scale cold ironing

is expensive. The cost of retrofitting a single
terminal starts at around US$5m and thats if
there is already high-voltage power available to
the location. With regard to effectiveness, cold
ironing is best suited for air basins where the
prevailing winds push ship emissions into
populated areas but not all ports have such
geography. Also, there is the issue of overall
pollutant reductions. If the shore power is
generated from older coal plants, there is little
to no advantage in emissions reductions.
Apart from the impending cold ironing
regulation in California, APL is monitoring cold
ironing applications in other ports. There is
interest from Hamburg in Germany, for example,
where due to certain limitations, the local port
authority is exploring the use of LNG-powered
barges to provide power to ships.
APL INTERVIEW
APL terminals, have strict

operational standards in place to
ensure employees safety. Crane
operators, for example, carry out a
two-step handling procedure when
lifting containers off the loading
chassis: initially at only 30% of
the full lifting speed, stopping
half a meter above the chassis to
confirm the safety all-clear before
proceeding at the full lifting speed

SHOWCASE 2014
43
APL INTERVIEW
finished dredging A Ls four berths to 15m, and the new

cranes will enable the company to work with larger
vessels and achieve more e cient stevedoring, thereby
shortening vessel port stays. Over the past three years,
A L has progressively replaced six of the oldest rubber
tired gantry RT cranes with new engine variable
speed-controlled RT s at its aohsiung terminal in
Taiwan. This has resulted in an average 0% reduction in
diesel consumption. In the pipeline are two more
identical RT s, to be purchased this year.
At the companys okohama terminal in apan, A L
has worked with local authorities and vendors
to lease three new ship-to-shore gantry
cranes and 11 new hybrid RT s for
a new terminal starting operations in
late 201 . This will replace older
gantry cranes and straddle carriers
A series of ten
using aging engines with high
diesel consumption.
14,000
TEU vessels
are now being
delivered
Operational efficiency
The Intra-Asia trade is one of the
few growing markets in shipping,
but it has been under some pressure
from vessels being moved there from
other trades. This adds to the available
capacity and in turn impacts freight rates.
Asian ports having the fastest growth are
increasingly confronted with larger ships and larger
move counts, which leads to congestion and delays. For
the bigger terminals, the challenge is in securing the
commitment of consistent berthing and performance
while smaller ports are being exposed as needing more
investment or other alternatives as the constraint on ship
sizes will lead to less coverage or higher-cost services,
continues Seeds. To be successful in the Intra-Asia
market we need to be close to our customers. On the
other hand, this market is fragmented, making it
di cult to fill large vessels.
The
Alliance started operating in March 2012 to
provide competitive service networks in the Asia-toEurope trade, and A L is an alliance member along with
Hapag-Lloyd, Hyundai Merchant Marine, Mitsui OS
Lines, ippon usen aisha and Orient Overseas
Container Line. The agreement is now being expanded
to cover the Asia-to- orth America East Coast trade. The
Alliance generally enables its members to o er
competitive services at lower prices than each of the
44

SHOWCASE 2014
Above: APL
has leased
new equipment
for its new
terminal in
Yokohama,
Japan, which
will begin
operations
at the end
of 2013
Right: The
company
works closely
with customers
to improve
container
velocity in and
out of terminals
carriers could have done on their own. By sharing

vessel capacity, the members can deploy larger, more
e cient vessels and thereby reduce operating costs.
At the same time, each member carries out its own
commercial operations.
For Seeds, the
experiences have been positive.
Firstly, a reduction in the number of ports calls was
achieved by aligning key optimum port pairs, thus
enabling A L to improve the e ciency of our network
by removing redundant port visits, he says. Secondly,
the
Alliance enables a reduction in cargos being
transshipped as the combination of the
lines gives
more direct coverage through a wider service package.
However, he sees the largest improvement in the
scale in uence on service costs.
e have been able to
organize complete loops of larger vessels sooner, and
also remove the smaller ships, because the
partner
carriers have more or less similarly timed order books.
Fleet productivity
The e ciency leadership program has brought change to
the companys eet. A L carried a total of .02 million
FEUs 40ft equivalent units of cargo during the 2012
financial year, which was a 1% increase on 2011 and was
achieved with an 8% smaller eet capacity and 10%
lower bunker fuel consumption. hile bunker prices
rose 9% year-on-year to US
5 per metric ton, A Ls
cost of sales per FEU remained stable. The leadership
program also meant that, excluding bunker price e ects,
cost of sales per FEU dropped by %. Head-haul vessel
utilization was above 90%, and costs for moving empty
containers back to major export centers were reduced by
4%. A US 4bn eet modernization plan saw the
company take delivery of ten 10,000 TEU vessels in 2012,
and a series of ten 14,000 TEU vessels are now being
delivered. They are the largest ships in the eet to date,
and are among the 4 new vessels that A L has
commissioned to gain economies of scale and fuel
e ciency. Older vessels are being sold or scrapped
and 2 charter vessels have been returned. The eet
now consists of 129 owned or chartered vessels with a
total capacity of 587,000 TEU.
These improvements mean A Ls carbon strategy
is on track. By 2015, the eet will produce 1 0g of
carbon exhaust for every TEU of cargo transported
per nautical mile. This will be a 0% reduction from
2009 emissions levels, when external auditors first
calculated A Ls carbon footprint.
PORT DIRECTORY
WHO, WHAT, WHERE?

inpoint the locations of the ports exclusively profiled in this issue of
Port of Hirtshals
Hirtshals, Denmark
(see page 70)
NORTH
ATLANTIC
OCEAN
Port of Montreal
Montreal, Canada
(see page 48)
NORTH
PACIFIC
OCEAN
Contship Italia
Milan, Italy
(see page 60)
Port of Baltimore
Port Corpus Christi
Corpus Christi, Texas, USA

(see page 56)
Baltimore, Maryland, USA

(see page 72)
Port of Tampa
Tampa, Florida, USA

(see page 64)
SOUTH
PACIFIC
OCEAN
Portonave Navegantes
Santa Catarina, Brazil

(see page 76)
46

SHOWCASE 2014
SOUTH
ATLANTIC
OCEAN
PORT
PAGE
DIRECTORY
HEADER
ls
ark
NORTH
PACIFIC
OCEAN
Kuantan Port Tanjung Gelang
Pahang, Malaysia
(see page 68)
INDIAN
OCEAN
Port Moresby, Papua New Guinea

(see page 74)
SOUTH
PACIFIC
OCEAN
Port of Brisbane
Brisbane, Australia
(see page 52)

SHOWCASE 2014
47
PORT OF MONTREAL
TRADING
WITH THE
WORLD
48

SHOWCASE 2014
PORT OF MONTREAL
FACT FILE
Surface area: 6,353,686m
n An average of 2,200 ships per year
n 5,000 trucks in and out on a daily basis
n 80 trains each week
n 100km of railway track along its berths
and on its terminals
n 18,280 jobs supported by marine and
port activity in Montreal
n In 2012, the Port handled 9.72 million
tons of liquid bulk, 3.47 million tons of dry
bulk and 3.07 million tons of grain
n 69,992 passengers and crew members
were welcomed to the cruise terminal
last year
The ort of Montreal is a diversified facility

that welcomes more than 2,000 ships
annually carrying all types of cargo. Current
developments will increase capacity by 12.5%
Yves Gilson, Montreal Port Authority
n Operated by the Montreal ort Authority M A , the

ort of Montreal is on the shortest direct route from
Europe and the Mediterranean to orth America. It also
serves the rest of the globe through direct connections
with transshipment centers in the Mediterranean and
the Caribbean.
Situated on the St Lawrence River and 1, 00km
inland from the Atlantic Ocean, Montreal is the closest
international container port to orth Americas
industrial heartland. Container tra c can reach 40
million consumers in Central Canada and the
northeastern USA by truck within eight hours and
another 70 million consumers in central Canada and the
US midwest by rail within 7 hours.
Open all year round, Montreal is a destination port
where container ships are completely loaded and
unloaded. Many of the worlds leading container
shipping lines, including CMA C M, Hapag-Lloyd,
Maersk, MSC and OOCL, provide dedicated weekly
services through the port.
The ort of Montreal operates its own 100km railway
network where containers are loaded onto unit trains at
dockside before port locomotives transport them to the
rail interchange zone. There they connect with the
locomotives of transcontinental railways Canadian
ational C and Canadian acific C . Conversely,
containers arriving at the port from central Canada and
the US midwest connect to port locomotives and are
transported to terminals.
The ort of Montreal handled 1. 8 million TEU
containers in 2012, representing 12 million metric tons of
cargo. It also handled 9.72 million metric tons of liquid
bulk, .47 million metric tons of dry bulk and .07
million metric tons of grain. Montreal ateway
Terminals artnership, Termont Montreal, Logistec
Stevedoring, Empire Stevedoring and iterra are among
the private stevedoring companies that operate port
terminals. Moreover, six companies handle petroleum
products at port facilities, and two companies move
other liquid bulk products. The M A also operates the
ports cruise terminal, which welcomed a record 9,992
passengers and crew members in 2012.
The ort of Montreal has much to o er in terms of
geographic location, international shipping lines,
experienced terminal operators, its intermodal platform
and two transcontinental railways, plus the fact that we
are a total discharge port, says M A president and CEO
Sylvie achon.
New developments and investments
The M A is redeveloping land in two sectors to increase
container-handling capacity in order to accommodate
growth in this sector. The projects will conclude in
March 2014 and will cost more than US 40m. The
overnment of Canada is contributing up to US 15.1m
toward the work. The ports 18.8ha iau sector is being
SHOWCASE 2014
49
PORT OF MONTREAL
through fingerprint biometrics, and an automated
registration system that directs drivers to the destination
terminal and simplifies container pickups and deliveries.
On the heels of the entry portal, two projects to
improve port access for trucks are scheduled to begin in
the coming years. In one, the Province of Quebec and
the City of Montreal have signed a collaborative
framework for the extension of a thoroughfare that will
allow trucks leaving one sector of the port to directly
access the highway network.
The second project, in another port sector, involves
the construction of an exit ramp from a major highway
that will allow trucks to reach the new entry portal
direct, while the reconfiguration of an entrance ramp
onto the same highway will provide trucks leaving the
port with direct access to the highway network. These
two projects complete e orts undertaken by the M A in
recent years to improve tra c ow in and around the
port. The uidity of goods transportation is a crucial
element in the supply chain, says Vachon. These two
projects will allow the Port of Montreal, the trucking
industry and all port partners and clients to further
improve operational e ciency and make the Montreal
supply chain even more e ective.
Above: Last
year the Port of
Montreal handled
3.47 million
metric tons of dry
bulk, and in the
same year, 2,500
trucks passed
through a
state-of-the art
common entry
portal every day
50
converted into a container-handling site. Its annual

capacity will total 150,000 TEUs. At the Maisonneuve
sector, the MPA is modernizing container-handling
infrastructure for another 50,000 containers. Once the
two projects are complete, the ports annual containerhandling capacity will total 1.8 million TEUs, an
increase of 12.5% over current capacity.
The MPA also owns land along 4km of waterfront at
Contrecur, about 40km downstream from Montreal on
the south shore of the St Lawrence. This land will be
used to further increase the ports container-handling
capacity once its land on the island of Montreal reaches
full capacity. The port is proceeding with technical,
environmental and feasibility studies to develop the
Contrecur site.
As part of its railway network maintenance and
modernization plan, the MPA invested US$2.7m to
upgrade railway tracks in 2012. After purchasing its
first multiple-generator, or genset, locomotive in 2010,
the MPA completed its locomotive replacement
program by acquiring two more gensets in 2012 and a
third at the beginning of 2013. This technology reduces
fuel consumption by about 50% and greenhouse gas
emissions by 90% compared with traditional standard
diesel locomotives. More specifically, the introduction
of the new locomotives has led to reductions of 90% in
hydrocarbons, 88% in carbon monoxide, 82% in
nitrogen oxides, 88% in particulate matter and 47% in
sulfur dioxide.
To optimize tra c ow for the 2,500 trucks that enter
or leave the port each day, the MPA built a common
entry portal for trucks in 2011. It features an optical
character recognition and video system for rapid
identification of containers and trucks, 27 checkpoints
equipped with a system to identify truck drivers

SHOWCASE 2014
Continuous improvement
Following agreements the MPA signed with CP and CN
railways to improve supply chain e ciency for container
tra c, the average container dwell time at the port was
reduced to 2.4 days in 2012 from 4.4 days in 2009.
This extremely encouraging result is leading us to
extend our e orts to other components of the supply
chain in 2013, notes Vachon.
The MPA is also working with the Canadian Coast
Guard (CCG), the Laurentian Pilotage Authority (LPA)
and the Corporation of Central St Lawrence Pilots on
Phase 2 of an electronic navigation project in the
St Lawrence River channel between Quebec City and
Montreal. The MPA and the CCG have concluded a
memorandum of understanding for the project. This
PORT OF MONTREAL
second phase will enable the implementation of
technology that will increase the loading capacity of
vessels by maximizing the use of the water column in
the channel. The Government of Canada is providing a
subsidy of US$500,000 for this phase of the project.
Furthermore, the Quebec-Montreal section of the
St Lawrence navigation channel has been open to vessels
up to 44m wide since the beginning of May. The
previous authorized width was 32.1m without
restrictions. The CCG has made the provisions following
a study commissioned by the MPA and conducted
jointly by Transport Canada, the CCG, the LPA and the
Corporation of Central St Lawrence Pilots.
This initiative will enable the Port of Montreal to
strengthen its position with Europe as North Americas
leading port for container tra c, and will reinforce
Montreals strategic position as a logistics and
transportation hub of choice for all types of cargo,
Vachon says.
Specifically, the new provisions will make it possible
for 6,000-TEU post-Panamax ships to reach Montreal.
Shipping lines, no matter what type of cargo they
carry, will be able to substantially increase their
service capacity to Montreal, which will inevitably
lead to benefits for the ports broad customer base,
explains Vachon.
Market diversification
The port has worked over the past several years to
diversify the types of cargo it handles and the
international markets it serves. Market diversification is
particularly evident in the container sector. In 2000,
orthern Europe was the point of origin or final
the port, followed by the Mediterranean at 18.5%, and
Latin America and Africa at 1.3%.
In 2012, Northern Europe was still the leading trade
route with Montreal. It was the point of origin or final
the port, followed by the Mediterranean at 19%. But Asia
(13.7%), the Middle East (7.4%), Latin America (5.9%) and

Africa/Oceania (4%) are all now part of the ports
container mix.
The port has been able to increase cargo volumes
with other regions of the world and benefits from tra c
moving through the Suez and Panama canals because
shipping lines now provide direct services between
Montreal and transshipment centers in the
Mediterranean and the Caribbean, says Tony Boemi,
MPAs vice president of growth and development.
International visibility
The Port of Montreal developed a new branding
strategy Trading with the World in 2012. It is an
integral part of the MPAs strategic plan to increase the
ports visibility on an international scale.
In another e ort to be more active internationally,
the port now has representatives to develop specific
commercial markets abroad. It recently named a
representative who will be working to develop new
markets in southeast Asia and India. He joins
representatives already in place in Europe and the
USA. The port is also looking to add a representative in
South America.
This representation enables the port to have a
constant presence in the markets it serves and provides
us with opportunities to attract new clients in both
current and emerging markets, Boemi says. It also
demonstrates our desire to help our clients increase their
business and it supports them in their growth e orts.
Vachon adds: All these initiatives position Montreal
as a major international port. They will drive trade for
our clients, facilitate supply-chain performance for our
partners, and help open doors to new markets and new
opportunities for growth.
Above: In 2012,
3.07 million metric
tons of grain was
handled at the
grain terminal
operated by Viterra
The Port of
Montreal handled
1.38 million
TEU containers
in 2012,
representing
12 million metric
tons of cargo
About the author
Yves Gilson is acting director of communications for the


website: www.port-montreal.com
tel: +1 514 283 7011
email: info@port-montreal.com

SHOWCASE 2014
51
PORT OF BRISBANE
Havent you
grown?!
The Port of Brisbane is one of Australias
fastest-growing container ports. It services
over 60% of the states international trade and
handles product worth over A$50bn (US$51bn)
each year. CEO Russell Smith explains how it
stays ahead of the game
n Located at the mouth of the Brisbane River, the Port of

Brisbane is managed and developed by Port of Brisbane
Pty Ltd (PBPL), under a 99-year lease from the
Queensland government. It was relocated to Fisherman
Islands from its upriver location in the 1970s, a move
that enabled it to expand its facilities to meet the
increasing trade demands of one of Australias fastestgrowing regions, South East Queensland.
Fisherman Islands is una ected by urban sprawl
and is an optimal location for expansion. Today, the
port occupies approximately 1,800ha of land, of which
more than 00ha is specifically maintained as green
space, making it one of the most environmentally
focused ports in the world.
What equipment do you use and what regular
upgrades do you carry out?
The Port of Brisbane is home to state-of-the-art
equipment including Post Panamax and Super-Post
Panamax cranes, automated container handling
straddles, ship-loading equipment, and world-class
cargo and warehousing facilities, which are owned and
52

SHOWCASE 2014
operated by our tenants. PBPL operates superior road

networks, high-performance surveying and dredging,
dredging vessels, security services and sophisticated IT
systems. Our Brisbane Multimodal Terminal directly
links the port by rail to Queenslands regional cities and
interstate destinations.
We have invested more than A$1.8bn (US$1.8bn)
in capital works over the past 20 years to develop our
facilities and are currently undertaking a range of large
development projects including the 90ha Port West
estate, construction of Berths 11 and 12, and continued
works on our future port expansion area.
How do you make sure you remain one of the most
efficient operators in Australia?
The Port of Brisbane operates congestion-free by
ensuring key port and transport infrastructure is
developed in response to demand as and when
required. e o er an e cient and e ective connectivity
between our international and domestic markets by
providing smooth interface between rail, road and sea
transport, with facilities for containers, general cargo,
PORT OF BRISBANE
FACT FILE
n Over 35 shipping lines service the port, making over
2,500 calls each year
n Up to five sailing days closer to Asia than the
southern ports of Sydney and Melbourne
n Handles over US$50 billion of international trade
and 50% of Queenslands entire economic output
each year
n Over US$1.6 billion in capital works has been
invested over the last 20 years
n Port of Brisbane handles 95% of Queenslands
containers and motor vehicles
n Port of Brisbane handles 50% of Australias beef
product and 50% of Australias cotton crop
n 7,860m of quay line with deep water berths
n 230ha future port expansion area
600ha
are specifically
maintained by the
port as green
space, confirming
its international
reputation for
environmental
sensitivity
e have invested
more than A$1.8bn
in capital works
over the past 20 years to
develop our facilities
motor vehicles and all classes of key bulk product,

backed by access to world-class cargo handling and
warehousing facilities.
How do you keep up to date with the changes and
requirements of your customers?
PBPL is committed to a number of committees that
comprise both industry and community stakeholders,
including PBPLs Landside Logistics Forum, Mutual Aid
Group and Community Consultative Committee. We
have a dedicated trade development team, whose
objective is to work with the supply chain to facilitate
trade solutions through the port. We also have experts in
a variety of fields throughout the company, including
logistics, marine, operations, community, infrastructure
and environment.
How do you ensure your terminal stays modern?
With ongoing investment in infrastructure, the Port of
Brisbane will continue to enhance its position as an
engine for state economic growth. Since privatization in
2010, PBPL has adopted a leadership role in the planning
and development of a modern logistics network for

Queensland and the wider eastern seaboard. While
road connectivity to the Port of Brisbane remains best
in class with motorway access to the hinterland for
over 100km in all directions direct from the port gate
rail and coastal shipping connectivity of the port to
its distant hinterlands requires work, something that
PBPL is committed to progressing.
By 2014, the ort of Brisbane will be the first port
in Australia where all stevedores in operation
Patrick, DP World and Hutchison Port Holdings
will have automated container handling yard systems.
This world-class infrastructure supports logistics
supply chain e ciencies and safety initiatives,
which are critical to enhancing trade opportunities
through the port.
Main image: The

Port of Brisbane
is situated at the
mouth of the
Brisbane River,
where it will not
be affected by
spreading urban
development
Why should shipping companies use your

terminals? What can you do better than any
other port?
The Port of Brisbane provides a one-stop-shop facility,
o ering customers end-to-end business solutions. We
are situated on more than 1,800ha of land located just
25km from the Brisbane CBD. Our strategic location is
free from urban encroachment, and combined with
direct connectivity to Australias major road and rail
networks, we o er an e cient entry to market.
The Port of Brisbane has 7,200m of quay line
accommodating 31 operating berths, as well as worldclass cargo facilities for containers, motor vehicles, and
bulk and general cargo. We are the closest major
container port to Australias largest export market,
and are up to five sailing days closer to Asia than
Australias southern ports. The Port of Brisbane is also
among the most environmentally focused ports in the
world, and is dedicated to ensuring any development is
done in a responsible, socially and environmentally
sustainable manner.

SHOWCASE 2014
53
PORT OF BRISBANE
We will focus on enhancing logistics linkages with our
hinterland via an e cient intermodal terminal network
and facilitating improved road and rail access to the
port. Our corporate social responsibility program will
remain a priority and will include an expanded series of
programs dedicated to improving the way we operate as
responsible corporate citizens. e will remain committed
to operating a safe work environment, and continue to
focus on building upon our solid safety performance.
RUSSELL
SMITH
Russell Smith, chief

executive officer of
the Port of Brisbane,
has worked for the
port since May 2011.
He began his career
as a port engineer,
before undertaking an
MBA specializing in
strategic management.
This led to the move
into the business side
of the port sector
through the provision
of business planning
and M&A advisory
services for the port
industry worldwide.
What is the Port of Brisbanes investment plan to

help grow capacity?
PBPL is committed to enhancing the performance of
Queenslands logistics chain and building capacity for
the long-term benefit of all ueenslanders. Since
privatization, A 15 m US 157m has been invested in
new port infrastructure projects to March 201 , with
ongoing investment in infrastructure of approximately
A 80m US 82m per annum. Some recent capital
investments have included the upgrade of the Captain
Bishop Bridge entry to the port and associated road
networks completed in 2012 BCT Berth 11 and 12
(which will increase the ports container handling
capacity by over 25% ort rive upgrade planning and
design work in progress and the development of our
90ha ort est estate.
We are actively pursuing future projects including
the establishment of a dedicated state-wide freight
system to service Queenslands growth through the
development of appropriate intermodal terminals linked
by rail to the south and west, and coastal shipping to the
north. Such a solution will aim to better balance rail
modal share with existing road linkages. e are also
undergoing a detailed review of the channel
requirements for the long term and investigating options
for a new cruise terminal to overcome the upstream
river constraints of Brisbanes existing cruise terminal.
What major changes and developments do you
see happening at the Port of Brisbane over the
next 5 to 10 years?
Over the next 5 to 10 years PBPL will continue to focus
on growing trade through the port and producing
strong performance across all facets of the organization.
54

SHOWCASE 2014
Above: The Port

of Brisbane
quayline where,
by 2014, all three
stevedores will
have automated
container handling
equipment
Whats the greatest challenge ahead for the

Australian port industry?
The greatest challenge lies in how we accommodate
the growing freight task, where landside access
ine ciencies and wider transport infrastructure
capacity shortages are considered a key barrier to
Australian competitiveness.
The Australian port industry must work with
government to elevate the importance of landside
transport infrastructure development (road, rail and
sea and provide a platform to unite all interested
parties and stakeholders to develop integrated land
use and transport planning, which will result in the
development of interlinked intermodal logistics chain
solutions and more e cient routes to market.
Improved planning for the development of freightrelated infrastructure in this country is essential to
increase Australias competitiveness, lower the costs of
the logistics chain, and improve value for users of our
road and rail networks. Australia needs to work toward
a national freight solution that is modern and e cient as
well as socially and environmentally responsible.
What are the challenges you face with regard to the
infrastructure and connectivity of the port and how
you overcome them?
Investment in transport infrastructure is critical to
stimulating economic growth and productivity. The
Port of Brisbanes biggest challenge is the lack of
suitable intermodal logistics infrastructure servicing
the ports distant hinterland outside of the road sector.
While this is unlikely to negatively impact trade through
the port, the e ciency with which such trade moves
will be compromised without such an integrated
intermodal system.
Rolling upgrades of road infrastructure alone will not
provide a long-term solution for the states freight task,
potentially limiting the states ability to realize
future economic growth opportunities. Our challenge
is to work with all parties to find an appropriate
intermodal solution to meet Queenslands freight
transport challenges.
How do you see the shipping port industry changing
and developing over the next 10 to 20 years?
The biggest change will be the realization that ports are
simply nodes in a wider logistics chain and therefore
integrated planning to that full logistics chain is
required to deliver the best results from an individual
sea ports performance.
Contact the corporate communications department
tel: + 61 7 3258 4888
web: www.portbris.com.au
Improving your supply chain logistics

A channel depth of 45 feet authorized and permitted for 52, direct vessel-to-rail discharge,
BNSF, KCS and UP on site, dockside truck access, union and non-union stevedore availability,
FTZ #122 and the shortest ship mooring time in the Texas Gulf. Call on your Texas partner.
businessdevelopmentdpt@pocca.com
www.portofcorpuschristi.com
PORT CORPUS CHRISTI
EXPANDING
The port has
embarked on a
US$45.8m
rail improvement
project
La Quinta Ship
Channel extension
and greenfield site
56

SHOWCASE 2014
PORT CORPUS CHRISTI
G HORIZONS
Having a prime position in South Texas,

Port Corpus Christi is transforming
its facilities to accommodate an
anticipated increase in global trading
Patricia Cardenas, Port Corpus Christi
n Port Corpus Christi has been generating business in

South Texas for 87 years. Strategically located on the
western Gulf of Mexico, the port provides a straight,
13m-deep channel and quick access to the Gulf of
Mexico and the entire US inland waterway system. The
port delivers outstanding access to overland
transportation, with on-site and direct connections to
three Class-I railroads BNSF, KCS and UP and direct
vessel-to-rail discharge through Corpus Christi Rail
Terminal. The Joe Fulton International Trade Corridor
provides direct, non-congested access to Interstate 37
and Highway 181.
Port Corpus Christi has many notable projects on the
horizon. One of the largest infrastructure projects is the
ship channel improvement project. After having
feasibility reports and environmental impact statements
completed and approved in 2004, the project for
navigation and ecosystem restoration for the Corpus
Christi Ship Channel (CCSC) improvement project was

SHOWCASE 2014
57
PORT CORPUS CHRISTI
FACT FILE
Port Corpus Christi offers more than 50ha of open
storage and fabrication sites, heavy lift capabilities,
more than 27,000m of covered dockside storage,
and a cold-storage facility.
n Straight 13m channel from sea buoy to dock
site, authorized and permitted for 16m
n Direct vessel-to-rail discharge of cargo
n Three Class I railroads on site BNSF, KCS
and UP
n Foreign Trade Zone #122 with three active
general-purpose zones
n Heavy lift, Ro-Ro, breakbulk, liquid, bulk and
general cargo capabilities
n Handled almost 87,000,000 metric tons of
cargo in 2012
Top: Corpus
Christi Ship
Channel
improvement
project
Above: Barge and
tankers for
Eagle Ford crude
transport on the
ports inner harbor
authorized by Section 1001(40) of the Water Resources

Development Act of 2007. The projects navigation and
ecosystem restoration features include: extending La
Quinta Ship Channel by approximately 2.3km at -12m at
mean tide level; widening the CCSC to 160m; deepening
the CCSC from -13m to -16m at mean tide level; adding
60m-wide barge shelves at -3.5m at low tide across
Corpus Christi Bay; and constructing ecosystem
restoration features to protect endangered species,
wetlands and seagrass.
Future developments
The port is moving forward with the development of the
La Quinta Trade Gateway, a major component of the Port
of Corpus Christi Authoritys long-term development
plan. Located on a 445ha greenfield site on the north side
of Corpus Christi Bay, this fully approved project will
provide a state-of-the-art, multipurpose dock and
container facility. Project features include the extension
of the 13m-deep La Quinta Ship Channel; construction
of a 1,160m ship dock with nine ship-to-shore cranes;
approximately 70ha of container/cargo storage yard; an
58

SHOWCASE 2014
intermodal rail yard; and large areas available for

further development. The project site is adjacent to state
and interstate highways and is currently served by an
on-site railroad with the Class 1 main line 2.3km away.
Port Corpus Christi recently signed a long-term lease
agreement with Voestalpine Texas Holding for 486 acres
of the La Quinta property. Voestalpine will anchor the
facility with a US$700m investment in a direct reduction
plant to produce high-quality, briquetted iron for steel
production. This investment is the largest foreign
investment for both Austria and Voestalpine.
Railway improvement project
Recognizing the increase in unit trains for the shipment
of grain, sand, rock, liquids and other cargo, the port has
embarked on a US$45.8m rail improvement project. This
will include a 2,400m-long unit train siding, capable of
storing a full 110-car unit train adjacent to the Joe
Fulton Corridor lead track serving port industries. A
new rail interchange yard the Nueces River Rail
Yard currently under design and construction, will
consist of four parallel ladder tracks for a total yard
PORT CORPUS CHRISTI
ENVIRONMENT MATTERS
n Port Corpus Christi adopted an environmental
management system (EMS) in 2004. The EMS is ISO
14001 certified and initiatives include an anti-idling
campaign, a port-wide recycling program, and an annual
Gulf Ports Environmental Summit.
capacity of 4,700m and 223 rail cars. The yard will

greatly improve the e ciency of existing cargo
movements at the ports multimodal facilities. Phase II
of this project will increase the capacity to eight,
2,440m-long parallel ladder tracks. Phase I is a US$17.8m
project using US$10m from the federal TIGER grant,
with the remainder being covered by the UP, KCS and
B SF railways and the port. The Texas epartment of
Transportation will fund US$22m of Phase II of the
project and the port will fund US$6m.
New business in South Texas
Port Corpus Christi, along with the Corpus Christi
Regional Economic evelopment Corporation,
has worked to bring new business to South Texas.
Among recent developments is the Tianjin Pipe
Corporation America (TPCO). TPCOs new US$1bn
seamless pipe mill represents the largest single
investment by a Chinese company on a greenfield US
manufacturing site. The plant is currently under
construction and Phase I is scheduled to open in late
2013. It will encompass more than 120ha and
approximately 150,000m2 of building space on
completion of all phases in 2015.
Following on the heels of TPCO, Port Corpus Christi
welcomed Trafigura. Since mid-2011, Trafigura has
traded Eagle Ford crude and crude condensate,
o oading purchased product from trucks onto barges
for shipment to terminals along the US Gulf Coast.
Trafigura Terminals is a 4ha industrial site in Corpus
Christi, consisting of approximately 00,000 barrels of
storage for crude oil, fuel and condensate. The terminal
has a 360m-long deepwater dock, with 13m draft,
extensive rail and truck access, and space for
considerable future expansion more than two million
oil barrels thus creating greater opportunities for Eagle
Ford crude and condensate producers. Construction of a
second oil dock began early this year.
Also new to the port, Italys M&G Group, one of the
worlds largest producers of the PET resin used in
plastics and packaging, recently purchased land located
on ort Corpus Christis inner harbor from the riscoll
Foundation. M&G plans to build a one million metric
Above: US
flagged MV
Pennsylvania
loading up
Eagle Ford
crude oil for
export
Right: Heavy
lift/breakbulk
cargo
ton per year PET plant and a 1.2 million metric ton per
year PTA plant, to be operational by 2016. The company
has already secured a deal with Aplek in Mexico for
400,000 metric tons of PET.
Oil and gas
IHS reported that shale activity was the contributing
factor for more than one million jobs in the USA in 2010
and South Texas is a benefactor of the proximity of Eagle
Ford Shale. Port Corpus Christi also has several ongoing
facility upgrades to handle the demand to export crude
and condensates. Oil ock 12 recently had breasting
structures added to handle the larger and more
frequent tanker barge calls. A new barge-loading dock,
Oil ock 5, will be complete and operational this
year, and the conceptual design is complete for a new
orth Bank ublic Oil ock, capable of serving
several new customers. Two additional barge-mooring
areas are being developed to serve movements of sand
and liquids.
This summer a barge- eeting area will be created
from an unused area of the inner harbor where some
original port cargo docks once stood, and additional
permitting and engineering is being finalized for a
larger barge-mooring area, also within the ports inner
harbor. The ports bulk terminal and several cargo docks
and building facilities are being used for handling sand
and proppants; and a new proposed barge-unloading
facility, to begin construction later this year on the
Corpus Christi Ship Channel, will import over one
million metric tons of sand each year. The sand will be
cleaned, processed and trucked to drill sites to be used
in the hydraulic fracturing process at Eagle Ford Shale.
This represents a reported US 5m investment at this
single facility.
About the author
Patricia Cardenas is director of communications at Port

Corpus Christi
web: www.portcorpuschristi.com

SHOWCASE 2014
59
Join the club

With 2,650 people, six state-of-the-art maritime container terminals
and the largest Italian private intermodal network, Contship Italia
roup helps customers improve the e ciency and quality of their
global supply chain
Daniele Testi, Contship Italia Group
Contship Italia Group holds investments in some of the

most important container ports in the Mediterranean
and provides complete integrated logistic solutions for
the shipping industry. The companys services include
direct container terminal operations, rail/road
transport, inland terminal operations, warehousing,
customs clearance and value-added container
Intermodal and logistics operations are
provided by specialized multimodal transport
operators Sogemar, Hannibal and Oceanogate,
which o er the largest Italian private network
of rail connections between the main Italian ports
and the most relevant industrial areas in Italy and
Europe. hen Contship Italia roup launched
Oceanogate in 2012 this was one of the most important
developments for the Italian rail transport sector and
became the first private rail traction company fully
dedicated to maritime container rail transport. art
60

SHOWCASE 2014
of Hamburg-based Eurokai, Contship Italia Group

recorded a turnover of US$399m (290m in 2012.
The roups maritime container terminals welcomed
5, 00 ships and handled 5.2 million TEUs, which
represents an overall volume growth of 7% on 2011,
as a result of a positive second half of the year.
The companys subsidiaries, which carry out
intermodal and logistics activities, transported
247,000 TEUs and operated ,900 block-trains for a
total of 817,000km.
Shipping has drastically changed in the past 10
years, breaking all the records achieved during the
previous three decades, says Cecilia Battistello,
president of Contship Italia roup. The largest
improvement is in tonnage and the concentration of
global container carriers. From the 1970s to 2000 the
size of container ships has changed, from the fully
cellular class, which ranged from 1,000-2,500 TEUs, up
to post- anamax plus class with ,000-8,000 TEUs.
CONTSHIPPAGE
ITALIAHEADER
GROUP
WHOS WHO?
n La Spezia Container Terminal (LSCT) (pictured)
is the primary Italian gateway. The port
serves multiple markets in northern Italy and
central Europe;
n Ravenna Container Terminal is the Adriatic sea
gateway. It serves the East Mediterranean and
specializes in refrigerated and perishable cargo;
n Medcenter Container Terminal (Gioia Tauro), is the
Mediterranean mega-hub. It specializes in
transshipment operations and RELAY operations
(transshipment from mother vessel to
mother vessel). It is able to do so thanks to
its central position in the Mediterranean and its
huge infrastructure;
n Cagliari International Container Terminal
is the logistic platform for north African
emerging markets;
n Salerno Container Terminal is the gateway
for central and southern Italy. This terminal is
mainly regional;
n Eurogate Tanger is the new Morocco
transshipment platform. The container terminal
serves West Africa and the emerging markets of
Morocco and Maghreb;
n Sogemar is a multimodal transport operator
offering rail, truck and logistic services. Its network
of intermodal services links the main Italian
container terminals and ports to northern Italys
richest industrial areas;
n Hannibal is a multimodal transport operator
offering international rail connections over the
Alps. It is a logistic integrator for continental and
maritime flows through the inland rail hub in Melzo,
east of Milan, from where trains connect to the
international rail network with Sogemar domestic
rail network;
n Oceanogate is the official rail company for
Contship Italia Group, providing rail traction
services to Sogemar, Hannibal and third parties.

SHOWCASE 2014
61
Such a speed of increase is nothing if compared with

tonnage development achieved from 2000 to 2013 when the
first Triple E 18,720 TEUs class started its maiden voyage.
On the other hand, in the last 15 years, the number of
global container carriers decreased dramatically.
Top container terminals
Today the top ten global shipping lines control more
than % of the 17 million TEUs of capacity shipped
worldwide each year. Because of this, container
terminals and global supply chains require huge
infrastructure developments and continuous investment
to meet the industrys needs. Contship Italias activities
Above: Gioia
Tauro is
considered one
of the principal
maritime
container
terminals in the
Mediterranean,
due to its stateof-the-art mega
infrastructure
EXPANSION PLANS AND INVESTMENTS

n At the 2012 Global Liner Shipping Conference in London, Contship Italia
Group announced its plan to expand its operations at La Spezia and
Ravenna. The company will invest up to US$261m at La Spezia and a
further US$130m at Ravenna, providing bigger berth space for the larger
box ships now calling in the Mediterranean.
Contship is also focused on hinterland logistics services, with plans to
further invest at Melzo (Milan) intermodal platform. Cecilia Battistello,
president of Contship Italia Group, says, Since containerization was
introduced more than 50 years ago, the container shipping industry has
been a door-to-door business. Contship Italia Group continues to invest in
large transshipment hubs, ideally located with minimal deviation from the
Suez-Gibraltar route, as well as flexible regional gateway ports serving
multiple markets.
62

SHOWCASE 2014
have always focused on clients requirements, as

demonstrated by some of the groups milestones,
which re ect the ability of the company to anticipate
market trends.
In the early 1970s Contship Italia created the first
Italian private container terminal in the port of La
Spezia. Today, La Spezia Container Terminal LSCT
is one of the top container terminals in the world,
delivering future requirements to the market in terms
of performance and productivity with over one million
TEUs handled per year from only 28 ,000m2. ey
factors that enable the port to see such promising
results are the technology used and the good rail
connections. La Spezia handles over 5% of total
import and export ows by rail, with 152 trains per
week connecting the richest industrial area of northern
Italy. On average the Italian quota of maritime rail tra c
is less than 10%.
Another thriving port is ioia Tauro, the largest
transshipment port in southern Europe. It began
operations in 1995 based on a vision bigger ships will
require larger facilities and will cut the number of port
calls in the Mediterranean to save time and fully achieve
the economies of scale introduced by larger transport
capacity. Medcenter Container Terminal MCT in ioia
Tauro, already handled 50 million TEUs and is able to
accommodate four ULCC ships over 14,000 TEUs
simultaneously. This is due to its .5km of linear quay,
18m water depth and 22 ship-to-shore gantry cranes,
nine of which are able to operate on up to 2 container
rows on deck.

AN INNOVATIVE PROJECT: PORTOLAB
n PortoLAB was started in 2006 by
Contship Italia Group and its aim is to
communicate the value of port and logistic
culture, transforming container terminals
and intermodal platforms into open-air
laboratories and workshops for schools.
In 2013, PortoLAB met for the seventh
time, with more than 70,000 students
attending, aged between eight and 10.
This revolutionary new way of teaching
students is due to Contship PortoLAB
tutors, a team composed of 30 colleagues

who support the students and their
teachers during the visits, managing all the
safety elements and different steps inside
the operational areas.
PortoLAB hopes to break down some
conceptual barriers between the public
opinion and the logistic business
community, as port infrastructure access
is normally prohibited and containers are
not transparent.
hipping has
drastically
changed in
the past 10 years,
breaking all the
records achieved
during the previous
three decades
Cecilia Battistello, president
of Contship Italia Group
Sogemar and Oceanogate provide connectivity

Contship Italia Group, since 1969, is always looking to
develop and improve its logistics sector, which is why
the group o ers integrated intermodal services that are
recognized by its customers, including by a number of
well-known brands in the market. These companies
consider Contship Italia Groups logistics services to be a
key factor in ensuring that their own supply chains
remain e cient, cost-e ective and more sustainable for
the environment.
Sogemar has been our logistics partner for many
years, says Luca Mirandola, Adidass Italian branch
o ce customs manager.
e recently enriched our
partnership, adding new value services that go beyond
simple transport. e appreciate the versatility of
Sogemar and the wide cooperation demonstrated
in the intermodal transport and customs clearance
services, as when emergency situations and
opportunities invariably arise. Thanks to the
eco-friendly Sogemar intermodal services, we are
able to pursue our distinguishing green policy.
Another customer, Antenore Mozzarelli, logistics
director at Giochi Preziosi Group, says, Our decade
long relationship with Sogemar says a lot about the
services, customer care, eco-friendly approach,
exibility and continuous process improvement the
company provides to the intermodal and customs
clearance business. e appreciate the latest initiative of
Contship through the privatization of rail services now
provided by Oceanogate Italia. It enables us to obtain
unique control over an important part of the transport
Above: We
bring the ship
to your factory.
The slogan
of Sogemar,
Hannibal and
Oceanogate,
recognized by
the pink livery of
their trucks and
locomotives
process, which was previously divided into several

independent components that were potentially able to
interrupt service. The full management of locomotives,
routes, frequencies and sta has removed a major part of
the risk. Such synergy deployed during a di cult
economic situation resulted in a cost reduction and
improved transit time of goods from port to door. It has
also had a positive impact on CO2 emissions. I trust
Sogemar will continue to positively contribute to the
optimization of our supply chain, which requires faster
transit times, lower inventory and greater exibility.
Francesco Caputi, logistic manager at the Italian branch
of Mitsubishi Electric Europe, believes that many
governments in Italy have come and gone, and none has
been able to deal firmly with transport challenges
resulting in road tra c congestion and increase of the
fuel cost simply reverted as extra charge to users. He
says, however, Sogemar has established itself in this
scenario with perseverance, courage and huge
investments. Over the years multimodal transport, with
minimal environmental impact, quality and reliability,
has been combined with first-class customer service and
exibility in response to needs.
About the author
Daniele Testi is the marketing and corporate image director at

Contship Italia Group
web: www.contshipitalia.com/en

SHOWCASE 2014
63
TAMPA IS
64

SHOWCASE 2014
KEY
DID YOU KNOW?

The Port of Tampa recently welcomed
new container services by Mediterranean
Shipping Company (MSC) in partnership
with the Ports longtime carrier partner
Zim Integrated Shipping Services.
Together MSC and Zim offer global
container connections from Tampa.
n The Tampa Bay/Central Florida region is home to

eight million people and welcomes over 55 million
tourists per year, generating a massive consumption
market. According to the latest census Florida has one of
the USAs highest population growth rates and is poised
to top 20 million residents to overtake New York as the
third most populous state in the country. The Tampa/
Orlando Interstate 4 corridor region of Central Florida is
the epicenter of that growth.
A major bulk port and one of the worlds pre-eminent
fertilizer exporter locations, Tampa now handles a
highly diversified tra c base including containers,
breakbulk, Ro-Ro and cruise, not to mention being a
major center for shipbuilding and repair. An important
gateway for energy products and building materials, the
Port of Tampa handles gasoline, diesel and jet fuel for
the Tampa and Orlando markets, as well as construction
materials such as steel, aggregates and cement to
support the construction industry serving the
growing regional population. Other major industry
clusters in the Tampa market include the food and
beverage sector, citrus and juice products, furniture,
department stores and consumer goods, phosphate
products and manufacturing.
Expanding connectivity
As one of the USAs most diverse ports and Floridas
largest in terms of cargo tonnage, Tampa continues
to see expansion of its container services and terminal
facilities. The multiphased build-out of the Port of
Tampa container terminal is ongoing and has recently
been expanded to 16ha with 855m of berth. The terminal
is currently served by three rail-mounted container
gantry cranes and a 100-ton mobile harbor crane, with
13m water depth alongside and in the channel. Together
with terminal operator Ports America, Tampa Port
Authority (TPA) plans to quadruple the size of the
terminal to more than 64ha and acquire two additional
post-Panamax cranes. This phased build-out will be on
adjacent land owned by TPA and is ready to be
developed as the business grows.
This growth will position the port for increased trade
with Latin America, as well as Asia, resulting from the
expansion of the Panama Canal. In addition to the
terminal expansion, two new major transportation
Building on its strength as Floridas largest port,

Tampa continues to diversify and is now emerging as
an important container port and distribution center
gateway, serving a huge and rapidly growing market
Wade Elliot, Tampa Port Authority

SHOWCASE 2014
65
FACT FILE
n Transportation cost savings of approximately US$1000 per container by
serving the central Florida market via Tampa
n On-dock CSX rail service

n Deep water channel and berths 13m
n No truck, rail or berth congestion
n Stable, experienced and efficient labor force
n Proximity to expanding Caribbean and Latin American hubs
n Large reefer export/import market
n Floridas largest cargo-tonnage port
n 90,000m2 of warehouse space
n Global container connections
n Huge local market eight million people within 100 miles
n Floridas population poised to overtake New York as third-largest state
n Green alternative reduces long-haul truck CO2 emissions
n Shortest combined ocean/inland route from Shanghai to Atlanta via
Panama Canal
projects are greatly enhancing the ports connectivity.

This includes a new dedicated truck ramp leading
directly from the port to the interstate highway system,
and the recently completed Tampa Gateway Rail
Terminal, a joint T A CS initiative resulting in the first
on-dock multipurpose unit train facility in Florida. This
new rail capability extends the ports reach beyond the
Florida market to the US Midwest, Northeast and other
destinations throughout the CSX Rail network.
Florida and the Tampa region, lying at the
intersection of the major east-west and north-south trade
lanes and in close proximity to an expanded Panama
Canal, is well positioned to benefit from expanded trade
with Asia and the vibrant markets of Latin America
right in its backyard. Florida is the leading state for
merchandise exports to Latin America, responsible for
more than one-third of all US exports to the region, and
Asia is the top source of Floridas merchandise imports.
This is why exporters and importers such as Rooms to
Top right:
Port of Tampa
Container
Terminal and
new Tampa
Gateway
Terminal,
with artists
rendering of
expansion
Left: Port
Redwing
will create
opportunities
for the Port
of Tampa to
expand on its
manufacturing,
distribution
and industrial
activities
Go, Sysco, Publix, Bealls, Southern Wine & Spirits,

Premier Beverages, Coca Cola Refreshments, Disney,
Badcock, Kanes Furniture and many more all have
major facilities in the Tampa/Orlando I-4 corridor
region, and many of which have recently constructed
and/or expanded their distribution center capacity.
Cargo opportunities abound
The Tampa Bay Executive Shippers Council is an
association of over 150 key exporters and importers
within 100 miles of the port, who control over 250,000
TEUs a year. They are eager to support container lines
that choose to call at Tampa directly to avoid the
considerable extra cost and inconvenience of having to
truck their business to more distant ports such as
Miami/Everglades or Savannah/Jacksonville. The
central Florida market includes more than 500,000 TEUs
available within a competitive truck drive from Tampa.
Major cruise home port
World-class terminal facilities, an expanding array of
Caribbean itineraries o ered by the worlds major cruise
lines, proximity to one of the countrys top-rated
airports, and a host of popular landside tourist
attractions, are some of the reasons the Port of Tampa is
a favorite point of departure for cruise vacationers. Last
year the Port of Tampa welcomed a record 975,000
passengers from Carnival Cruise Lines, Royal Caribbean
International, Norwegian Cruise Line and Holland
America Line, and this also marked the 30th anniversary
of home port operations in Tampa for Holland America.
Tampas three modern cruise terminals, with dedicated
on-site parking to accommodate more than 4,000
vehicles, is just steps away from waterfront attractions
such as the Florida Aquarium and the Channelside
shopping, dining and entertainment complex. Also
nearby are Ybor City (Tampas historic Latin Quarter),
Busch Gardens theme park, zoos, museums and the
famous white-sand beaches of the Gulf of Mexico.
Room to grow
With many parcels of land available for development
adjacent to deep water and with excellent highway and
rail access, Tampa is uniquely positioned in Florida and
the southeastern USA to attract investment in industrial
development and manufacturing.
About the author
Wade Elliot is senior director of marketing at Tampa Port Authority.
tel: +1 813 905 5150
web: www.tampaport.com
66

SHOWCASE 2014
RO/RO services
General cargo services
Hirtshals Havn
P O R T
O F
H I R T S H A L S
THE PORT OF HIRTSHALS

RO/RO services to 7 destinations in Scandinavia and the North Atlantic
Only 20 minutes away from international sea lanes
Situated at the beginning of motorway E39
Ideal location for development of cargo networks
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I O N A
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R N A T
I O N A
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DISCOVER
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APL INTER
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Nathaniel See
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shipping line
ork at
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ciency
www.ukipme.com/spi
UN DE R-K
EE L CLEAR
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Curtin Universit
the importanc ys Dr Tim Gourlay on
e
to the safe oper of under-keel clearanc
e
ation of port
s
GOING GR
EE N
Ports continue
leaf and cost to turn a green
savings are
a major moti
vation
SHOWCASE
2014
KUANTAN PORT
Go
large
Ambitious expansion plans will see

Malaysias Kuantan Port transformed
from a feeder port into a regional
container facility by 2017
Ir Haji Khasbullah Bin A Kadir, Kuantan Port Consortium
68

SHOWCASE 2014
n IJM Corporation, which owns Kuantan Port

Consortium (KPC), has announced that expansion plans
for the port are underway and that the first phase of
development will cost US$351m.
Kuantan Port is on the east coast of the Malaysian
peninsula and serves as a multipurpose cargo and a
container feeder facility. Container cargo contributed
11% to the ports overall cargo composition in 2012.
KPC, in collaboration with the Malaysian
government, has embarked on an expansion project
to create a new deep-water terminal. It will be able
to handle ships up to 200,000dwt and will have the
capacity to handle around 1.5 million TEUs per annum.
The construction of the new terminal is expected
to be completed by 2017, when it will commence
operations. The government is expected to grant
KUANTAN
PAGE HEADER
PORT
FACT FILE
Kuantan has the

capacity to
handle around
n Although Kuantan Port was

traditionally designed to handle general
cargo, over the years the port has
adapted to the changing shipping
trends and cargo packaging from break
bulk to unitization, palletization and
containerization. Kuantan Port has also
developed specialized liquid chemical,
mineral oil and palm oil berths.
n To facilitate efficient, faster and
safer transportation of petrochemical
products to and from the petrochemical
plants in Gebeng Industrial Estate, to
their respective tank farm facilities at the
Port and the Liquid Chemical Berths,
a common pipe-rack running 9km long
had been constructed.
n The port is equipped with three berths
to handle palm oil, vegetable oil, other
edible oils and biodiesel shipments.
n One berth measuring 150m long
is available to handle mineral oil at
Kuantan Port.
a 60-year concession period to KPC for the existing port

and the new deep-water terminal.
IJM has entered into a memorandum of
understanding with Chinas Guangxi Beibu Gulf
International Port Group to jointly participate in the
port expansion plans; Guangxi Beibu will play an
active role in attracting industries to the hinterland.
These investments will be sited in the Malaysia-China
Kuantan Industrial Park (MCKIP), which is in the
Gebeng Industrial Estate. The industries that are
expected to set up in the MCKIP include a steel plant,
an aluminum processing plant, a palm oil refinery, and
oil and gas industries.
These investments will add new capacities that
will transform Kuantan Port from a feeder port into
a regional container port, and the expansion will
1.5 million
TEUs per annum
Above: To
deal with the
increased
container
handling
operations
at the port,
three 600m
container
berths are
equipped with
four container
cranes
strengthen MCKIPs position as a strategic gateway to

the Asia acific, Far East and ASEA markets.
At present, there are five major container lines that
call at Kuantan on a weekly basis: Evergreen Marine
Corporation, acific International Lines, Maersk Line,
Samudera Shipping Line and Regional Container Lines.
We believe the port expansion will make Kuantan
Port attractive to mainline operators wishing to set up
their container transhipment hubs in this region, says
ato Teh ean Ming, chief executive o cer and
managing director of IJM Corporation Berhad.
web: www.kuantanport.com.my
tel: +60 9586 3888
email: info.kuantanport@ijm.com

SHOWCASE 2014
69
PORT OF HIRTSHALS
Position
of power
Convenient location, e cient infrastructure
and a reliable logistics system make the ort
of Hirtshals a natural turntable for transport,
fishery, and o shore and maritime services
Jens Kirketerp Jensen and Ditte Gerstrm Srensen, Port of Hirtshals
Above:
Norwegian
vessel Esvagt
Bergen is
pictured at
Hirtshals Yard
awaiting repair
n A dense service network between Hirtshals, orway,

the Faroe Islands and Iceland has made the ort of
Hirtshals a turntable for cargo transport between the
European continent, Scandinavia and the orth
Atlantic. In 2012, the port broke all its previous
records for ferry tra c, and the port expects this
trend to continue.
Port links
In the future, the ort of Hirtshals will become part of
the EUs prioritized network of transport corridors
TE -T Core etwork , which connects the most
important cities in Europe. ith the motorway and
railway through utland to Hirtshals, the port o ers a
direct connection to orway, making the utland
corridor an even more important route in Europe. The
location of Hirtshals and the growth in tra c, makes the
port a turntable for cargo transport in Scandinavia.
The service network
In the summer of 201 , orwegian ferry company Fjord
Line will put into service the first of two new cruise
70

SHOWCASE 2014
ferries between Hirtshals, Stavanger and Bergen. At the

same time, the company will start a new service to
Langesund in orway. This means that the ort of
Hirtshals will have six daily departures for orway,
making the bridge between orway and central
Europe a reality. Hirtshals expects Fjord Lines new
ferries to increase the amount of cargo and passengers
passing through the port, and to tie orway and
Hirtshals even closer together.
ens
ensen, managing director of the ort of
Hirtshals, says, From a European perspective,
Hirtshals is only now becoming visible on the map of
the transport sector. Therefore, I believe that we are
only just starting to see the beginning of the ports
importance in terms of logistics in Scandinavia and
orthern Europe. Its unique location means it has an
unused potential, which the transport sector is only
now discovering and starting to make use of.
In 2014, the port will have 40 weekly ferry calls to
five destinations in orway and the Faroe Islands and
Iceland and it is this service network that other
shipping companies can connect with. Hirtshals is the
PORT OF HIRTSHALS
will also include a new main road between the
North Sea Terminal and the E39 motorway, to
make tra c ow more e cient between the
ferries, industrial areas and the E39.
Jensen continues, A new line of businesses
are starting to discover the Port of Hirtshals
and this means that the business clusters at
the port are growing and becoming stronger.
O shore service is a totally new business area,
FACT FILE
which the port and a group of companies
n More than 2.1 million people
entered in 2011 when we had our first jack-up
traveled on ferries to and from
rig here for repair. Furthermore, we see that
the Port of Hirtshals in 2012;
the activity level within maritime service is
n More than 137,000 trailers
increasing and developing as an independent
were transported by ferries to
business area focused on supply vessels,
and from the port in 2012;
coasters and fishing vessels.
n More than 679,000 cars were
In addition to this, it is worth noting that
transported by ferries to and
Hirtshals is Denmarks second-largest
from Hirtshals in 2012;
fishing port fish worth more than 7m
n From 2013, the port will offer
US 8 m were landed here last year. All
services to seven destinations
things considered, the port o ers many
in Norway, the Faroe Islands
opportunities to cooperate with other
and Iceland;
companies and industries to create innovative
n Hirtshals is Denmarks
second-largest fishing port.
Development activities also reach beyond
the port area. At the Hirtshals Transport
Centre, which is situated approximately 1km
from the port, the construction of new roads
will facilitate construction of distribution stores, freight
centers and other types of logistics facilities in 2013. It is
also likely that a railway terminal will be built between
the port and the transport center, and work concerning
funding and permits is already underway.
About the authors
Jens Kirketerp Jensen is the managing director of the

Port of Hirtshals and Ditte Gerstrm Srensen is the
marketing coordinator
logical turntable for cargo transport in Scandinavia,

but it requires cooperation between the operators in
the transport sector, as well as an innovative
approach to transport solutions.
Expansion plans
The Port of Hirtshals is now one of Denmarks largest
commercial ports, and its growth means it is in need
of more industrial areas. Therefore, an infrastructure
project has begun that will expand the port area by
approximately 250,000m2.
Increases in Ro-Ro transport and new bulk
operators have created a need for areas close to the
quay to be used as waiting lanes for trailers and
storage for raw materials. The growth of the service
industry within maritime service and its entry into
the o shore market have also provided a clear
indication that there will need to be an increase in
industrial areas over the next few years.
Meanwhile, growth among the ferry companies
means that better tra c management will be needed
in the port area; therefore, the infrastructure project

web: www.portofhirtshals.com
tel: +675 308 4200
email: corporatecommunications@pngports.com.pg
Rudder being
delivered
for repair at
Marine Shaft
at Hirtshals

SHOWCASE 2014
71
PORT OF BALTIMORE
RECORD
BREAKER
The Port of Baltimore saw

36.8 million tons of cargo cross
its docks in 2012, with a total
value of US$54bn, which placed
it ninth nationally for dollar
value of foreign cargo
Richard Scher, Port of Baltimore
72

SHOWCASE 2014
Since 1706,
the Ports
rich maritime
tradition has
produced
skilled labor
able to handle
any type of
cargo
PORT OF BALTIMORE
Above: Since
becoming the
port of entry
for the first
Volkswagen
Beetle in 1963,
the Port of
Baltimore has
consistently
ranked among
the nations top
automobile ports
Containers, a key
commodity for the
Port, account for most
of the cargo that
moves over Baltimores
public terminals
n 2012 was a record year for the public marine terminals

at the Port of Baltimore. The port saw its best-ever year
for automobiles, containers and Ro-Ro (farm and
construction machinery) with the automobile and
Ro-Ro levels being the highest in the USA. In addition
to individual commodities, overall general cargo also
reached an all-time high.
The Port of Baltimore is ranked top among 360 US
ports for handling autos and light trucks, farm and
construction machinery, imported forest products,
imported sugar, and imported aluminum and gypsum.
Baltimore ranks second in the USA for exported
coal and imported iron ore. Overall, the port is
ranked 9th for the total dollar value of cargo,
and 11th for cargo tonnage.
Easy access
Baltimore is further inland than any other East Coast
port, which means a quicker and less costly delivery of
cargo to and from the Midwest. The port also sits in the
third largest US consumer market, and within 24 hours
cargo can reach two-thirds of the US population.
Baltimores public marine terminals are managed by
the Maryland ort Administration and are sited just o
Interstate 95, the main East Coast highway. Rail access is
also very accessible as two Class 1 railroads, CSX and
Norfolk Southern, come right into the port.
The port has an industry-renowned quality program
that means white-glove treatment for all cargo. Sta ,
manufacturers, shippers and port personnel meet
monthly to discuss best practices in cargo handling.
Along with the quality program, Baltimores hardworking longshore workers are some of the most
e cient in the country, propelling the port to an average
of 37 container moves per hour per crane one of the
highest rates on the East Coast.
Business at the port generates about 14,630 direct
jobs, while about 108,000 jobs in Maryland are linked
to port activities. The port is responsible for US$3bn
in personal wages and salary, and more than US$300m
in state and local taxes.
New developments
In 2012, construction was completed on a new 15m-deep
container berth at Baltimores Seagirt Marine Terminal.
This new berth, along with four new super postPanamax cranes, are the result of a public-private
partnership agreement with Ports America Chesapeake
to handle the expected increase in container tra c
following the completed construction of the Panama
Canal project. Baltimore is one of only two East Coast
ports capable of handling some of the largest container
ships in the world it has had a 15m-deep channel for
more than two decades.
With a high-performing workforce, an outstanding
location, a large consumer market, excellent highway
and rail access, a new container berth and a renowned
quality program, the Port of Baltimore is well positioned
for continued success into the future.
About the author
Richard Scher is director of communications at the Port of Baltimore

web: www.mpa.maryland.gov
tel: +1 800 638 7519
SHOWCASE 2014
73
Model
behavior
What are PNG Ports Corporations plans
to remodel its network and how has new
investment already helped improve facilities
at both Port Moresby and Lae Port?
Frank Asaeli, PNG Ports Corporation
74

SHOWCASE 2014
n Papua New Guinea-based PNG Ports Corporation

(PNGPC) has faced considerable challenges in meeting
the increased customer demands that are closely linked
to economic growth. Current infrastructure capacity has
been unable to cope with this demand, and shipping
and port studies are predicting further growth. This has
prompted the PNGPC board and management to
undertake forward planning with an overall aim of
improving productivity and e ciency at its ports.
PNGPC has put in place strategies to remodel, with
particular emphasis on Port Moresby and Lae ports.
CEO Stanley Alphonse says, The selection of capital
projects is based on the long-term strategic needs of
PNGPCs business under the 20-year corporate strategic
plan (2012-2032) and the governments development
objectives under the medium- and long-term strategic
development plans, and the PNG Vision 2050
development plan. PNGPC has bold plans to modernize
its ports network, and the ports infrastructure is an
essential part of Papua New Guineas economy and
e cient transport infrastructure.
PNGPC will partner with the government and other
organizations to carry out various projects. The prime
minister, Hon. Peter ONeill, says, The government is
Cargo has
increased from
7 TEU to
20 TEU
per hour
committing US 5.5bn over the next five years, starting

this year, toward the remodeling investment program.
Construction will commence in 2014.
arious private partnerships will be investigated and
adopted in the delivery of some of the bigger projects.
Development progress
Many projects are already underway at ort Moresby
and Lae and, since last year, US 89m has been spent on
the development work. ort productivity and e ciency
remains
Cs core interest, with the challenge
being to invest in appropriate wharf infrastructure
and technology, which may a ect and change the way
business is conducted. However, there are significant
gains for all stakeholders, as inherent net gains far
outweigh the costs, adds Alphonse.
Mobile harbor cranes and rubber-tired gantries have
been deployed and this has proved beneficial to
Cs operations by introducing e ciencies that
translate into reduced costs. Rubber-tired gantries
allow for an increase in cargo storage space, e cient
identification and processing of cargo, and higher
productivity rates leading to lower berth times. This
strategy has reduced congestion, enables delivery of
Above and left:

The ports of
Moresby and
Lae handle the
bulk of PNGs
international and
domestic trade
goods and services in a timely manner, and also lowers

transportation costs.
The use of mobile harbor cranes and rubber-tired
gantries has cut an estimated US 2. m from demurrage
costs, and berth occupancy has been reduced from
4 days to 1.5 days. Berth use has also been reduced, and
movement of cargo has increased from 7 to 20 TEU hour.
Efficiency drive
E ciency of ports depends on the appropriate
infrastructure and technology being used. Severe
under-investment in the core network of ports at
C had resulted in a dilapidated state of the
infrastructure, says Alphonse.
Current management e orts have revitalized the
network, and include undertaking fit-for-purpose
infrastructure investment in line with operational
and investment planning, corporate strategic plans
and capital expenditure.
About the author
Frank Asaeli is PNG Ports Corporations public relations officer

SHOWCASE 2014
75
PORTONAVE
Great
expectations
After excellent results in 2012, Portonave in
Brazil is investing in new equipment and
technology to increase container handling,
gain more customers and o er greater
exibility and convenience
Osmari de Castilho Ribas, Portonave
76

SHOWCASE 2014
PORTONAVE
In 2012,
Portonave
handled
more than
620,000
TEUs a 13.7%
increase on 2011
n After recording container handling growth of more

than 13% and a net revenue upturn of 10% in 2012,
Portonave initiated new infrastructure investments in
order to bring the terminal up-to-date and make it
more competitive. The terminal took delivery of three
new portainers and five new transtainers, for a current
total of six portainers and 18 transtainers. As a result,
Portonave claims the terminal in Navegantes will be
the best equipped in the state of Santa Catarina.
Portonave is also set to commence expansion of the
port terminal during 2013 and 2014 in order to
increase handling capacity. The terminal will increase
from 270,000m to 410,000m.
Furthermore, in 2012, Portonave handled more
than 620,000 TEUs a 13.7% increase on 2011. During
its five years of operations, the company has already
handled 2.6 million TEUs. The positive results are
down to the docking of larger ships (with higher
cargo capacities), new shipping lines and the
operational e ciency of the terminal.
Portonaves chief operational superintendent,
Ren Duarte, is pleased with the results of the
port terminals progress: In just five years, we
have become the container handling leader in
Santa Catarina.
In terms of ship numbers, in the first half of 2012
an average of 51 ships moored each month. This fell
to 47 in the second half of the year. Over the past few
months, Portonave has increased container handling.
The consolidated infrastructure of the region
and the e ciency of the companies, entities and

SHOWCASE 2014
77
PORTONAVE
OSMARI
DE
CASTILHO
RIBAS
is chief
administrative
officer at
Portonave
Above: Portonave
has invested in
a new piece of
equipment to
streamline
container
inspections at
its terminal
authorities operating in it made

an important contribution to this
solid performance.
Partnerships with clients and
teamwork have also played a key
role; without the dedication of its
employees, the company could
never have achieved this result. Its
a victory for all of Portonaves
860+ employees.
Multifunctional application
To make life easier for clients and to
speed up port terminal procedures,
Portonave has launched an
application for smartphones and
tablets. Named simply Portonave,
it is the first multifunctional app for
a port in Brazil. It is free and can
FACT FILE
be accessed on cell phones and
n Six post-Panamax portainers
tablets equipped with the Android
n Two mobile harbor cranes
and Apple iOS systems.
n 18 transtainers
The app enables users to check
New technology
n Three reach stackers
shipping schedules (docking,
Portonave has invested in a new
n Three empty container stackers
waiting and departure times),
piece of equipment to streamline
n 25 terminal tractors
n One HCVM T mobile scanner
obtain more information on
container inspections at its terminal.
n 860+ employees
Portonave (rules, history and
The HCVM T mobile scanner,
location), see the services provided
manufactured by British company
Infrastructure
by the terminal (transport, logistics,
Smiths Detection, is capable of
2
n Total area 270,000m
Iceport cold store and trading), and
inspecting 150 trucks per hour.
n Channel depth being increased
view and download high-resolution
It has a system that can
to 14m
company photos.
automatically read container
n Three mooring berths
But perhaps its biggest advantage
numbers using optical character
n 900m quay
is the private area for clients,
recognition (OCR) technology, and
n Over 1,200 reefer outlets
customs brokers and transport
n 10 gates with weighing
features six modes of operation.
machines
companies. Registered users can
The scanner was purchased as
n Parking space for 150 trucks
consult and amend container entry
part of our plan to upgrade the
and exit documents, check
technology at our terminal, in order
containers in the terminal yard and
to better meet the needs of our
even carry out payment of bills.
clients. The mobile x-ray inspection
Our intention is to o er clients
system is one of the first of its type to
greater exibility and convenience by allowing them to
be used at ports in Brazil. The equipment will
consult and amend their information whenever they
ensure a exible and user-friendly inspection process, as
wish, no matter where they are, explains Jardel Fischer,
drivers will no longer have to leave their trucks and
Portonaves IT manager. The application is available for
the inspection will be completed within 20 seconds,
download on Apples App Store and Google Play.
says Duarte.
In addition, because the scanner is mobile, the
terminal will be able to allocate the equipment to
web: www.portonave.com.br
specific operations, when necessary. The equipment has
tel: +55 47 2104 3341
been operational since June 2013.
email: comunicacao@portonave.com.br
78

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SHOWCASE
2014
EXPERT VIEW
WHAT CHALLENGES WILL PORTS

CONTINUE TO FACE WITH EVEREXPANDING CONTAINER SHIPS?
Constant increases in container ship sizes are likely to have major consequences
for ports all over the world not just those on the Asia-Europe route
n Over the past two decades, there has been a repeated
process in the liner shipping industry: first Maersk Line
breaks ranks and orders vessels for the Asia-Europe
route that are significantly larger than the norm, and
three to five years later, pretty much every other
carrier is forced to follow suit in the endless
scramble for economies of scale. It started
with the 7,400 TEU Regina Maersk
and the 8,200 TEU Sovereign Maersk
Over the past
class in the mid-1990s. Then the
seven years, the
industry was shocked by the 15,500
average ship
TEU Emma Maersk class in the
size serving
mid-2000s, and now the 18,000 TEU
Maersk Triple E class is due to come
into service this year.
It was really, therefore, just a
has increased
question of time before it became clear
by over
which line would be the first to do the
same thing and exhibit once again the
120%
herd mentality of liner shipping. The five
18,400 TEU vessels ordered by China Shipping
for delivery in the second half of 2014 will be joined
by five comparable vessels from alliance partner United
Arab Shipping Company. Other carriers will likely have
to do something similar in due course, although the
timescale is not clear.
For the main ports on the Asia-Europe trade route,
the upcoming 18,000 TEU ships are no longer or
deeper drafted than todays big ships, although
they are beamier. The key ports will either be able to
accommodate the vessels with no problem, or carriers
can work around the limitations of particular ports.
However, ever larger ships do require faster handling
speeds in order to maintain turnaround times, and
simply deploying proportionately more cranes is not an
option because the ships are not getting any longer. In
addition, handling such ships is not just about the
South
America
quayside performance. The yard and landside has to be

able to keep up.
Clearly the ever-increasing size of ships on the
Asia-Europe trade route has implications for the ports
on this route, but the rest of the worlds ports are not
immune in fact, far from it. This is due to the
cascading of a greater number of ever-larger vessels
onto other east-west routes, north-south trades and
intra-regional trades.
Over the past seven years, the average ship sizes
serving South America have increased by over 120%,
and South Africa over 140%, for example. Both the east
and west coasts of South America are now
seeing vessels of up to 9,000 TEU, while
Mediterranean Shipping Company has
a 12,500 TEU vessel deployed in the
Europe-South Africa-Asia trade
route. The rampant and rapid
cascading of very large ships
into trade lanes such as these is
likely to create more port
problems and challenges than
the 18,000 TEU monsters
destined for the Asia-Europe
trade lane.
Bear in mind too that the
cycle of vessel upsizing driven
by Maersk Line is unlikely to
have run its course. How long
will it be before 22,000 TEU vessels
are on order for the Asia-Europe
trade route?
About the author
Neil Davidson is the senior

advisor for ports at Drewry
Maritime Research
INDEX TO ADVERTISERS
80
Contship Italia Spa ..........................................................................................................45
Port of Corpus Christi.....................................................................................................55
Kuantan Port Consortium Sdn Bhd............................................................................33
Port of Duqm Company S.A.O.C. .............................................Outside Back Cover
Marine Maintenance World Expo 2014 ...........................................................7, 9, 10
Port of Hirtshals ................................................................................................................67
Montreal Port Authority ..................................................................................................27
Port of Miami-Dade............................................................................Inside Back Cover
PNG Ports Corporation Limited ..................................................................................17
Portonave SA Terminais Porturios de Navegantes ............................................ 3
Port of Baltimore ..............................................................................................................55
Shipping Port International Online Reader Enquiry Service......................... 67, 79
Port of Brisbane Pty Ltd................................................................................................ 39
Tampa Port Authority.........................................................................Inside Front Cover

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T H E I N T E R N AT I O N A L S H O W C A S E F O R S H I P O W N E R S A N D O P E R AT O R S

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