Port Strategy 2nd Quarter 2025_Non Subscription

TURBULENT TIMES AHEAD LOCK AND LOAD: ‘BIG SHOTS’ COUNT NIGERIA RETHINK REQUIRED

SCOPE 3 EMISSIONS CHALLENGE

5G Transformational Tech’ | Intermodal South America: Critical Issues | Tractor Automation Push

VIEWPOINT

MIKE MUNDY

Lock and Load: ‘Big Shots’ Count

Strangely, while the word certainty has been removed from the majority of container markets the sector as a whole continues to advance. Some argue that this advance, heavily characterised by scaling up, is in fact financed by the larger returns that have shown themselves to be available - to container lines in particular - in times of volatility. Forward momentum continues apace, but clearly not without exposure to greater risk in these uncertain times

It’s happening again – bigger ships, bigger vessel fleets, bigger terminal groupings, bigger scope of operations – the container sector is scaling up.

Despite market volatility, there is no shortage of investment in new container shipping capacity with, as Drewy has pointed out recently, a strong emphasis on Very Large Container Vessels (VLCVs) and Ultra Large Container Vessels (ULCVs). The former category, according to Drewry, has increased its market share from 18% in 2019 to 23% in January 2025 and the latter, over the same period of time, from eight per cent to more than 14%. In turn, this means that provision has to be made for more high-end terminal capacity to handle these behemoths – the right channel and berth depth, length and crane size.

The knock-on effect is also in play – the cascading down of the earlier generation of high-capacity vessels into secondary trade lanes and this too means new investment to efficiently receive and handle these vessels. Latin America and West Africa are cases in point with regular reports being received from ports of vessel firsts in terms of the size and capacity of vessels accommodated.

Waiting in the wings is the next generation of container vessel – an approximate 3000TEU jump up in capacity from the circa 24,000TEU ULCVs now in operation. China State Shipbuilding Corporation is known to have originated a design for a 27,500TEU vessel, the Green Sealion as it is known.

The terminal sector is also pursuing an expansionist path, as epitomised by the sale of the Bollore terminal portfolio and other logistics assets to MSC in 2022 for €5.7 billion and today by MSC hoping to close the purchase of 80% of Hutchison Ports, together with Blackrock, for a remarkable €22.76 billion. Drewry, speaking on the occasion of its Container Ports & Terminal Market webinar, highlighted the rapid advance of shipping line linked terminal operating groups and the increasing power they wield.

Such groups invariably function first and foremost to meet the needs of the parent line even though they may say they serve all comers equally. Theory does not often go into practice on this point. It is this reality that is also driving more joint ventures between lines and ports for dedicated terminal operations for various lines.

This new emphasis on the terminal sector, and on the part of some lines diversification into various logistics activities, also raises questions of market control. Is too much power placed into too few hands?

Structural change continues apace, albeit in a volatile trading environment – indeed this in itself may yet drive further consolidation and scaling up in the global container marketplace.

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CRUISE CAPITAL OF THE WORLD® GLOBAL GATEWAY OF THE AMERICAS

CRUISE & CARGO SEAPORT

CONTENTS

to pursue an expansionist trail – bigger ships, commensurately bigger terminal operations and the rise and rise of shipping line linked terminal operating groups, a number leveraging their large profits to expand vertically and others extending into logistics. Markets are volatile, unusual things are happening, but the big is beautiful culture is still on the rise

SECOND QUARTER 2025

NEWS FEATURE ARTICLES

PRIMSA Initiative Seville Leads the Way

STS Training Pack Updates from CM Labs’

Clean Offshore Charging ACP & Sillstrom Explore

Enter Vectrix ELME’s New Spreader Range

5

5

5

BRIEFS

CMA CGM

Latakia Deal

Marseille-based CMA CGM has signed a new 30-year deal to develop Latakia Port in Syria. In an agreement reached with the government, CMA CGM will invest US$260 million in the facility, which includes new berthing of 1.5km with 17m water depth and supporting equipment. Under the new arrangement, the Syrian government is taking 60% of revenues, with CMA CGM retaining the remaining 40%. CMA CGM has been operating at Latakia since 2009.

Caucedo Investment

DP World has confirmed investment of US$760m at its Caribbean transshipment hub, Caucedo. The global operator has signed an MoU with the Dominican Republic’s Ministry of Industry and Commerce. The new deal will see current container capacity increase from 2.5 million TEU p.a. to 3.1 million TEU p.a. with expansion of the quay and cranage installed capable of serving next-generation container vessels. Total container volume at Caucedo was just under 1.5 million TEU in 2024.

Heysham Upgrade

UK-based Peel Ports Group is investing £10m in Heysham Port. The project includes reconfiguration of the existing port trailer park, a new multi-lane, smart gate operating system and provision of a state-of-the-art terminal operating system. Heysham Port is a key trade link between the UK mainland, the Isle of Man and Ireland. Isle of Man Steam Packet, CLDN and Stena Line are all current users of the port.

RFQ CALL FOR ROBERTS BANK

TERMINAL 2 CONSTRUCTION

After many years of planning, assessments, legal challenges and environmental questions, the new, largescale, Roberts Bank Terminal 2 (RBT2) container facility in Vancouver (BC) has finally taken a tangible step forward. Vancouver Fraser Port Authority (VFPA) has confirmed it will issue a request for qualifications in July 2025 for a construction partner to deliver the landmass and wharf component

Vancouver (BC) is already the largest volume container port in Canada and in 2024 handled 3.47 million TEU. For well over a decade, VFPA has been planning how to develop new container capacity for the long-term and concluded that RBT2 is the best option. Indeed, while existing operators at the port, DP World Canada and GCT have continued to maximise existing container capacity and operating efficiencies, the need for extra space is obviously required to compete for Asian imports arriving and loaded exports of (mainly) forest products leaving the port.

In a prepared statement, VFPA notes: “The new marine container terminal at the Port of Vancouver is a transformational, nation

Date Activity

July 205

Request for qualifications issued

Fall/Autumn 2025 Request for qualifications submission deadline

Late 2025 Request for proposal issued to three shortlisted construction partners

Spring 2026

2027

Request for proposal submission deadline

Final investment decision and early works

building project that will support Canada’s economic security and trade resilience, enabling the trade of more than C$100 billion in goods annually once fully operational. Based on ongoing discussions with industry, the port authority will pursue a progressive design-build procurement model. This approach will allow for greater flexibility in the design process, strengthen collaboration, and enhance cost and schedule certainty.”

The port has not confirmed the expected annual capacity in this announcement, however, previous estimates in the public domain state that a total of 2.4 million TEU per annum will be developed across two (likely) phases.

While there have been well-documented challenges

■ Table 1: RBT2 Construction Procurement Timetable

over the past decade, in 2023, the federal and provincial governments in Canada approved the project following a rigorous environmental assessment process. Then in 2024, the VFPA submitted a Species at Risk Act-compliant Fisheries Act Authorisation application to Fisheries and Oceans Canada, with a joint commitment with government and regulators for a decision no later than October 2026. Construction mobilisation and early works are currently slated for 2027, as Table 1 outlines, with major land reclamation works expected to begin in 2028. Terminal operations are set to commence in the mid-2030s.

CENTRAL AFRICA TERMINAL INVESTMENT CROWDS IN

AD Ports Group is to jointly develop and operate with CMA Terminals, the terminal arm of the major liner operator CMA CGM, the new East Mole multi-purpose terminal at Pointe Noire Port in the Republic of the Congo. The two companies have formed a joint venture, majority-owned by AD Ports Group, to develop manage and operate the new facility which will handle containers and general cargo.

Development works will entail building a 400m quay with a depth alongside of 16m and establishing the landside terminal area as well as equipping the facility. An order has been placed for three ship-to-shore

cranes and nine hybrid rubber tyred gantries.

Also at Pointe Noire, the Congo Terminal, a subsidiary of Africa Global Logistics, is embarking on a three year €361m project to build its container capacity. A new 750m quay with a depth alongside of 17m will be established by 2027 with an accompanying terminal area of 28ha.

Just 71 nautical miles away DP World is pursuing its idea of establishing a container terminal at Banana in the D R Congo.

Against a background of analysts warning that the new facility’s prospects are hindered by a lack of connecting inland infrastructure, a plan has just been announced to build a 450km

highway that will link Banana with the capital city of Kinshasa. Overall, the scheme foresees a land corridor that aims to relieve the isolation of the Kongo-Central region. While the plan has been announced, however, there is no clear timetable and there are no financing arrangements in place. Reports also indicate security concerns along parts of the proposed route.

Looking to the future, there are also question marks over the issue of demand for the facility with the build up of container capacity in nearby Pointe Noire as well as at the established facilities at Matadi on the Congo River, where ICTSI is now implementing an expansion phase – see over.

CMA CGM SECURES SANTOS BRASIL

French shipping group CMA CGM has finally taken control of Santos Brasil, one of the largest container terminal operators in Brazil. The deal includes the flagship Tecon Santos operation in South America’s busiest port and two other box facilities.

During the Intermodal South America trade show in May 2025 in Sao Paulo, it was announced that the regulatory authorities in Brazil have approved CMA CGM’s purchase of the shares owned by Opportunity, which held 47.9%, and as a result, the French company now retains a controlling 51%.

Through its subsidiary CMA Terminals Atlantic SA, a mandatory tender offer to buy all outstanding shares for the same price of Reais13.60 (or US$2.40) that it paid for the Opportunity shares was triggered.

Portonave Boost

Portonave, the private terminal operated by Terminal Investment Limited (TIL), the investment arm of MSC, in Navegantes, Santa Catarina, Brazil, has announced a new raft of investment plans. TIL states that it is going to spend R$439m to boost the current container operating capacity of 1.5 million TEU p.a. to two million TEU p.a. by the end of 2026. Berth length will be upgraded to 400m and two ship-to-shore cranes added.

Durban RfP Launched

Transnet National Ports Authority has commenced an RfP process to appoint a new multipurpose terminal operator at the Port of Durban, South Africa. The brownfield development is earmarked for the 145ha Maydon Wharf precinct of the port, with a landside area dedicated to logistics, warehousing and value-added activities. A capacity of seven million tons and 15 berths are envisaged in the 25-year concession offering.

Adani Coal Deal

Adani Ports and Special Economic Zone (APSEZ) has acquired the North Queensland Export Terminal (NQXT) in Australia in a non-cash deal reportedly worth US$2.54bn. The terminal, with a capacity of 50 mtpa, is located at the Port of Abbot Point, 25km north of Bowen, in North Queensland on Australia’s east coast. The deal includes the purchase of Abbot Point Port Holdings (APPH).

Lyttelton Gears up for Next Expansion Phase

Lyttleton Port, New Zealand has confirmed that it needs to expand its infrastructure by 2029-2030 if it is to continue supporting the wider Canterbury and South Island economy. As a result, the port is targeting the next step of the Te Awaparahi Bay project be able to berth enough vessels of sufficient capacity to keep pace with cargo demand.

The initial 10ha of the Te Awaparahi Bay reclamation project was completed in 2019, with the following stage of six hectares finished in December 2020. This current stage, totalling seven hectares, is expected to take two years to complete.

This project will enable Lyttleton to handle up to 850,000 TEU per year and accommodate the largest vessels that visit New Zealand.

Montreal Move

SSA Marine has acquired a 25% stake in Termont Montreal Inc. from Logistec, so that it is now a 50-50 joint venture with MSC’s Terminal Investment Limited.

Termont operates two facilities in the Montreal area, the Viau Terminal andMaisonneuve terminals.

BRIEFS

MTL Agreement

Modern Terminals, Hong Kong has signed a Strategic Cooperation Agreement with Guangxi Beibu Gulf International Port Group Co. Ltd. The cooperation focuses on enhancing the role of the Beibu Gulf ports in Guangxi and the container terminal facilities in Hong Kong and DaChan Bay to drive economic growth in Western China and the Greater Bay Area. Integrating sea-rail intermodal services will link manufacturing areas in Western China to Hong Kong.

Santos Brasil includes Tecon Imbituba, in the south, and Tecon Vila do Conde, in the far north, of Brazil.

■ CMA CGM has gained control of Santos Brasil and is now aiming to purchase all outstanding company shares

■ Matadi Gateway Terminal, Democratic Republic of the Congo, has added four hybrid, automation capable, rubber tyred gantries to the existing fleet of four units already in service there. The addition of this new equipment takes place in conjunction with an expansion of the terminal’s yard area and the development of a 2.65km road from the port to the main road system

HGT BUYS INTO CNMP LE HAVRE AND SIGNALS FURTHER PORTFOLIO GROWTH BRIEFS

More On-Dock in LA

The Los Angeles Harbor Commission has approved a lease amendment that finalises plans for a US$52 million infrastructure improvement project to upgrade on-dock rail capacity and reduce overall emissions at the Port of Los Angeles Pier 300 terminal, operated by Fenix Marine Services (FMS). The project will add five loading/ unloading tracks in the intermodal yard at the Pier 300 terminal, with construction expected to begin next year. In January 2022, CMA CGM reacquired 100% of FMS.

T3 for Tilbury

The UK Port of Tilbury has confirmed plans to develop Tilbury3 (T3) at a 100-acre brownfield site adjacent to the existing Tilbury2 (T2) facility. Port owner, Forth Ports, has submitted an outline planning application to local authorities for the site for the development of industrial storage, warehousing, processing, construction materials handling, container and vehicle storage. T3 will share road, river and rail access with T2.

Kazakhstan Deals for ADP

Fast-growing AD Ports group, has signed new agreements to expand its operations in Kazakhstan. Included are expansion of fleet operations by commissioning up to four shallow-draft container vessels for the Caspian Sea, each with a 780 TEU capacity, and exploring joint investment in up to four Aframax crude oil tankers to strengthen support for Kazakhstan’s energy sector. Other MOUs explore trade development options.

Hanseatic Global Terminals (HGT) has completed the acquisition of 60% of the shares in CNMP LH from Seafrigo Group, who will continue to retain the remaining 40%.

CNMP LH operates the Atlantique Container Terminal at the port of Le Havre in France and specialises in serving key hinterlands in the north of the country and the large markets in and around Paris, with reefer

container traffic. Seafrigo Group specialises in logistics for temperature-controlled goods.

“By acquiring a majority stake in the CNMP LH terminal in Le Havre, we are strengthening our position in one of our core European markets. At the same time, we are continuing to expand our global terminal portfolio while paving the way for targeted investments to enhance efficiency. The transaction will therefore directly

■ HGT has acquired a majority stake in CNMP LH in Le Havre as part of the company’s strategic plan to grow its portfolio to over 30 terminals by 2030

contribute to the vigorous realisation of our Strategy 2030,” notes Dheeraj Bhatia, Chief Executive Officer, HGT. HGT is a fully owned subsidiary of Hapag-Lloyd. Operating from Rotterdam, HGT manages a portfolio of stakes in 21 ports.

NYK SEALS 27-YEAR CONCESSION DEAL WITH PORT OF BARCELONA

The Port of Barcelona has awarded Nippon Yusen Kabushiki Kaisha (NYK) the concession for its new car terminal. The 27-year deal will see the Japanese company invest a total of €75 million to build the new public terminal, which will be located on Príncep d’Espanya wharf.

The Barcelona Port Management Board notes: “The award responds to the growing traffic in new cars, especially electric vehicles, coming largely from the Far East and destined for various markets in Europe.”

The bid by NYK, a multinational transport and logistics company with a fleet of 96 car carriers and already operating 17 ro-ro terminals, mainly in east and southeast Asia and northern Europe, forecasts traffic of around 180,000 vehicles per year from 2028, comprising

mostly import movements.

The NYK bid included a significant commitment to intermodality. The new terminal will be located next to the railway terminal on Príncep d’Espanya wharf, which can currently operate 750m-long trains in all three gauges (UIC, Iberian and metric) and is due for expansion with a fourth track. This will allow NYK to move up to 10 trains per week. Greater use of intermodality is in accordance with the Port of Barcelona’s strategy moving forward.

The additional volume of traffic represents what the port deems to be “not only a quantitative but also a qualitative leap” in terms of new vehicles logistics. The new terminal will occupy 101,058 m2 and is scheduled to be operational in early 2027.

A large proportion of the investment effort, which is the

largest by any Japanese company in a Spanish port according to the Barcelona Management Board, will go towards building a new automatic silo with capacity for 8,160 vehicles. The terminal will be operated using 100% electric vehicles and handling equipment and the automatic silo will be topped by a photovoltaic installation with an annual generation capacity of 3,211 MWh.

José Alberto Carbonell, President, Port of Barcelona, highlights: “NYK’s bid fits perfectly with our objectives, consolidating the Port of Barcelona as a vehicle logistics hub at a time when significant changes are taking place in distribution chains in this sector. Its commitment to intermodality and the construction of a sustainable terminal is also aligned with our commitment to decarbonisation.”

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SEVILLA LEADING THE MULTIMILLION PRIMSA INITIATIVE

The European Sea Ports Organisation (ESPO) has confirmed that the Port Authority of Seville (APS) is leading the PRISMA (Port Real Time Information Smart Management) project.

PRISMA is a €10.3 million initiative that has been selected by the European Commission under the Connecting Europe Facility (CEF) for its role in digitalising operations within the Trans-European Transport Network (TEN-T).

This project is an initiative that focuses on real-time data management, fostering information exchange among logistics stakeholders, and improving maritime, rail, and road transport integration.

PRISMA also includes a Port Community System, Port Management System, navigation tools, and geographic information systems, enhancing internal coordination, predictive maintenance, and operational efficiency.

There are a number of stated goals for this project, which include optimising resources, boosting competitiveness, and creating a virtual testing space (sandbox) for startups.

PRISMA is being implemented over four year-period and has a range of different partners in addition to APS, including the University of Seville, Serviport Andalusia, and IDOM Consulting Engineering.

Telia Trials 5G

Klaipėda Port has confirmed that Lithuania’s first 5G standalone (SA) network at the port is to be trialled by Telia. This 5G SA network will allow terminals to connect container cranes, autonomous vehicles, and other equipment to a private 5G network, with port staff also using a 5G-based Push-toTalk (PTT) system supporting seamless communication via a smartphone app. The port is investing €308 million (US$322 million) in Infrastructure.

ESPO has confirmed that the initiative also fully aligns with EU priorities for digitalisation and emissions reduction in maritime transport.

DPW Live OneStop

OneStop Modal is going live at DP World terminals in Melbourne and Sydney, Australia in June 2025. This will allow the facilities to digitise key operational processes, simplify container management, and enhance service coordination across their network. With added integration to terminal systems and the OneStop Rail Module, the deployment will deliver smarter rail coordination and seamless data exchange, while delivering cost savings.

CM Labs’ STS Training Pack Updated

CM Labs Simulations, a leading vendor for simulation-based training solutions in the port industry, has launched an update to its Intellia Ship-To-Shore (STS) Crane Training Pack. The new launch offers several more features, including instant record and replay and optimised lane configurations for equipment, including straddle carriers.

“We’re always looking for ways to take our training packs to the next level,” says Devon Van de Kletersteeg, the Ports, Industrial, and Utilities Product Growth Manager, CM Labs. “We encourage our clients to share what they would like to see in future products and product updates, and do our best to make solutions that meet the most pressing training needs in the industry.”

With the new instant record and replay feature, trainers will be able to replay an exercise immediately after a student completes it. Timestamps of all major events in the exercises –such as objective completions and safety violations – help instructors provide corrective training and show students where they went wrong and how they can improve.

■ The Port Authority of Seville is a partner in the European Commission’s PRISMA project focussing on new and improved digitalisation technologies

MoorMaster Doc’

Cavotec has released a new White Paper outlining how its automated vacuum mooring technology, MoorMaster, can significantly enhance port operations. The paper highlights how MoorMaster reduces mooring times and raises ship-to-shore crane productivity through improved vessel stability – resulting in measurable throughput improvements and cost savings. Data and insight from APMT Tanger Med 2, Morocco.

CM Labs underlines the efficiency of the training simulation approach. Whether for a new employee or refresher training for an existing employee.

Digital Twin

The Maritime and Port Authority of Singapore has launched the first virtual model of the Port of Singapore. The digital twin solution includes key infrastructure, piers and ferry terminals, functions in real time and aims to promote port efficiency and sustainability. The digital twin will integrate data from various sources to enable scenario simulations, including dispersion modelling to inform safer bunkering of alternative fuels such as methanol.

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STILLSTROM AND PANAMA CANAL EXPLORE CLEAN OFFSHORE CHARGING

Stillstrom, an independent company under the Maersk Group, and the Panama Canal Authority (ACP) have signed a Memorandum of Understanding (MOU) to explore the implementation of Stillstrom’s battery powered offshore charging technology to reduce emissions from vessels idling in and around the Panama Canal.

A critical artery of global shipping activity, with around 14,000 vessel movements annually, the Panama Canal remains a focal point for maritime sustainability and ACP has already introduced incentive programmes for lower-emission vessels, invested in water-saving initiatives, and committed to reducing its own operational carbon footprint.

Now, a new partnership with Stillstrom offers an important step forward. For ships awaiting transit or at anchor near landfall, coastal areas, and cities, traditional idling means running diesel or heavy fuel oil generators – releasing CO2, NOx, and particulates into the air.

Stillstrom’s offshore charging technology envisions a different reality: vessels silently drawing power from a stationary offshore unit, eliminating the need to burn fossil fuels while waiting in line. This means a ship at anchor can be seamlessly connected to an offshore power source, with quiet engines and no air quality issues.

Stillstrom and ACP are conducting a joint feasibility study to assess the potential for offshore charging solutions in the region. The study will evaluate how these systems could reduce emissions, improve air quality, and support the Panama Canal’s

broader decarbonisation strategy. Stillstrom’s innovative infrastructure establishes zero emission anchorage zones— transformative spaces where vessels traditionally reliant on fossil fuels can switch to clean electrical power, significantly reducing emissions such as CO₂, NO�, and SO�.

Stillstrom is currently involved in a range of collaborative projects aimed at integrating offshore charging into both vessel and wind farm design.

KALMAR REPORTS INTERESTING INITIATIVES

Kalmar reports a number of interesting projects in a period where it has also been busy building its order book.

The company has launched a five-year Move2Green R&D programme and has been granted €20 million funding from Business Finland Leading Company Competition. The goal of the Move2Green programme is to advance carbon neutrality in heavy material handling by developing an electric equipment portfolio and data-driven services supporting net-zero logistics chain activities in ports, terminals, and other heavy industrial logistics by 2045.

Kalmar has also announced the introduction of its Kalmar One Automation System. As the company describes it: “This is an OEM equipment type agnostic solution for automated operations. The solution enables terminal operators to integrate and optimise their operations

holistically through one system and standardise automation solutions and operational models across multiple terminals.”

Additionally, at its Shanghai manufacturing facility it has commenced production of its electric empty container handler and heavy forklift truck.

There have been diverse orders placed across its

■ A busy period for Kalmar including an interesting project undertaking repairs to the leg of a ship-to-shore crane at Nhava Sheva Freeport Terminal in Mumbai, India

comprehensive product and service range with one notable project being repairs to the leg of a ship-to-shore crane at Nhava Sheva Freeport Terminal in Mumbai, India.

BRIEFS

Manual Megawatt Charger

Cavotec has launched its MCS Manual Dispenser, which is designed to support the Megawatt Charging System (MCS) for high-power charging applications. Delivering up to 4.5 MW of charging power, the MCS application is able to power electric heavy-duty vehicles, construction machinery, e-trucks and vessels for use in mining, construction and ports. Ultrafast charging and an integrated cooling system are two critical components of the new system.

STS for CMP

Two ship-to-shore cranes have been confirmed for Copenhagen Malmö Port’s (CMP) new container terminal in Ydre Nordhavn. Each unit is controlled remotely and has semiautomatic capabilities, as part of future-proofing the container terminal. CMP confirmed in March 2025 that the cranes will be put into operation after undergoing extensive testing when the container terminal’s operations are moved from their current location at Levantkaj in the second half of 2025.

LA Gets Grant

The Port of Los Angeles has been awarded a US$412 million grant from the U.S. Environmental Protection Agency (EPA)’s Clean Ports Program to support a transition to zero-emissions (ZE). The funding will support the purchase of 425 pieces of battery electric, humanoperated ZE cargo-handling equipment, installation of 300 new ZE charging ports, and deploying 250 ZE drayage trucks. The Port of LA secured the largest grant out of US$3 billion allocated to deploy zero emission equipment at US ports.

■ The Panama Canal and Stillstrom are partnering in offshore vessel charging trials to reduce emissions

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CRANE SPREADERS

ENTER VECTRIX – ELME’S NEW GENERATION SPREADER RANGE

ELME Spreader is the company behind Vectrix – a new series of crane spreaders. Developed and manufactured entirely in Sweden, the new crane spreader series reportedly incorporates state-of-the-art technology and innovative design improvements to meet the evolving demands of port operators and logistics companies worldwide.

The Vectrix crane spreader series features a modular design that Elme states allows for cost-effective customisation to meet specific operational needs. Developed, manufactured and tested in-house in Sweden, the new crane spreader series builds on a proven design, featuring a modular structure for cost-

KONECRANES – BIG TAKE-UP OF RTG

Konecranes has confirmed two new largescale deals at ports in North America.

RTGs. The deal was booked in Q1 2025 and delivery is scheduled for H1 2026. It will also retrofit eight existing Konecranes RTGs. With these new orders, the Port of Houston will be operating a fleet of 163 Konecranes RTGs – including 73 hybrid models.

BRIEFS

Electric Shuttle Success

The Port of AntwerpBruges has successfully trialled a next-generation logistics solution in the form of a fully autonomous, fully electric shuttle. Working in partnership with technology partners, Akkodis, Medrepair and VDL, the test demonstration was conducted at the Medrepair Terminal, with the shuttle linking short-distance transfers between container stacks, warehouses and gatehouses. The project is being supported by the PIONEERS project, part of the EU’s Horizon 2020 R&D programme.

Continental Shift

Continental has confirmed it is focusing its Commercial Specialty Tyres business on Material Handling, Earthmoving and Port Operations Tyres only, with the company’s Agricultural Tyres segment being discontinued by the end of 2025.

Tractor Launch

Vancouver (BC)-based Global Container Terminals (GCT) has ordered 10 hybrid Konecranes rubber-tyred gantries (RTG) for its GCT Deltaport Terminal and one battery-powered Konecranes RTG for its GCT Vanterm terminal. The agreements were signed in Q1 2025, and the 11 cranes will be delivered by Q3 2026.

The new orders expand GCT’s fleet of Konecranes’ RTGs to 43 units. The terminal operator’s existing RTGs are equipped with Konecranes’ Diesel Fuel Saver system, bringing significant fuel consumption reductions. Now GCT is taking another step towards its emission reduction goals, adding 10 hybrid Konecranes RTGs and placing

■ Konecranes is supplying 27 new RTGs to existing port customers Vancouver (BC) and Houston, while confirming a range of other deals throughout Latin America and Europe

Konecranes’ first order for a fully battery-powered RTG.

The battery-powered RTG for GCT Vanterm will be supplied with a dedicated charging container and automated charging interface designed to integrate with on-site electricity infrastructure. The GCT Vanterm order is GCT’s pilot project for zero-emission RTG operations, providing critical insights that will help GCT make informed decisions on its net zero pathway.

The Port of Houston, USA is also adding to its large Konecranes RTG fleet with an

The 16 new hybrid Konecranes RTGs, designed for 1-over-6 stacking capacity, will be equipped with advanced Smart Features such as Auto-steering, Stack Collision Prevention and Truck Lift Prevention. Their hybrid power units will enable the port to reduce emissions and save on fuel costs.

The eight retrofits will add the same Smart Features, as well as Gantry Collision Prevention, Auto-Steering and new E-Chains.

Elsewhere, BMF Port Burgas AD (BMF) in Bulgaria has ordered two Generation 6 Konecranes Gottwald ESP.9 Mobile Harbor Cranes, with handover in Q4 2025, and Iquique Terminal Internacional S.A. (ITI) in Chile has confirmed a Konecranes Gottwald ESP.10 – the largest mobile harbour crane in the Konecranes portfolio – to handle container operations for Super-Post Panamax vessels.

In another first – see previous page – in March this year Kalmar formally commenced sales of its third generation electric terminal tractor in North America, the Kalmar Ottawa Electric Terminal Tractor (OT2 EV). The company reports that the OT2 EV has undergone extensive testing including 240 hours of climate controlled performance in the range -22degF to 122degF. Four different models are available – two specifically designed for container port/terminal applications and two for distribution applications including an on-road version. The design has been wholly originated at the company’s Ottawa, Kansas facility and comes with charging solutions.

ENHANCED RTG RANGE MARKS 25TH ANNIVERSARY FOR LIEBHERR

Liebherr Container Cranes (Liebherr) marks 25 years of RTG innovation with a next-generation range offering five base models with electric, hybrid and VSG options. Designed for efficiency, sustainability and performance, Liebherr states the RTGs are backed by advanced modelling software, thereby helping ports and terminals choose the right solution to optimise operations and cut emissions.

In what the company describes as its “next step in its RTG evolution,” Liebherr is marking its 25th anniversary of providing RTGs by offering a range of five models:

● RTG-CB (Electric, Conductor Bar) – A fully electric RTG with a continuous power supply, requiring fixed conductor bar infrastructure.

● ERTG-CRD (Electric, Cable Reeling Drum) – A fully electric RTG with a flexible power feed, utilising a reeling drum for cable management.

● RTG-HC (Hybrid, Capacitor) –A hybrid RTG utilising super-capacitors for energy recovery in combination with a smaller diesel generator. Offers the lowest capex investment and fastest pay-back period for a hybrid system.

● RTG-HB (Hybrid, Battery) –A diesel-electric hybrid RTG utilising battery energy storage, designed for optimal fuel saving and emissions reductions.

AutoMoor in China

Trelleborg Marine and Infrastructure has confirmed a contract to deploy its advanced AutoMoor technology at a major container terminal in China. The project will see AutoMoor seamlessly integrated into the terminal’s existing infrastructure. AutoMoor accommodates the latest generation of ultra-large container vessels, improves vessel stability, and reduces turnaround times, all helping to lower vessel emissions.

● RTG-VSG (Variable Speed Genset) – A fuel-efficient diesel RTG with optimised performance, reducing fuel consumption compared to standard diesel RTGs.

The company provided an explanation of its strategy in the provision of this equipment, by stating: “Designed to meet the ever-changing demands of terminal operations, the next generation of Liebherr RTGs delivers optimised efficiency, reduced emissions, and superior performance, ensuring operators can easily select the ideal solution for their operational needs.”

Charlie McCarthy, MD Engineering at Liebherr Container Cranes says that the RTG range allows customers to advance environmental ambitions and plan for a net zero future: “Our electric RTGs operate with zero local emissions while our hybrid models deliver exceptional performance alongside

VICT Takes Four

Victoria International Container Terminal (VICT), a ICTSI group company, has ordered four hybrid automated straddle carriers, each with a 60-ton twin lift capability, with delivery due in Q1 2026. The new Kalmar hybrid straddle carriers are for twin lift shuttle operations and have been specifically designed to increase productivity by reducing loading times at Australia’s only fully automated container terminal. The 35ha terminal has a design capacity of 1.5 million TEU/yr.

Enter BVS

Turkey-based BVS Cranes has secured a major order for four yard cranes for service in inland terminals in Central Europe.

Designed for container handling between rail and truck the four units feature a bespoke BVS design which the company states, has been developed beyond standard specifications.

fleet range

significant reductions in emissions, running costs and maintenance. Additionally, our variable speed generator RTGs provide exceptional performance and a substantial decrease in emissions compared to traditional diesel machines.”

Liebherr’s proprietary software enables advanced simulations and energy modelling, predicting fuel and energy consumption, for various power system configurations based on clients’ specific operational scenarios. This allows it to accurately simulate customers’ operations to explore and optimise alternative operating scenarios. Furthermore, by accommodating local and regional economic factors, we can conduct comprehensive economic assessments to identify the optimal machine for a customer.

Strads for LG

DP World has ordered 12 fully electric Kalmar straddle carriers, each with highenergy batteries, for its London Gateway logistics hub. Also included is a Kalmar FastCharge station that can be used to top-up the equipments’ batteries during shifts, in a process taking just 45 minutes. The straddle carriers can then work for up to four hours without further charge. Delivery of the machines is set for Q1 2026.

“Every electromechanical and safety detail is tailored to meet advanced European norms,” underlines A. Onder Topuz, Business Development & Marketing Manager, BVS, “with additional features requested by the client integrated from the design phase.” Crane span is 36.5m, lift capacity is 41 tons, stacking up to three containers high and the design provides for semi-automated operations with the ability to go to full automation if required.

Full Factory Acceptance will take place at BVS’s Ankara factory after which the cranes will be transported disassembled to Europe for final installation.

BVS Cranes has experience of manufacturing various container crane designs previously for the Turkish market and for multiple terminals in Central Asia. This latest order, however, represents a major breakthrough in terms of entering the important European market. It also does so with new sales and service centres in place in Duisburg, Mannheim, Salzburg and Sissein which serve both BVS cranes and other brands.

BRIEFS

Manzanillo Moves

Contecon Manzanillo (CMSA), an ICTSI Group terminal, is continuing to build its capacity with the addition of two new generation quay cranes and four hybrid rubber-tyred gantries. The ship-to-shore cranes are designed to handle vessels with beams of more than 60m and with all the new equipment up and running the terminal will be able to work three vessels with a length of up to 400m simultaneously. CMSA has a new berth under development.

■ The RTG-HC (Hybrid, Capacitor) is one of five models comprising the enhanced Liebherr RTG

The ultimate combination for uncompromised safety in crane operation.

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TURBULENT TIMES AHEAD

Looking to the future, industry consultants Drewry identify a turbulent container port market presenting challenges at every critical level. Felicity Landon reports

With uncertainty and unpredictability the order of the day, what can container ports and terminals expect in 2025? Drewry’s Container Ports & Terminals Market Outlook webinar, held in March, came after the sale of CK Hutchison’s ports division to BlackRock and TiL was announced, but before the pushback from Beijing, with Chinese authorities seeking to block the sale.

Nevertheless, the discussions at the webinar gave indications of what’s in store for the global container sector and how ports and carriers could be impacted in 2025 – we’re talking not only about the planned sale of Hutchison ports and President Trump’s protectionist policies (which, of course, also relate to Hutchison’s presence at either end of the Panama Canal), but also about the impact of investment and expansion by global terminal operators in key locations, and the size of the orderbook for very large container vessels and ultra large container vessels.

The sale of 80% of Hutchison’s ports to BlackRock and TiL, Mediterranean Shipping Co.’s terminal operating business, was news that catapulted the container industry into the headlines, said Eirik Hooper, Senior Analyst, Ports & Terminals. Assuming it goes ahead, it will be the largest acquisition in terminal operations history. “MSC already had one of the largest and most geographically spread networks. In 2023, MSC was the fastest growing terminal operator after the acquisition of AGL (Africa Global Logistics, formerly Bolloré Africa Logistics),” he said.

The AGL deal represented a 12% increase for MSC’s port operations, ‘small fry’ compared to the Hutchison deal, which could deliver a 100% increase in MSC terminal capacity, he noted. Having already announced the acquisition of its Altamira terminal in November 2024, TiL’s presence in Mexico would be considerable with the Hutchison portfolio added, said Hooper. MSC/TiL would have capacity in each of Mexico’s five largest container ports in one of the fastest growing markets in the world.

COMPETITION SCRUTINY

With any deal of this magnitude, there is always going to be overlap between the two portfolios, he noted. “It’s likely the competition authorities in certain key locations will want to scrutinise the deal. In particular, we note that there’s a risk of market concentration in the Netherlands, where the combination of portfolios would give MSC majority stakes in over 30m TEU of capacity in the Port of Rotterdam – not to mention its already significant exposure in Le Havre, Antwerp, Bremerhaven and Hamburg. There will also be a review of the much talked about Panama Canal ports, ostensibly the prime mover in bringing the parties to an agreement.”

Hutchison has two Panama Canal ports – Cristobal on the Atlantic side and Balboa on the Pacific site. “The Panama Maritime Authority is unlikely to overlook MSC’s minority stake in PSA’s Rodman port. Another potential area for concern is Spain, where the authorities will consider whether Hutchison’s BEST terminal in Barcelona addresses the same market as MSC’s terminal in Valencia and its €1bn development project there.”

Thanks to an extensive pipeline of new developments and expansion projects, MSC was expected to catch up with the big three GTOs – PSA, COSCO and APMT – even before this deal, said Hooper. Adding in the Hutchison portfolio for sale would take MSC and its subsidiaries to roughly 15% of market share – way ahead of PSA in second place with about 10%. This, of course, does not consider any potential divestments either forced or for strategic or commercial reasons.

MEGA ORDERBOOK

MSC has been one of the primary drivers of the increasing number of VLCVs and ULCVs, said Eleanor Hadland, Senior Analyst, Ports & Terminals.

In its recent ports and terminals insight analysis, Drewry “looked at the container ship fleet orderbook and asked the question – where will all these big ships go?”

■ Drewry contends that hybrid operators, the terminal operators owned by carriers, are gaining the upper hand in the market – in New York CMA CGM acquired the Bayonne and New York Terminals

MSC was expected to catch up with the big three GTOs – PSA, COSCO and APMT –even before the potential Hutchison deal

Since January 2019, the global container ship fleet has grown by an average 4.3% annually when measured in terms of vessel numbers but by an average 5.8% each year when measured in terms of capacity. The share of global fleet capacity accounted for by VLCVs (between 12,500 and 18,000TEU) increased from 18% in 2019 to 23% in January 2025, while for ULCVs, larger than 18,000TEU, the share has risen from 8% to more than 14%.

“When we look at the orderbook, it shows that this trend is set to accelerate. 50% of the orderbook capacity is accounted for by VLCVs and 23.5% by ULCVs.”

Multiple factors influence the deployment of these vessels – most notably, the level of cargo concentration at key ports, the balance of gateway and transshipment cargo, and the technical capability to handle them, i.e. channel and berth depth, berth length and crane size. “The fleet orderbook will put pressure on a wider range of ports to upgrade infrastructure and equipment to handle larger vessels,” said Hadland.

TECHNICAL CONSTRAINTS

The North American market should be well suited for VLCV and ULCV calls, she noted, as cargo is concentrated at a relatively small number of large ports, there is no transshipment activity and a high proportion of goods at major gateways is moved inland quickly by large intermodal corridors. However, the technical capability of North American ports, particularly in the US, will remain a constraint to the development of ULCV entry into this market. The maximum berth depth of 16.8 metres at the main west coast gateway ports of Los Angeles and Long Beach, with the latest crane delivery for 23-row outreach, compares to the 20-metre-deep berths under construction in Rotterdam and the 26-wide cranes in operation in the UK and other European ports. “While there is a channel deepening project planned for the Port of Long Beach, it’s not scheduled to commence until 2027 – that’s 11 years after the draft environmental impact statement was first published!”

In contrast, Mexico’s west coast ports have invested heavily to increase capability and there has been a surge in the number of VLCV calls, said Hadland. However, there is a risk that landside constraints will hold back growth.

On the east coast, New York’s plans to deepen the main channel entered a four-year design stage in 2024, but the design vessel for this project is just 18,000TEU. In Savanah, air draft restrictions caused by the Talmadge Bridge keep maximum vessel size down to 15,000TEU.

In South America, COSCO’s new Chancay port (Peru), with a maximum berth depth of 17.8 metres, can easily accommodate ULCVs, but it will take time for the port to become established in the face of competition and more established terminals, said Hadland. Meanwhile, the Port of Callao handles the highest number of VLCV calls.

WEST AFRICA SURGE

West Africa has seen a huge surge in VLCV calls since 2023, with the Red Sea crisis strengthening this trend. “However, we can see a growing gap between the infrastructure and

operational performance of the modern terminals that are typically operated by GTOs and a larger number of small to medium sized ports where there’s a greater diversity in the quality of infrastructure and the ownership/management model.”

MSC’s announcement that it would shift its megamax vessels from Asia-North Europe to the Asia-Med and AsiaWest Africa trades shows a level of confidence in the market, growth prospects and port capabilities in West Africa, said Eirik Hooper.

In its 2025 forecast completed in February, Drewry predicted a 3.4% increase in global container port handling, with an almost 8% increase forecast for the North American market. (Clearly, any forecasts have been thrown up in the air since President Trump’s so-called ‘Liberation Day’ and the ups and downs of his tariff imagination since then.)

Ports’ margins could be squeezed, said Drewry, due to an easing demand for storage and higher labour costs, but much depends on the carrier response to falling freight rates and, of course, the impact of tariffs on cargo flows has yet to become clear.

“It does seem likely that US consumers will end up paying more for imported goods and US manufacturers will struggle to ‘friendshore’ their supply chains as quickly as the tariffs are introduced,” said Hooper.

CONGESTION RISK

Meanwhile, the risk of congestion has risen due to the planned introduction of fees on Chinese-built vessels calling at US ports. “We expect this will result in streamlined schedules and greater cargo consolidation, which is likely to cause bottlenecks at the main gateway ports,” said Hadland.

“We would expect to see cargo rerouted via Canadian and Mexican ports or via those ports that have direct intermodal links – so perhaps good news for Vancouver and Prince Rupert. We’d also expect to see that transshipment hubs that are in proximity to the US are going to see an upturn in volumes as cargo could then be transshipped on to carriers with less exposure to Chinese vessels.”

The main takeaway? “It’s clear that the hybrid operators, that is the terminal operators owned by carriers, are gaining the upper hand in the market,” said Hooper. “Secondly, despite the confidence in the market shown by TiL and BlackRock, political and economic risks remain very high, with global trade clearly in the spotlight.”

■ The ULCV MSC Diletta seen here in the port of Lome, Togo – the largest container vessel to call in West Africa

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NIGERIA RETHINK REQUIRED

Nigeria’s port development policy is heading down the wrong road. Favouring inner city port upgrade over new port development is seen to be a misguided strategy, in more ways than one

The Lagos ports of Apapa and Tin Can are at an important crossroads. These old city ports are mired in problems of vessel navigational restrictions (vessel length and draft provisions are way below international standards) and

Addressing this fundamental challenge requires proper public planning. Instead, the long-term future is being shaped by self-serving incremental and myopic lobbying and decision-making dictated by the scourges of Nigeria:

It is plain that the Lagos ports are past their due date. They will never have the waterside or landside capabilities to serve a city the size of Lagos, let alone a country the size of Nigeria. But instead of tackling the issue, Nigerian public policy makers and private sector vested interests bury their heads in the sand and think of the next fiver years rather than the next 50 years.

The award, by the Government of Nigeria, of a USD 700 million port refurbishment contract for Apapa and Tin Can to President Tinubu’s close friend and business partner Gilbert Chagoury has been implemented with minimal transparency or due process. Apart from the seemingly questionable process, this appears to have been done without any consideration of the existing operators in the port and whether this is the best way to spend USD 700 million of public funds in a deeply impoverished nation?

A fundamental question is how will the Chagourys coordinate these works with the operators currently working in the ports? The works will be hugely disruptive for years to come and the terminal operators will have no control of how the works are phased and implemented. Past hard-earnt experience tells us it would make much more sense for the operators to do the work so they had ownership of keeping the ports operational while construction work is on-going and with them accountable for delays and cost overruns.

Then there is the interesting assertion that this USD 700 million would be much better spent on opening up Nigeria’s ports of the future rather than spending it on early generation inner city ports. Here the private sector incumbents can take on the task of carrying out the necessary investments to

For example, the government needs to invest in proper roads to and from the new Lekki Port which – despite Lekki Port’s optimistic assurances to the contrary – are still some way from fit for purpose. Or why not spend the funds on a breakwater for the proposed new Badagry Port? The huge capital outlay for the breakwater is the main constraint to

A RATIONAL POLICY

There is a body of opinion that the rational policy for Nigeria’s ports is to develop Lekki and Badagry Ports as the ports of the future and gradually, over the next decade, phase out Apapa and the Tin Can ports. They have significant potential to convert into residential and business districts as seen in locations like Sydney, London and San Francisco where old docklands are now vibrant urban spaces.

This would provide Nigeria with modern ports which can receive the large vessels that should be calling Nigeria rather than the smaller vessels currently calling, as well as alleviating the traffic congestion and pollution marring Lagos at present.

A strong, policy-setting, government would plan a gradual and coordinated phase-out of Apapa and Tin-Can while tendering out terminals east and west of Lagos city.

Instead, the government is engaging with current operators at Apapa and Tin Can who want to extend their current contracts. For the private operators, looking to their own pockets, this makes sense. But for the public good, it makes no sense.

A case in point is Maersk/APM Terminals which is the concession holder for the Apapa Container Terminal. For the last year or so, Maersk has been promoting the idea of some port upgrades against obtaining a 25-year extension of its contract and a reduction of its concession payments.

A clear-eyed policy maker would ask the following key questions:

● If Maersk is concerned about a long-term sustainable solution, then why did it walk away from the Badagry project which it had originally signed up to?

● Why should the government agree to lower concession fees for an operator that has made huge profits working in the port since 2005? Further, should the Government of Nigeria prepare a competitive tender for a new 25-year contract to see what other operators would invest and pay in concession fees to operate Apapa?

● Would it not be better to have an independent port operator running Nigeria’s biggest port rather than Maersk Line which has done all it can to protect its monopoly position in Apapa Custom Command? APMT, is often under fire for giving preferential pricing and berthing for Maersk vessels to protect its position in Apapa, while providing second-class service or even threatening to deny service to other shipping lines.

Indeed, it appears other terminal operators are currently following developments in Nigeria. And, they would like nothing better than a chance to bid for Apapa.

■ Apapa Container Terminal - three Maersk vessels alongside and no room for other shipping lines. The port is supposed to be a common-user facility but it is a Maersk stronghold where Maersk Line allegedly gets preferential treatment at the expense of other shipping lines and ultimately Nigerian customers

attracting private sector investments into the port.

5G TRANSFORMATIONAL TECH’

Felicity Landon drills down into the scope of application and rapidly unfolding benefits of 5G in port sector applications

The benefits of a 5G network can be transformational for ports and will be essential for many as port operations become more automated, more connected and, it is to be hoped, more secure.

5G can be delivered as a private, public or hybrid network. While the installation process and maintenance costs of a private 5G network are inevitably more expensive, the pros are clear: a more secure system compared to a public service, lower levels of transmission latency, more control over the network performance and high levels of capacity.

Many ports are working on 5G installation as a starting point for new activities ranging from autonomous vehicles to improvements in diverse container processes, benefiting from speed, capacity and latency improvements compared to 4G, says Barcelona-based Chiara Saragani, a PhD student specialising in digitalisation and logistics in the ports sector.

Three case studies, featured below, signpost the way to what can be achieved.

BARCELONA, ORANGE AND CENIT PILOTS

The Port of Barcelona has launched a 5G network in collaboration with Orange and has been carrying out several pilot projects to test and prove its capabilities; the advanced infrastructure will allow innovative technological solutions in the port ecosystem thanks to its high capacity and reliability, says the port authority.

The network provided by Orange is a private/public hybrid solution, explains Saragani, whose research study is a collaboration between the Center for Innovation in Transport (CENIT) and the Port of Barcelona.

“Orange has provided a public service so that anyone with an Orange contract coming into the port will be directly connected with the 5G connection,” she says. “Then we have a private section of the network that is reserved for the daily operational, security and safety activities in the port. These kinds of activities require a very strong connection – for example, for port services, remote control, information and control tower systems. Also, because ports are critical infrastructure, working 24/7, you need to guarantee this type of connection.

“If you just use the public connection, you are also more vulnerable to cyberattacks. Private 5G is of course more expensive and requires more and newer infrastructure, but it provides a more secure and efficient system.”

Orange is providing the port with ‘Infrastructure as a service’, including all maintenance. The port is responsible for connecting its systems to the service. 5G is being provided in all port areas and extending two nautical miles out to sea – particularly valuable for relaying real-time visibility of ship movements to pilots, while also providing a connection for passengers on cruise ships and ferries calling into the port.

An example of the benefit of 5G has been the Port of Barcelona’s network of 400 CCTV cameras that monitor trucks, people, maritime operations, and so on. “We notice the difference between the 4G connection and the 5G one,” says Saragani. “Every camera streaming requires a lot of capacity and 5G has delivered much more stability.”

A pilot project led by the port and CENIT has tested the use of an interconnected system of cameras to geo-position every vessel moving within port boundaries, using visual

■ Barcelona – the port and CENIT have tested the use of an interconnected system of cameras to geo-position every vessel moving within port boundaries

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AREA SURVEILLANCE TRUCK OPERATION

The LaseASTO system automatically detects and classifies the truck and driver. The system can detect, locate and continuously track the position of people in work areas, for example, when a container is being loaded or unloaded. LaseASTO divides the work area into two monitoring areas: a danger and a safety zone. In the danger zone the loading of containers takes place. If a person is in this area, an emergency shutdown of the crane system is carried out. If, on the other hand, the person is in the safety zone, container handling, for example, can be carried out safely.

The benefits offered by 5G, which are still being unlocked, can deliver multiple higher levels of efficiency

recognition and 5G tech. “We interconnected the cameras and computer vision, localising the stern, bow and central point of each vessel, with these coordinates plotted on a platform so that you can see the actual location and direction of each vessel,” she says. “While a combination of AIS and radar is common in ports, this system adds another layer and a greater degree of precision. We have finished this pilot in one part of the port and are discussing extending it to other areas. All of this is based on 5G capability.”

The new private 5G Stand Alone (SA) network has required an investment of €3.6m over five years. The Port of Barcelona says it will meet the needs generated by the increasing level of automation, help port police, security and emergency services with surveillance through the 400 cameras plus drones connected to the network, and improve the efficiency of rail transport. Its resistance to electromagnetic interference will also optimise connectivity management and data transmission in onshore power supply (OPS) systems.

DIGITEST UNLOCKS 5G FOR HHLA

The German Federal Ministry of Digital and Transport set up the DigiTest (Digital Test Fields in Ports) funding programme to accelerate the equipping of German sea and inland ports with digital infrastructure for testing innovations.

One beneficiary is HHLA’s Container Terminal Altenwerder (CTA), which announced in March that it had been granted €2.3m to establish a 5G network as part of the DigiTest initiative. A private 5G network to be set up over the coming months will be used to test various application scenarios.

“With fast response times and high bandwidths [of 5G], data transfer takes place in real time – something that would not have been possible with older generations of the technology,” says HHLA. “As well as optimising digitalised processes at the terminal, the resilience of communication will be strengthened by building a provider-independent network.”

CENTREPORT, NZ & Tū ĀTEA

CentrePort is believed to be the first private business – port or otherwise – to trial an enterprise-grade private 5G network in New Zealand. The port operator announced in February that it was to incorporate 5G coverage across its Wellington port facilities by deploying a new network with Maori-run communications provider Tū Ātea Ltd.

The system aims to give port workers dedicated connectivity across port operations, explains CentrePort –initially providing high-speed connections to dozens of tablets used in vehicles and cranes. “The network will also underpin innovative converged solutions that will boost productivity and security at the port while bolstering health and safety efforts,” it adds.

“Reliable wireless connectivity is a key requirement for most modern facilities, as a way of mitigating safety related risks, managing the environment and enhancing productivity,” says Anthony Delaney, CentrePort’s CEO. “Many ports and larger facilities will struggle with WiFi, as the effective range of this is simply too small, coupled with the fact that this isn’t really designed to support mobility (for example hand-offs).

“Because WiFi operates on free-to-air spectrum, the transmit power is limited and, of course, there is congestion;

operators don’t have control over any other users who may wish to use other WiFi services in their area of operations, which could cause interference.”

An alternative to WiFi is the public mobile networks, but these are also subject to congestion, Delaney says. “For example, if a large cruise ship berths, or there’s a large event at the nearby stadium, the public networks might suffer from congestion, meaning that critical portside communications don’t work effectively. By comparison, private 5G networks use dedicated radio spectrum that is reserved specifically for the use cases for which it is designed and is managed securely ensuring no other unauthorised users can access this network.”

CentrePort worked with Tū Ātea to capture a set of specific functional requirements, including target coverage areas, specific network capacity requirements, redundancy levels and use-cases such as in-vehicle mobility connectivity and specific VLANs to be replicated by network slicing features (essentially like specific-function lanes on a multi-lane motorway).

“Tū Ātea used a sophisticated coverage prediction model that essentially uses a digital twin of the physical radio network to mathematically predict coverage outcomes in a geographical interface system,” Delaney explains. “This creates an initial design layer that the team will then verify and finetune during the deployment process. The network uses carefully selected high-gain antennas and 5G radios with rich feature-sets designed to manage unwanted interference, reflections and multi-path challenges presented by stacked ‘container-canyons’.”

Other challenges include designing the network to continue to operate in a harsh marine environment, as well as the ever-changing, operational 24/7 landscape, says Delaney.

In April, CentrePort announced that the private 5G network was closer to becoming a reality, with the network design having been subjected to a peer review.

“The Tū Ātea team are in the final stages of commissioning and testing of the converged packet core that our radio network will be connecting to. For our 5G radio network, we’re looking at three high-power 5G radio access network sites in our container yard, positioned at the edge of CentrePort’s site. This will give us adequate dedicated capacity and coverage, resolving existing connection issues caused by container stacks blocking radio signals and congestion on the public networks.”

The draft design mitigates the impact of the port’s highdensity six-high container stacks by mounting high-gain directional radio frequency antenna at an 18m height to cover areas that containers typically block a signal from reaching.

With the core network in place, CentrePort’s trial 5G system radios and port-side network equipment will be installed soon and it is expected to be commissioned before the end of this year, says Delaney. “This is the first network of its kind for the country, and we’re excited about the future possibilities this could enable once we understand the results of the trial.”

5G is laying the foundations for ever more sophisticated port operations. But it doesn’t stop there. “Companies are now testing 6G,” says Chiara Saragani. “One of the barriers of this connection is that it requires a lot of energy, although there are discussions about 6G having AI algorithms and other systems to reduce energy consumption and emissions.”

■ Anthony Delaney, CentrePort’s CEO underlines 5G is the future – the range of WiFi, he points out, is too small and is limited in supporting mobility

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To put the position into further context, in 2024 Rotterdam had a share of the region of with Antwerp -Bruges achieving a share of 30.1%. Notably, Antwerp -Bruges has been particularly successful since 2011, increasing its share of this market from 22.6%, while Rotterdam has maintained a figure in the 30%-33% range. The closing of the gap between two ports can be seen in Figure 1.

NORTH CONTINENT REVIEW

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Figure 1: Development of Total Container Volumes at North European Ports in ‘000

COASTLINK HOT TOPICS

Structural market changes, the impact of new technology, the greening of supply chains, the role of the port all came into focus at the recent Coastlink Conference held in the port-city of Bilbao. Anne-Marie Causer presents the highlights

In the words of Nick Lambert, Conference Chairman, Coastlink and Co-Founder and Director, NLA International Ltd: “Despite facing one tumultuous event after another in this industry, Coastlink is still here, shipping is still here and so are all the people that make it happen.”

The Conference, hosted by the Bilbao Port Authority, took place over two days and featured a strong focus on the potential and role of short-sea shipping as well as the barriers to full system exploitation.

OPPORTUNITY AND CHALLENGES

Nathan Alemany, Senior Marketing Manager, Peel Ports Group, UK, took up the latter point and explained how although there’s plenty of opportunity in the market, it may not be possible to take advantage of it, certainly in the UK.

He identified the chief obstacle for short sea operations as cost and highlighted the reality that cargo owners often have no choice when selecting shipping routes but to choose the cheapest option often involving multiple modes of transport.

“We need a level playing field with emissions taxation applied equally to all modes of transport, including rail and road, in addition to the costs of funding infrastructure.”

Then, he elaborated, there is the impact of the UK’s Emissions Trading Scheme (ETS) which he said could be working negatively to encourage the transport of freight by road and rail. The ETS is a cap-and-trade system designed to reduce greenhouse gas emissions by placing a price on carbon. The suggestion was it may dis-advantage short-sea shipping.

Public policy, it was also noted, has also had an impact on the structure of short-sea operations - notably five years ago, there was a marked switch to unaccompanied freight driven by the Covid pandemic.

Despite these impediments, Mr Alemany argued that coastal shipping is still a great opportunity for the UK.

He said that British interests could look to the example of how the Rhine in Germany is used for short sea shipping.

“Supporting maritime services and routes to grow and develop when they offer emission and economic advantages will allow the sector to flourish,” he said.

Also speaking in the opening session of the Conference, Johan-Paul Verschuure, Director, Ports & Logistics, Rebel, noted that for the last two to three years, demand for short sea shipping has been on the up with an indication that the sector is experiencing healthy demand. The sector, he suggested echoing the theme of the morning session, is experiencing something of a renaissance.

“For the last few decades, the market has been relatively stable,” he explained, “but the last two to three years have seen the market moving with healthy demand – there are now new vessel orders to replace the ageing fleet. Countries are also providing subsidies to green the short sea segment.”

Short sea infrastructure developments were also picking up pace - Mr Verschuure pointed to the new Ro-Ro facilities in Immingham UK and CLdN buying the Broekman terminal in Rotterdam as two good examples. Particular impetus is provided to the short sea option when major cargo shippers look to harness short-sea shipping for regular use in a

dedicated supply chain as well as via common user services. Interest, he reported, is building on both fronts with some interesting projects in the pipeline.

Despite the positives, however, there was also agreement with Mr Alemany’s comments that there are still barriers to overcome.

In particular, a new era of tariffs may have an impact.

“There is spillover from US tariff issues, cooling macroeconomic conditions and incoming fuel regulations to be aware of,” said Mr Verschuure.

But nevertheless with challenge, he said, also comes opportunity.

Although Eurozone goods are being put under pressure from US import tariffs, there is the potential for rerouting via Canadian/Mexican ports or transshipment options in the Caribbean with European orientated feeder operators.

This of course could be beneficial in creating new trading partners (if the tariffs stay in place) said Mr Verschuure, while the shift to domestic production rolls along slowly in the background.

PIVOTAL TIME

One of the main concerns is what will happen with blank sailings during the so-called ‘tariff war’.

Blank sailings cause imbalances in the sector with redeployment, but how efficient will redeployment be at following shifts in demand or sailings at low utilisation levels?

Mr Verschuure said that regulatory framework will play an increasingly important role in shaping the sector over the next few years, especially with the impact of rising fuel costs.

Fuel EU and IMO carbon intensity measures will increase costs for renewable fuels but will be offset by compensation for using greener fuels, which should help to lower costs.

But still, new and existing regulation will impact the market heavily and mitigations need to be made to reduce fuel costs wherever possible.

Mr Verschuure said that renewable fuel availability in ports will become a differentiator as shipping lines rely on it to reduce penalties.

■ Johan-Paul Verschuure, Director, Ports & Logistics, Rebel, charts the renewed interest in short-sea shipping

As such, larger investments will be required in the production, supply and storage of these fuels for bunkering and new novel ways will have to be developed to overcome port space constraints.

“Other measures for reducing fuel costs, such as OPS, wind assisted sailing and friction reducing measures will become even more interesting and ports need to be able to facilitate them effectively,” said Mr Verschuure.

Perhaps the final consideration to make is that the push for greener short sea vessels will require additional shipyard capacity and new knowledge skills for every stakeholder.

The next few years will be pivotal for sure.

COLLABORATION - PARTNERSHIPS

DAY TWO of Coastlink saw Maurice Delattre, Regional Director (Europe), Port of Amsterdam, explore how strategic partnerships have been accelerating the energy transition at the port.

Green corridors and the development of green value supply chains are central to the port’s ambition to decarbonise.

“The next phase in green corridor development is all about collaboration,” he underlined.

“Because if we can’t tackle the fuels transition then we’re going to be much less relevant than we are today.”

For the Port of Amsterdam, one of its main focuses is to transition its industrial cluster including the steel industry, away from fossil fuels and towards alternative fuels, with a particular focus on green hydrogen.

THE WAY FORWARD

The second panel session and the last session of Coastlink 2025 focused on developing sustainable multimodal logistics networks.

Shippers are working diligently towards greening their own value chains, but the question put was what do they need from ports to grow further?

Stefan Krattiger, Business Development Leader Global Ports, Ikea Supply AG, Alexander Prahl, Head of Sales and Contracting Trade Management at Tailwind Shipping Lines and Blasco Majorana, Line Manager, Finnlines, talked delegates through their respective successful business models.

The shippers’ viewpoint

For Ikea, the emphasis for its supply chain is on sustainability.

“With two million shipments per year by land and ocean and a global footprint on supply and demand we have a global operation with ports in 61 markets,” noted Stefan Krattiger.

“Ports are hubs, we are convinced that ports can contribute to decarbonization solutions for both our ocean shipping and land transportation needs.”

For Finnlines, part of the Grimaldi Group, short sea is core to its business as an operator of ro-ro and passenger services in the Baltic and Celtic seas.

“Creating awareness is key to solving the challenges that we are facing in the sector now and going forward,” said Blasco Majorana.

“You cannot have the European supply chain without short sea, you cannot move everything by road. Short sea has the vital infrastructure we need to do business.”

The Port’s role

A question from the floor asked what shipping operators want from port and terminal operators to help them build greener shortsea networks.

For Tailwind Shipping – the answer is about provision.

“Firstly, have a short sea terminal, if the infrastructure isn’t there, shippers can’t use it. The structure should be there and there should be a choice,” said Alexander Prahl.

Finnlines pointed towards more communication and collaboration.

“The level of cooperation between shippers and ports is key when it comes to integrated intermodal connections –that is the integration of sea, rail and road. All modes of transport need to work in the same way,” said Mr Majorana.

Ikea wants to work more closely with ports to enhance the sustainability of its ocean cargo movements.

“The port’s role in decarbonisation cannot be underestimated. They are a meeting point for stakeholders so shippers want to be able to better use that playground for matchmaking and meeting market requirements,” said Mr Krattiger.

Summing up, Mr Prahl said the outlook for short sea shipping is bright with the EU continually working to push it forward as a main mode of sea transport.

The consensus from the panel and indeed from the body of attendees at Coastlink this year was that short-sea has untapped potential with the time right for exploitation.

Without doubt short sea operations will be an ongoing focus at future Coastlink conferences – for the next event please see below.

Coastlink 2026 heads to the Humber

Associated British Ports (ABP), the UK’s largest port operator, has been selected to host the Coastlink 2026 conference taking place on the Humber in the UK.

The two-day conference, in May 2026, will feature multiple conference sessions, industry-leading speakers and panellists addressing the hot topics of the moment.

More information is available from https://www.portstrategy.com/coastlink

■ “The next phase in green corridor development is all about collaboration,” underlined Maurice Delattre, Regional Director (Europe), Port of Amsterdam

■ Focus on developing sustainable multimodal logistics networks

AT THE HEART OF COASTLINK

The Bilbao Port Authority, the host for Coastlink 2025, shared plans and aspirations that sit at the heart of key topics raised at the Conference

The Bilbao Port Authority, the host sponsor for Coastlink 2025, was a major contributor to the conference programme and the technical and networking events accompanying it.

The port has a strong participation in many of the subject areas that regularly feature in the Coastlink Conference – the drive to realise greater usage of short-sea shipping and intermodal rail as efficient and sustainable forms of transport, and harnessing the opportunities presented by the adoption of new clean energy sources. Equally, it faces many of the challenges presented by Coastlink community ports and terminals, the need to expand its land bank, adding new port capacity, exploiting the powers of the new digital age.

It was clear from the formal presentation made to the Conference by Andima Ormaetxe Bengoa, Director of Sales, Operations & Logistics, Port of Bilbao that the port is pursuing an interesting development path. It is continuing to serve the heavy industries found in Spain’s Basque region while at the same time building new trade alternatives.

The port has been successful in extending its hinterland and capturing more containerised cargo through structuring a strong intermodal network. It is a partner in seven dry terminals – inland rail terminals – and utilises 15 other intermodal rail terminals on a regular basis as part of its network. Twenty-seven per cent of its unit load traffic moves to/from the port via rail.

The volume of container traffic has also now reached the point where the port has taken the initial steps to add major new container capacity. Generally, there is a requirement to enlarge the port’s land bank, with occupancy put at 97% at the end of 2025. The second phase of the Central Breakwater Project, a €55.14m investment, is now underway and when complete, in 2027, will add 1011m of new mooring space and 310,00m2 of new surface area.

Landside developments, elaborated Ormaetxe, have also seen the port establish a healthy presence in serving energy projects, an area of ongoing interest. Wind farm projects, for example, are handled at the Punta Sollana Dock, a specialist LNG jetty is in place and the port also holds the record for the first ship-to ship LNG transfer in Atlantic Europe.

Clean energy and sustainability are also to the fore in the port’s 2023 – 2026 Strategy Plan. In 2024 the port authority implemented the first phase of its shore power project and is now proceeding with the second phase, a €55.4m project, scheduled to be completed in 2027.

SHIPPING INNOVATION

On the shipping side, the Port of Bilbao is also embracing new opportunities. It is consolidating and expanding its position in short-sea shipping. It accounts for 22% of the traffic between Spain and Atlantic Europe, 24% of the traffic between Spain and the UK and 40% of the total container traffic between Spain and Atlantic Europe.

There is also the notable innovation of the BilbaoAmsterdam green corridor, a project to create a renewable hydrogen supply chain between the Port of Bilbao and the Port of Amsterdam, The Netherlands. The goal is to export renewable hydrogen produced in Bilbao to the Netherlands, potentially expanding to Duisburg in Germany.

This corridor aims to facilitate the transition to a more

sustainable energy future, focusing on renewable hydrogen as a key energy source.

Overall, the 2025 Coastlink Conference facilitated the positive exchange of information between the speakers, panellists and diverse delegates supported by a port technical visit, and a very fine dinner, again hosted by the Bilbao Port Authority. This took place at the Restaurant Jatetxea, a Michelin star restaurant within the San Mames stadium. This occasion also saw the Port of Bilbao congratulate ABP Humber Ports, UK regarding the announcement that it will be the host sponsor for the 2026 Coastlink Conference.

■ Mercator Media would like to extend its sincere thanks to the Bilbao Port Authority for its role as host sponsor for Coastlink 2025.

Please apply to Ellie Minshull – eminshull@mercatormedia. com - regarding speaking and sponsorship opportunities for the Coastlink Conference 2026.

■ Gareth Russell (left), Head of Business Development, ABP Humber, with Andima Ormaetxe Bengoa, Director of Operations, Sales and Logistics, Port of Bilbao, the Coastlink 2025 host. ABP Humber will host Coastlink 2026

■

The Bilbao Port Authority hosted the Coastlink gala dinner held at the Restaurant Jatetxea, a Michelin star restaurant within the San Mames stadium – the location for this year’s UEFA Europa League final

SUSTAINABLE SOLUTION

BCT THINKS BIG

A major boost to quay capacity and the introduction of new cranage at ICTSI’s Baltic Container Terminal are key elements of a comprehensive programme to facilitate the handling of vessels of up to 400m LOA at the Port of Gdynia. Mike Mundy reports

The Baltic Container Terminal (BCT), Gdynia acting in combination with the Port of Gdynia Authority has completed Phase 1 of a Two-Phase major upgrade of its Helskie Quay.

The upgrade works, implemented over 400m of quay line, represent an important step on the port of Gdynia’s journey to accommodate larger vessel sizes. This objective will become a reality in September this year with the commissioning of 100m of the additional 400m to be upgraded under the Phase 2 works as well as the entry into service of a newly expanded turning basin. At this stage, vessels with a draught of 14.7m and LOA of up to 400m will be able to be call at BCT.

Overall, the Phase 1 works saw the construction of 400m of quay with a depth alongside of 15.5m and complementary works entailing the installation of 1,171m of crane track, new hydrotechnical structures, roads and utility networks.

The total investment under Phase 1 is USD42 million with the development programme completed on schedule under complex operational and environmental conditions.

“The completion of Phase 1 of our development programme essentially puts in place the foundation stones via which major benefits will be made available to clients,” explains Wojciech Szymulewicz, CEO, BCT. “With the realisation of Phase 2 there will be a comprehensive upgrade of BCT’s operational capabilities, particularly in terms of vessel accommodation and overall throughput potential. The completion of Phase 2,” he elaborates, “will be accompanied by the delivery of either two or four new Super Post Panamax quay cranes, the number to be determined shortly. The introduction of these new cranes will significantly increase the berthing and operational capabilities of the quay and is expected to raise BCT’s annual berth handling capacity to between 1.2m TEU and 1.6m TEU, depending on the final configuration.”

COMPLEMENTARY INVESTMENTS

The total investment under Phases 1 and 2 is expected to exceed US84 million with Phase 2 scheduled for completion in Q3 2026.

Similar to Phase 1, the second phase works will include the demolition and reconstruction of additional quay sections, new crane tracks, the installation of heavy duty surfaces and modern utility and hydrotechnical infrastructure.

There are also complementary investments in the pipeline. BCT will implement the Navis N4 4 Terminal Operating System in October this year which will, in turn, facilitate the introduction of an appointment system for truck drivers, effectively a booking-based operational logic, enhancing planning accuracy and process efficiency. The terminal’s automated gate system will be reconfigured as part of this initiative.

Looking further ahead, the introduction of N4 4 also provides the opportunity to introduce advanced optimisation tools such as Prime Route (for optimised internal container transport) and Expert Decking (for intelligent container stacking and retrieval actions).

The Port Authority of Gdynia is also in the process of formulating a tender, to be launched in Q3 2025, to implement a new internal road to connect a new nine-hectare storage yard with Helskie Quay. Connection to this facility will boost

container storage capacity with all construction works expected to be completed in 2026.

BCT is already benefitting from the recent reconstruction of the Gdynia Port Rail Station which has raised capacity and overall efficiency. Congestion-related train stoppages have been practically eliminated and measurable improvements in transit times and punctuality are a daily reality.

In 2024 17% of BCT’s annual container volume was moved by rail comprising nearly 100,000TEU, a figure that is expected to climb facilitated by the development programme as is overall annual throughput which in 2024 amounted to 560,000TEU.

Hans Ole-Madsen, Senior Vice President, EMEA, ICTSI, commenting on the overall development programme noted: “We are pleased to have successfully worked with the Port Authority of Gdynia to realise BCT’s Phase 1 development. Phase 2 will follow swiftly on, putting BCT and the Port of Gdynia in a strong position to consolidate and expand traffic volume across-the-board - deep-sea, short-sea and feeder. Working with the Port Authority of Gdynia, ICTSI will imminently deliver to the market a fully modernised terminal offering efficiencies that feed along the supply chain and promote a comprehensive sustainable approach.”

BCT is a wholly-owned subsidiary of Manila-based International Container Terminal Services Inc. (ICTSI).

LINER OPPORTUNITIES

BCT’s development programme will particularly open-up opportunities in conjunction with deep-sea liner services, although it should be noted that it is already active in this sector with MSC’s Britannia Service, operating direct between Asia and Northern Europe. This service was officially launched on April 9th with the arrival of MSC Rose.

Also calling BCT is MSC’s relaunched weekly Ecuador –NWC & Scanbaltic – USA service. The service operates with vessels offering capacities ranging from 4,100 to 8,800TEU and offering a high reefer capacity of 1,150 to 1,300 plugs.

■ From September BCT will be able to accept vessels of up to 400m LOA – seen here the MSC Rose – 15,500TEU, LOA 364m - alongside the completed Phase 1 quay line

The leading terminal in the Mediterranean

SCOPE 3 EMISSIONS CHALLENGE

Indirect emissions – so-called Scope 3 emissions - measurement and reporting is on the agenda. Lorela Marku, Green Ports Consultant, Royal HaskoningDHV, explains the implications and how A Climate Transition Impact Assessment offers solutions

A port’s success is tied to its sustainability efforts in ways unimaginable only a few decades ago. This relationship will soon become more complex as ports and terminals face the challenge of measuring and reporting their Scope 3* emissions. A testing balance is emerging, between addressing immediate operational priorities and committing to long-term sustainability investments. Thorny questions abound, such as how do I help my customers meet their emission targets while staying competitive? Which green investment do I prioritise first? What are the costs and tradeoffs of different scenarios?

It’s no small wonder that a Climate Transition Impact Assessment has crept onto the radar of many a port manager. But what is this and how does it differ from other environmental assessments? More importantly, can it improve decision-making?

“OUTSIDE-IN” ENVIRONMENTAL ASSESSMENT

Most managers are familiar with an Environmental Impact Assessment, which is the process of evaluating the potential impacts of a proposed project or activity, such as a building or a factory, on the environment. The opposite of that is an Environmental Risk Assessment, which determines the risk to people, built environments, and ecological systems from events such as floods, heat, or wind – such as assessing the frequency and height of storm surges to determine the height of a sea wall.

A Climate Transition Impact Assessment, however, takes a fundamentally different approach. Rather than evaluating a project’s impact on the environment, it examines the outside-in

impact - the effect of climate developments on a port’s financial performance. It quantifies the internal management impacts of climate action and policy, taking into account emission data, policy changes, technological advancements, and market shifts. Its goal is to provide decision-makers with a structured approach to evaluate the potential impacts of different climate action pathways and quantify how each will impact the business, enabling them to make informed, strategic decisions that align with long-term sustainability goals.

In a current context, port managers must juggle commercial considerations while staying abreast of new technology and the latest environmental policies and directives. With an eye on the future, they must also place strategic bets on which green fuel to prioritise for shipping companies seeking to meet ambitious IMO and EU emission reduction targets. Without a crystal ball, they must determine actual versus perceived market demand for competing green fuels such as Green Ammonia, Methanol, and Hydrogen, notwithstanding that a clear front-runner is incredibly hard to discern.

Then, they must understand the physical impacts on their port and the limitations of local infrastructure, such as the capacity of electricity generation and whether it’s possible to upgrade grid connections.

SCOPE 3: A NEW DIMENSION

If this green transition experienced to date isn’t challenging enough, ports will soon need to account for their Scope 3 emissions. These go beyond measuring direct emissions from operations (Scope 1) and emissions from purchased energy (Scope 2).

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Scope 3 concerns indirect emissions generated by the value chain. That’s everything from emissions in the manufacturing of port equipment, such as cranes and straddle carriers, to those generated by third parties and port tenants, such as ferry terminal operators and fabricators, through to different types of cargo and the distance they travel. Even emissions not under a port’s control – such as extra emissions from a ship rerouted to avoid a conflict area – must be accounted for.

While there may be no legal obligation to measure Scope 3 emissions now, managers ought to be prepared as market forces will surely drive this requirement.

‘‘

A Climate Transition Impact Assessment demands accurate and comprehensive data

DATA TO THE RESCUE

A Climate Transition Impact Assessment will demand accurate and comprehensive data collection to establish baselines for emissions, energy consumption, and operational efficiency etc.

The assessment will highlight data gaps across departments that need to be plugged, and suggest ways to unify data collection, store, and report the findings. Ports are not always the easiest of environments in which to do this as they are notoriously fragmented, with different departments and organisations spread across a wide area. But technology has a big role to play, particularly when processes are automated. AI, for example, is particularly good at making sense of Scope 3 emission data. Also, a unified approach to data streamlines budgeting and planning, simplifying workflows for finance teams and managers.

Furthermore, with transparent and verifiable data at their

fingertips, managers are better placed to share progress on their climate initiatives. This builds goodwill and trust, dispelling any notion of greenwashing.

While this assessment supports informed decision-making, executing those decisions is another matter. Port managers may find that they need to enhance their team’s proficiency in data analysis, or skills in implementing sustainability practices and innovations. As with any transition, hiring the right people and upskilling staff are critical.

CULTURE CHANGE

Another perhaps unexpected outcome of the assessment may be the need for cultural change within the organisation. This is because reviews of policies and actions are likely to unearth practises that need changing. For example, to stop the practice of leaving engines running while a vehicle is stationary requires explanation and instruction of the drivers. It calls for a shift in both culture and process.

One thing is certain: climate-related developments will continue to come thick and fast, and no assessment is ever a silver bullet to a trouble-free climate transition. However, having a costed pathway based upon data and understanding of policies, regulations, technologies, and markets, brings clarity to decision-making by removing the guesswork and financial uncertainty. Ports with this extra advantage will almost certainly be better placed to serve tomorrow’s lowcarbon global economy.

■ Lorela Marku is a Green Ports Consultant working for Royal HaskoningDHV, the international engineering consultancy. She is experienced in project management and delivering sustainability and climate transition impact assessments to guide sustainable decision-making for ports. She has over a decade of experience in finance and sustainability and a Master’s degree in International Political Economy from King’s College London.

*Scope 3 emissions, also known as indirect emissions, are greenhouse gas emissions that result from a company’s activities, but are not directly owned or controlled by the company, according to the EPA.

■ Scope 3 concerns indirect emissions generated by the value chain including emissions not under a port’s direct control

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followed by Virginia seeing 3.5 million TEU and Montreal with almost 1.5 million TEU. Philadelphia has seen the highest yearly growth since 2015, recording 7.8%, albeit from a relatively low starting total of 428,000 TEU. The next highest growth would have been Baltimore, bar the container ship, Dali, hitting the Francis Scott Key bridge in March 2024. The 2023 port total of 1.14 million TEU reflected annual growth of 3.9% per annum since 2015.

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Figure 1: Development of Total Container Port Volumes in North Atlantic Region 2015-Q1

MOMENTUM WHERE IT MATTERS

Building from a one-country operation at the Port of Manila in the Philippines, ICTSI has pressed forward across 36 years. On six continents, currently in 19 countries, we continue developing ports that deliver transformative benefits.

All across our operations, we work closely with our business and government partners, with our clients and host communities: to keep building momentum where it matters, in and through ports that keep driving sustainable growth.

ARGENTINA AUSTRALIA BRAZIL CAMEROON CHINA COLOMBIA DR CONGO CROATIA ECUADOR GEORGIA HONDURAS IRAQ

INDONESIA MADAGASCAR MEXICO NIGERIA PAPUA NEW GUINEA PHILIPPINES POLAND

SPOTLIGHT ON CRITICAL ISSUES

Rob Ward throws the spotlight on the key issues raised at Intermodal South America which this year was bigger and better than ever before

The latest Intermodal South America event, the 29th, was opened by a senior official from the Ministry for Ports and Airports (MPor), and, as expected, focused on the major port privatisations scheduled for the next two years targeting Reais11 billion (US$1.95BN) of new private investment. Also highlighted was the growing importance of China as Brazil’s leading trading partner in the wake of President trump’s Tarriff Wars.

Mariana Pescatori, the Executive Secretary at MPor, filled in for Silvio Costa Filho, the actual Ports Minister who, strangely, was in Lisbon that week for a Brazil Investment Roadshow, trying to entice European investors to come forward for Brazil’s planned infrastructure surge. Usually, it is customary for the Ports Minister to attend the Intermodal event but with the European Union about to sign a Free Trade Agreement with Mercosur (which includes Brazil as well as Argentina, Uruguay and Paraguay) Costa seems to have thought his presence would have better value elsewhere.

Intermodal organisers cited the event as “hugely successful” with another record attendance of 49,852 professionals (up 15% over last year) visiting the 550 exhibition stands (with 20% of those first-time goers) over the three days. Perhaps a victim of its own success many attendees complained again about the “absurd logistics” of getting into and out of the Anhembi arena, with typical one-hour journeys taking up to four hours due to Sao Paulo’s infamous congestion and the lack of parking.

INVESTMENT PICTURE CHARTED

However, Pescatori filled in diligently as Acting Ports Minister and delighted the audience with promises of another Reais20BN being invested (both private and public) in the port sector this year, on top of the Reais19.7BN invested last year. MPor estimates that Reais50BN will have been spent on the growing port sector by the time President Lula ends his four-year term on December 30, 2026.

“We are making progress with various port privatisations and with our BR do Mar cabotage legislation, so more improvements to the logistics chain will come in the near future,” said Pescatori.

Veteran conference goers and Brazil watchers were somewhat more sanguine and one said: “We are seeing more delays again with Tecon Santos 10, and there are still more debates in Brasilia as to what the tender rules will be for that key future facility. I think Silvio Costa stayed away because of the embarrassment over these delays. It’s almost five years now since a fourth large container terminal was mooted and we have barely progressed. Meanwhile, when it comes to containers, nearly all the ports are full, playing havoc with berthing windows and causing huge delays.” Brazil’s economy grew by 2.5% during the first quarter of this year and the country’ s business sector is riding a wave of optimism.

The first day of IM also saw Jose Aires Amaral Filho, President of the Agencia Nacional de Transportes Terrestres (ANTT, or National Agency for Land Transport), call for urgent

■ Intermodal South America achieved a record attendance of 49,852 professionals (up 15% over last year) visiting the 550 exhibition stands (with 20% of those first-time goers)

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MPor estimates that Reais50BN will have been spent on the growing port sector by the time President Lula ends his four-year term on December 30, 2026 ‘‘

improvements to the road access to Brazil’s key port of Santos, fearing a collapse if they are not carried out in the near future.

“The distribution of the transport matrix is the first thing we must consider. Some 65% of movement in/out of Santos is via the road transport mode. Therefore, we need to obtain all the necessary information so we can plan ahead.”

OTHER TOP TOPICS…

…Congestion, China, Tunnel, Brasil do Mar and…

Other key subjects flagged up over the three days were “what to do about China”, the passing into law of Brasil do Mar (which should greatly enhance cabotage shipping in Brazil), the US$1BN tunnel for Santos and the latest shenanigans with Tecon Santos 10 (formerly known as STS 10), which will now be delayed from the first semester of this year to “very early next year”.

Lars Jensen, of Vespucci Maritime, a former Maersk employee and a highly regarded expert in maritime transport and logistics was a keynote speaker at the 3rd Interlog Summit, running concurrently at the IM.

He stressed the need for supply chain diversification and new trade agreements —such as the one under discussion between Mercosur and the European Union — as key strategies moving forward. “Brazil has a major opportunity to reposition itself globally, but it must tackle its internal logistics challenges,” he concluded.

Casemiro Tercio Carvalho, a partner at 4Infra consultancy which had its own stand at IM, told Port Strategy that the Santos-Guaruja Tunnel project (linking the two sides of South America’s largest port), was moving forward apace and was discussed throughout the IM. He added that several key companies had declared an interest, including: EGTC (the rebranded Queiroz Galvao), OEC (rebranded Odebrecht), Aciona, Vinci SA, and China Communication Construction Company (CCCC, which includes ZPMC, the gantry crane manufacturer among its brands).

Carvalho also reflected on the many potential gains for Brazil from the Trump v China conflict. “Brazilian agricultural exports to China will increase of course, due to the US v China conflict. Brazil can sell more cotton, sugar, chicken protein, beef soya, corn and all the other commodities that we sell. Some 65% of our trade surplus goes to China. I also predict more orange juice will go there, as the US has decreased production.

“For sure there will be ‘extra opportunities’ for Brazil vis a vis China.”

Hundreds of Brazilian shippers attended IM keen to “make hay while the Chinese sun was shining,” said one source.

Other good news circulating around the Anhembi pavilion came from Mark Juzwiak, who was until recently the President of the Brazilian Association of Cabotage Shipping (ABAC), before handing over to Julian Thomas, the veteran Hamburg Sud CEO in Brazil, and now CEO for Log-In Logistica, the MSC owned Brazilian flag operator.

“MSC, Maersk and CMA CGM and the other cabotage

operators have been waiting for two years now for Antaq to regulate the BR do Mar legislation, and we now hear it will become law in May,” said Juzwiak.

Juzwiak, who also worked as an executive for Maersk/ Hamburg Sud for many years, was one of those conference attendees who clearly noticed the preponderance and proliferation of Chinese companies at the fair.

“Indeed, I have never seen so many Chinese and Chinese companies in Brazil and I think the Tariffs wars will favour many Brazilian firms, especially those involved in the Agri businesses; I think soya exports will boom over the next few years.”

Of Polish extraction himself, Juzwiak also noted that a Chinese Polish Joint Stock Shipping Company (Chipolbrok) had a stand for the first time and that ZPMC had its own stand to help boost Gantry crane sales. Just to add a bit of spice to the Tariff Wars, the Federal Maritime Commission in the US has just added Chipolbrok to its “Controlled Carrier List”.

Brazilian owned and headquartered Asia Shipping, Latin America’s largest logistics integrator, focussing mainly on imports from China, has seen its business boom since Trump started threatening his “payback Tariffs” with volumes rising by 40.8%, from 33,711 containers up to 47,481 containers during January and February, 2025 compared to same period of 2024. An Asia Shipping source at the IM added that similar growth was expected throughout the first semester of this year “at least”.

MOST TALKED ABOUT

Congestion at Santos and other ports was also high on the agenda.

“I guess the congestion at the container terminals and Tecon Santos 10 were the most talked about subjects at IM this year,” said Robert Grantham, Director, Solve Shipping Consultancy, and one time Country Manager for China Shipping. “We hope Tecon Santos 10 goes ahead ASAP with the Chinese, the Shipping Lines [Maersk and MSC], international operators and institutional players all circling. Meat packer JBS, which had a stand at IM, is also keen, I understand.”

On the subject of increased Chinese presence, Grantham noted that China’s Belt and Road policy shows how Beijing “thinks 20 to 30 years ahead” and that the infrastructure project is a way to conquer the world using “soft power”. He also reflected on the emblematic move by Chinese car manufactuer BYD, moving into the Camacari car plant in Bahia, Northeast Brazil, taking over from Ford Motor Co.

That will generate a lot of business for MSC/Wilson Sons owned Tecon Salvador.

Summing Up

Gabriel Setten, Corporate Communications Manager at DP World Brazil based in Santos, summed up the benefits of IM. “It’s a week when foreign trade practically stops its activities to meet here. What would take months to arrange in visits and schedules, we managed in three days,” he said.

“This year, we also noticed a significant increase in the presence of international agents, especially from Asia, which confirms Brazil as a strategic hub in the new geography of global logistics.”

Next year IM South America will mark its 30th edition, and will again be held at the Anhembi Conference Centre, this time from April 14 to 16.

Complete Bulk Handling

TRACTOR AUTOMATION PUSH

Autonomous terminal tractor solutions are proliferating with various trials of new models underway and benefitting from hi-tech’ partnerships

SECTOR ANALYSIS: DIGITAL OPENING DOORS

The terminal tractor market is experiencing rapid growth and playing an important part in fostering this is the growing need for automation.

According to ResearchAndMarkets.com’s Terminal Tractor Market Analysis and Forecast 2024-2034 report, the terminal tractor market is valued at US$1.48 billion in 2024 and is projected to expand at a CAGR of 6.31%, reaching US$2.73 billion by 2034.

Terminal tractors are essential for efficient container transfer operations between quay and stack, additional transfer operations and in the context of modern design generally promoting terminal efficiency. As trade volume builds in an increasingly digital world, the requirement for advanced terminal tractor designs becomes increasingly critical. As the report underlines: “Technological advancements, such as automation and telematics, are further enhancing the efficiency and safety of terminal

tractors, making them more attractive to operators.”

Furthermore, the development of smart ports and digital infrastructure is also boosting the demand for advanced designs. Their ability to integrate with terminal management systems is a path to optimising performance, reducing downtime and proactive risk mitigation for safer operation. In the latter respect, the terminal tractor market analysis highlights how this is, “leading to the adoption of high-tech safety systems in terminal tractors. Features like collision avoidance, 360-degree cameras, and automated emergency braking ensure safer handling of goods in busy terminal environments”.

The discussion below of the recent activities and plans of leading terminal tractor suppliers places a major focus on the rapid advancements and innovations with the automation of terminal tractors.

DATA ANALYSIS: PILOTS, R&D, COLLABORATION, RECENT UPTAKE

■ FERNRIDE – Safety Plus: The Germany-headquartered company is boosting the reliability and security of its autonomous terminal tractor by deploying QNX® OS for Safety. FERNRIDE has originated an autonomous terminal tractor solution, developing a path towards compliance with the European Machinery Directive and EU Declaration of Conformity in the field of autonomous logistics. With foundational embedded software from QNX – a division of Blackberry Limited- FERNRIDE is accelerating its development efforts to move closer to these milestones. “Safety is a non-negotiable priority at FERNRIDE,” says

John Hughes, Senior Engineering Manager, FERNRIDE.

“As a next milestone, we will remove the safety driver from the cabin of our autonomous terminal tractors to unlock the path to scaling with our customers. To do this, we need to authoritatively prove that the entire system is safe. Choosing a certified operating system means we are able to shorten the timeline for getting the entire technology stack for our solution certified.” Using QNX OS for Safety meant FERNRIDE could meet the high standards of functional safety and focus its efforts on innovation, instead of certifying their operating system.

■ The Port of Helsingborg is testing an automated tractor with project partners Terberg and EasyMile with a view to application in an entirely new container facility

Book now - 20th Anniversary event!

The 20th GreenPort Congress will take place from 15–17 October 2025 in the historic city of Valletta, Malta. The 2025 conference will be hosted by Transport Malta, in partnership with  EOPSA, and co-located with the highly anticipated Shore to Ship Conference.

Sponsors:

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■ Kalmar – Forterra Partnership: Kalmar and Forterra have announced a partnership to develop an autonomous terminal tractor solution for container terminals. The companies have signed a joint development agreement for autonomous terminal tractor solutions. US headquartered Kalmar will be responsible for developing the automationready terminal tractor – including the drive-by-wire solution integration – as well as the Kalmar One fleet management system to manage the operation of automated terminal tractor fleets. Forterra will be responsible for the integration of its AutoDrive® platform for autonomous operations. The AutoDrive® system is a driverless system aimed at

■ MAFI – Pilot Projects: An Autonomous Terminal Tractor (ATT) proof-of-concept has been launched at Wilhelmshaven Container Terminal, Germany by system supplier MAFI. The company teamed up with container terminal operator EUROGATE, provider of autonomous driving solutions Embotech and industrial technology solutions provider ICT Group for the six-month project to showcase the next phase of autonomous operations in port environments. The project deploys MAFI’s T series as a base vehicle, powered by Embotech’s Level 4 AV-Kit, while ICT Group’s SmartECS will integrate the equipment with the Eurogate systems. Key benefits include the ability to navigate complex mixed-traffic environments, execute precise reverse driving with 5cm accuracy, and

■ Terberg – Testing Time: The Port of Helsingborg is testing an automated tractor in the port’s container terminal. The goal is to investigate the autonomous system’s maturity level and identify the technical challenges. The project’s results will serve as a basis for equipment selection for a new container facility that the Port of Helsingborg aims to implement around 2030. Driverless technology provider EasyMile is conducting the deployment in collaboration with terminal tractor supplier Terberg. This long-standing partnership has seen Netherlands-headquartered Terberg develop a ‘Drive By Wire’ terminal tractor designed for autonomous and teleoperated driving. EasyMile and Terberg are using a vehicle that resembles the port’s existing tractors. The EZTug tractor is operated on a 2-kilometre route connecting Ship-to-Shore (STS) cranes with areas designated for stacking import and export containers. EZTug is equipped with a range of redundant sensors that provide monitoring of its surroundings. This allows it to safely

■ Westwell – Q Truck Roll-Outs: Hutchinson Ports has introduced a fleet of electric autonomous terminal tractor units into mixed traffic container terminal operations –understood to be the first port in Europe to do so. The first batch of 34 battery-powered units were delivered last year, supplied by Hong Kong’s Westwell. Port of Felixstowe and Westwell have signed an agreement for a total of 100 battery-powered autonomous Q-Trucks with battery swapping facilities. Hutchison Ports first introduced Westwell’s Q-Trucks in Thailand’s Laem Chabang Port in 2020. Fifteen Q-Trucks run in mixed mode operation with no separation

■ ZF Mobility Solutions – Retrofit Solution: ZF and Aidrivers have agreed on a strategic cooperation to retrofit terminal tractors for autonomous operations. AI enabled autonomous mobility company Aidrivers will focus on the supply of an autonomous driving (AD) software ecosystem. Germany’s ZF Mobility Solutions will be the engineering partner for the integration, validation and deployment. The converted vehicles can be used in mixed traffic operations

complex conditions including ports and logistics centres. “Our goal in this partnership is to develop a true integrated system that provides the customer with a single point of contact for systems, safety and performance optimisation, as well as scalability to full-size logistics operations,” says Mike McGhan, Head of Commercial Logistics, Forterra. The autonomous solution will be available for the Ottawa T2 and Kalmar T2i terminal tractor models, as well as the respective battery-powered models once they are on the market. The Kalmar Ottawa T2 AutoTT will be available in 2026 followed by the Ottawa T2EV AutoTT and Kalmar T2EV AutoTT.

detect obstacles in any weather, ensuring smoother and safer operations. The system was tested successfully in landside operations in Rotterdam and has now expanded to waterside operations, providing integration with quay cranes. All relevant vehicle functions of the MAFI terminal tractor can be controlled externally via a specially developed drive by-wire interface. Another key aspect of the project is the testing of an IT integration between Embotech’s Fleet Management System PROFLEET and ICT Group’s Equipment Control System (SmartECS). This integration will allow co-ordination between the autonomous tractor and existing terminal operations, providing real-time data exchange for efficient container handling.

navigate the port environment, calculate the speed and direction of moving objects, and act accordingly. It can stop under STS spreaders with less than 10cm longitudinal precision and 0.5cm lateral precision, ensuring that container transfers are executed efficiently and without the need for corrections from the STS cranes. This precision maximises operational efficiency and reduces downtime. Recent uptake: Terberg together with Emboteach AG has signed a cooperation contract with APM Terminals Maasvlakte II (MVII), for the supply and entire implementation of 30 automated electric terminal tractors. The new fleet of automated terminal tractors is expected to enter service in the first quarter of 2027. This project follows a pilot at APM Terminals MVII, after which the all-new autonomous technology was deemed ready for safe and solid large-scale deployment. The ATTs are equipped with Embotech’s Level 4 AV Kit, which allows them to operate autonomously in complex and mixed traffic situations.

from other traffic and have handled over 334,000 TEU moves since their introduction. The tractors use a digital map loaded to a fleet management system, which controls the navigation around the terminal. The tractor then combines that map with its onboard GPS navigation to track its real-time position. They use LiDAR, a light sensing technology that creates a 3D map of a tractor’s surroundings using a laser and receiver, which, when combined with its onboard 360-degree cameras, provide real-time, all-round ‘vision’. With the support of an extreme precise position (EPP) system, the tractor can achieve positioning accuracy of 2cm and a steering angle accuracy of 0.5 degrees.

without special lanes for on-yard logistic solutions. This means that port operators can benefit from enhanced terminal safety and efficiency using modern advanced autonomous technologies. “Based on our long-term expertise in autonomous driving systems, we are delighted to now also operate successfully on the market as a mobility solutions provider,” says Alexander Makowski, Head of ZF Mobility Solutions.

COATINGS TO BATTLE CO2

Steady progress is being made in the evolution of sustainable and durable coatings for application on port structures – infrastructure and equipment

SECTOR ANALYSIS: GREATER PROTECTION SOUGHT

The importance of coatings for port cargo handling equipment has ramped up, on the back of the need to protect against extreme conditions in marine environments and to reduce CO2 emissions.

Lowering emissions is a huge focus of maritime regulations, and yet steel corrosion is contributing to global CO2. Germany-based corrosion specialist Steelpaint is calling for urgent action on thiswarning that inadequate corrosion protection is contributing more to global CO2 emissions than the entire aviation industry.

Steel production remains one of the most carbonintensive industrial processes. With the maritime industries consuming an estimated 100 million tonnes of steel annually, premature corrosion and subsequent steel renewal work is increasing carbon emissions

“dramatically”, says Klaus Müller, Managing Director, Steelpaint. This needs to be addressed through adequate steel protection.

A joint research study carried out by Curtin University and Ohio State University, published in 2022, estimates that 25% of global steel production is lost to corrosion, with replacement and renewal accounting for 4 to 9% of total emissions globally.

Emissions can be reduced by using coatings technology to extend the lifespan of steel structures, leading to a substantial decrease in greenhouse gas emissions. Global CO₂ emissions from steel production could be reduced by up to 1.6 gigatons annually.

The company reviews below for coatings suppliers demonstrate a growing focus on increasing the durability and longevity of port structures.

DATA ANALYSIS: DURABILITY, LONGEVITY, EMISSIONS REDUCTION

■ Hempel: Hempel has launched Avantguard 750 Pro which it says sets new standards for corrosion protection. The company underlines it offers an improved durability significantly reducing CO2 emissions over the lifetime of steel assets. Introduced this year, and building upon Hempel’s patented Avantguard technology, it is designed to exceed the current standards of corrosion resistance and is recommended for structures to achieve corrosion protection beyond 35 years. “We are excited to introduce a product that significantly increases the longevity of steel structures,” says Steen Niemann Madsen, Executive Vice President and Head of Energy and Infrastructure, Hempel. “Globally, steel production

generates approximately 2.8 gigatonnes of CO2 annually, accounting for 7-9 per cent of total energy emissions. By improving steel durability, we can help the construction industry address critical environmental and economic challenges.” Designed for new build, repairs and maintenance, including for ports, Avantguard 750 Pro is a zinc-rich, high-solids primer (with solids volume at 76 per cent) and what Hempel claims is the lowest VOC content (244 g/L) available. The Denmarkheadquartered company says that the formula cures at temperatures as low as -10°C [14°F] while also providing tolerance to high humidity. In addition, it provides strong crack resistance, minimising the need for rework and repairs.

■ Steelpaint is coating Niedersachsen Ports’ Emden Great Sea Lock to shield it from harsh saltwater conditions and in Asia terminals are currently patch testing its Stelcatec system

■ JMS Anti-Skid Solutions: JMS provides anti-skid application systems for all crucial areas across ports, and has recently unveiled a new terminal contract. The UK headquartered company explains that port surfaces become worn over time and underlines that “the risks associated with such wear and tear are highly dangerous. Our team,” it elaborates, “work closely with port facilities to review surfaces to support safe loading and to protect assets over the long-term. When loss of traction, such as skidding or slipping is a threat to health and safety or operations, JMS’ anti-skid systems will provide durability and longevity. The company says that it will provide advanced resin systems that are guaranteed to reduce stopping distances by at least 30%. Recent uptake: JMS carried out a resurfacing project at Calais Port. The project spanned three busy steel linkspans. JMS notes that the mission was threefold: Firstly, to resurface an expansive 4000m² area due to issues associated with the existing anti-skid system. Secondly, the project needed to be executed to ensure that the port’s operations remained

■ Jotun: This Norwegian company has started using DNV GL’s Veracity platform to combine external and proprietary data to optimise the delivery of its maritime coatings at port. Veracity creates an ecosystem where users can safely share data and link it to other datasets to extract value. In this case Jotun is using the Estimated Time of Arrival (ETA) dataset to ensure it has the right amount of product in the right place. “Veracity is making paint digital. Jotun has recognised that even products that seem as analogue as paint can benefit from digital solutions and this is an example of how Veracity is not simply a platform for data but also a place for collaboration,” Bjørn Tore Markussen, Managing Director of the Veracity platform unit in DNV GL notes. Ships have for some time reported their positions through Automatic

■ Steelpaint: German container terminals are applying Steelpaint’s corrosion protection system, Stelcatec, to repair existing paintwork on ship-to-shore cranes. Stelcatec, which claims to be the world’s first low-VOC, isocyanate-free polyurethane coating system, is being used to repair damaged original coatings on ZPMC cranes operated at container terminals in Hamburg, Bremerhaven and Wilhelmshaven. “Taking a ship-to-shore crane out of commission costs the terminal money, delaying container loading/unloading operations. The operators wanted a ZPMC-approved one-component system that would obviate mixing errors, reduce material waste, speed up the drying process and reduce the time cranes are out of service,” says Frank Müller, Sales Director, Steel Paint. “With Stelcatec-L, the coating can be applied and cured within a working day,” he underlines. Founded on four years of research and development, Stelcatec is a single-pack moisture-curing paint based on a polyurethane free of Isocyanates. With a very low solvent content, the new coating can be applied by brush, roller or spray in temperatures ranging from -5°C to

■ Tech Coatings: A rapidly growing trend when it comes to coatings for port cargo handling equipment is the deployment of ultra-high-pressure water blasting to prepare surfaces for new painting systems. Tech Coatings notes that it is, “cleaner, more environmentally friendly and has good results on taking off old coatings on cranes, passenger walkways, fenders, ro-ro loading platforms and fuel tanks”. The UK based company uses Cherry Pickers and Scissor Lifts to work from the quayside or dockside so that cranes and docking equipment can be prepared and painted in situ,

uninterrupted. Lastly, JMS “aimed to implement a robust and long-lasting solution, ensuring safety and preventing future operational challenges”. The JMS team applied a combined waterproofing and anti-skid system, choosing the Emery 3-5mm aggregate for its efficacy. JMS sums up: “With the project’s completion, the port now boasts a durable and efficient linkspan surface, poised to serve efficiently for years to come.”

Identification System (AIS) transponders but a team from DNV GL have cleaned the data and then developed an algorithm that accurately predicts arrivals at ports. Jotun joined the Veracity pilot program to verify its benefit to the market and it became apparent that an early approximation for vessels future port visits could provide value to Jotun’s supply chain. A more comprehensive understanding of the movements of the global fleet allows Jotun to optimise stock and delivery planning. Jotun offers specific solutions for ports and harbours - its Jotatemp range of heat resistant coatings which are designed to deliver corrosion protection in extreme operational conditions. Tankguard is a range of tank coatings that ensure safe and efficient handling, storage and the transportation of vital products.

50°C and environments where relative humidity is as high as 98%. Operators of terminals in Asia are currently patch testing the Stelcatec technology, with Steelpaint expecting orders for full coat applications to follow. Elsewhere, Lower Saxony Port Authority (Niedersachsen Ports) has awarded Steelpaint with a contract to provide its coating system on Emden’s Great Sea Lock as part of a refurbish and renewal project. Steelpaint will supply a coating system for a surface area of approximately 50,000m2. This includes a 75µm zinc-rich primer coat, forming a sacrificial barrier to shield the underlying steel from the harsh saltwater conditions. On top of this, two to three coats of Steelpaint’s proprietary Stelpant-PU-Combination 300 polyurethane coating will be applied with a 150 µm to 225µm dry film thickness. Some areas will also be coated with an additional UV-resistant semi-gloss topcoat of 80µm. In addition to the Emden lock, Steelpaint is also in discussions with the port authority to provide protective coatings to the Cuxhaven container terminal, which is undergoing expansion. The Kitzingen-based coatings specialist is also involved in the refurbishment of the Hooksiel sluice gate in Wilhelmshaven.

as this causes less disruption and less time out of service. Its Ultra High-Pressure Water Blasting (UHP) runs up to 40,000 psi and uses just water - no abrasive materials or chemicals - making it safer and more cost-effective. It can be used on external or internal areas leaving the steel surface clean and profiled ready for fresh coatings. The company states that it is a “much cleaner process” than grit, sand or abrasive blasting because it only uses freshwater, and so leaves less waste to be disposed of. This keeps disposal costs lower and hence a lower risk of contaminating the site or area.

■ In Calais JMS Anti-Skid Solutions recently carried out a project in conjunction with three linkspans

BULK HANDLING

advertise in the Port Strategy Directory Contact

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SAMSON Materials Handling Ltd specialisesin the design and manufacture of mobile bulk materials handling equipment for surface installation across multiple industrial segments. Designed for rapid onsite set-up and continuous high performance SAMSON equipment provides an excellent return on investment.

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CARGO HANDLING SOLUTIONS

Customised damper and buffer solutions for container spreaders and ship-to-shore, rail mounted gantry and process crane’s. When fitted to spreaders, our dampers protect the hydraulics’ and reduce noise.

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ifm electronic gmbh ifm is one of the world’s leading sensor companies in the automation of measurement and control, optimizing technical processes in almost all industries.

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Main customers are shipping companies with their bulk carriers, which know that they can rely on the performance, speed and reliability of ORTS grabs for many, many years. But also terminal operators, stevedore companies and heavy industry companies (e.g. steel works) value the quality of ORTS grabs.

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BULK HANDLING

Telestack are a leading global manufacturer of equipment for the bulk material handling industry including Ship Loaders/Unloaders, Hopper Feeders, Truck Unloaders, Bulk Reception Feeders, Stockpiling Conveyors, Link Conveyors and Telescopic Stackers.

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Portable pneumatic conveyors or grain pumps, Continuous pneumatic Ship Unloaders on gantry, Mechanical Ship Unloaders and loaders, as well as complete turnkey projects for port terminals.

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Bromma is a global organization with an extensive sales and service network around the world. We have delivered spreaders to more than 500 terminals in over 90 countries on six continents. In all, more than 14,000 crane spreaders and rotators have been put into service.

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LASE offers innovative andproductive solutions for ports by combining state-of-the-art laser scanner devices and sophisticated software applications. We are specialised in the fully automatedhandling of containers, cranes or trucks.

+49 (0) 281 - 9 59 90 - 0 info@lase.de www.lase.de

American Manufacturer of industrial lift trucks. Taylor Machine Works designs, engineers, and manufactures morethan 100 models of industrial lift equipment with lift capacities from 4,000-lbs. to 125,000-lbs.

YOU CAN DEPEND ON BIG RED!

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ELME Spreader is well known for our reliable container handling solutions. Trust and reliability have made us the largest independent spreader manufacturer in the world.

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DSP supports ports, terminals, inland facilities & rail terminals around the world with services and products related to Terminal Operating Systems, Terminal Automation and Optimization.

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Magna Tyres is a global supplier of premium OTR, industrial, port handling and truck tyres. We deliver durable tyre solutions for port handling equipment, ensuring maximum performance and efficiency worldwide.

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ABB SpA

ABB is a global leader in electrification and automation technologies. We are dedicated to innovative solutions that enhance sustainability and efficiency in the port and maritime sectors.

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CARGO HANDLING SYSTEM

CARGO HANDLING

DockGuard is a global provider of marine fender technology and mooring solutions offering a true collaborative approach with customers. We have a reputation as a dependable partner in the international port, harbor and waterways market.

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ShibataFenderTeam is focused on customization and pursues a holistic approach to fender system design to ensure the safety and protection of vessels, port infrastructures and people With more than six decades experience and an unparalleled expertise in rubber production.

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The Fogmaker Fire Suppression System is a high-quality and efficient Swedish engineered product. It is not only cost-effective, but it is also tailor-made according to each type of material handling equipment.

GREEN PORT CONSULTANCY SERVICES

Royal HaskoningDHV is an independent consulting engineering company that is helping clients with challenges ranging from climate change and digital transformation to the energy transition.

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Taiwan International Ports Corporation, Ltd. (TIPC) a state-owned enterprise, 2012. TIPC focuses on Taiwan’s port business operations as well as the integration of various domestic and international commercial port resources.

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JUNE Southampton United Kingdom 2025 TO

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As Logistics & Change professionals, we use our expertise to help our customers capitalise on their expertise; creating modern 21st Century, customer-centric services that help them secure their short and long term success

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Collinson Tensile design & construct wide, clear span Steel framed buildings for Ports for use as Bulk materials storage, Waste, Recycling, Fertilizer storage, Timber storage, Breakbulk. Clear span widths up to 100m, Heights upto 35metres.

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To advertise in the Port Strategy Directory Contact Daniel Spicer

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Hammar is the world leading manufacturer and developer of Sideloaders, also known as Sidelifters or Self-loading trailers. With over 115 countries, Hammar offers a high quality logistics solution tailored for your needs.

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CONDUCTIX-WAMPFLER

The world specialist in Power and Data Transfer Systems, Mobile Electrification, and Crane Electrification Solutions. We Keep Your Vital Business Moving!

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Tideworks Technology provides comprehensive terminal operating system solutions for marine and intermodal terminal operations worldwide.

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7-9 October 2025 Kobe, Japan

sponsor

Vadhavan Port will provide much needed new capacity to meet India’s export-import (EXIM) requirements with India’s two major ports serving this market, Mumbai and JNPA, facing capacity and draught constraints

POSTSCRIPT

TOP 10 PORT ON THE STARTING BLOCKS

Vadhavan Port, situated near Dahanu in Maharashtra, India is forecast to become a world Top 10 port according to the Jawaharlal Nehru Port Authority (JNPA).

By 2034 the plan is to have nine new container terminals in place in the port – four by 2029 and five more by 2034. This will effectively double India’s container capacity and with a depth of 20m provide it with much needed deep-water capacity. In effect, it will bring online critical infrastructure in India’s bid to build on its status as the world’s fastest growing economy.

The project is a joint venture undertaking with JNPA having a share of 74% and the Maharashtra Maritime Board (MMB) 26%. The project cost is put at US$9.12 billion with the intention being for it to be established based on the landlord port model.

In addition to the nine container terminals there will be four multi-purpose berths built, a ro-ro facility and four liquid cargo berths. Thought has been given to connectivity on the landside – with linkage provided to the national railway grid 10km away and to NH8 (National Highway), approximately 40km distant.

The construction of the port will be on a reclaimed area of 1448ha with a offshore breakwater of some 10.14km in length. Total cargo capacity is put at 298m tonnes and 23.2m TEUs per annum.

The deepwater capacity of Vadhavan Port is expected to draw cargo which is now transshipped in locations such as Colombo, Jebel Ali and Singapore. Its hinterland, the western and northern side of the country, provides the opportunity to tap into the 75% of the country’s EXIM trade that these areas now account for.

Unmesh Sharad Wagh, Chairman of JNPA, terms the port a ‘game changer’ and underlines it is essential for the further development of EXIM trade.

The game changing aspect also encompasses the environmental approach to the port’s development. It is foreseen that it will be a green project throughout including green power, shore power and green cargo handling systems.

There are nevertheless some environmental concerns due to the anticipated presence of India’s Adani Group in the project. Mumbai media coverage reports reservations expressed that the project dovetails with Adani’s approach of privatising key infrastructure assets often at the expense of local communities and the environment. These concerns are underpinned by suggestions that the port’s approval process has lacked transparency and that this works in the favour of large private entities while negatively impacting local fishing communities and the fragile coastal ecosystem. Wagh, for his part, Wagh acknowledges that there will be an impact on 30 sq. km of fisheries but the parties involved will be compensated.

The official inauguration for the project took place on August 30 with a foundation stone laid by Prime Minister Narendra Modi.

ENGINE OF GROWTH

The current global geopolitical situation, with a heightening of tensions, between China and the USA is seen to be working in India’s favour and in line with this represents a further validation of the need for the new port of Vadhavan. Organisations based in the USA and other western countries are now viewing India as an attractive alternative to China for their manufacturing requirements.

For this trend to really escalate, however, an array of reforms need to be implemented, particularly with regard to India’s huge labour market, land acquisition, the capital market, the regulatory environment and protectionist policies in general. These changes are necessary to move the focus away from supporting micro, small and medium sized enterprises in manufacturing to capturing much larger exportoriented manufacturing concerns, and generally to promote a much more open market economy.

■ The new Vadhavan Port Project, now underway in India, is forecast to become one of the world’s Top 10 ports

Photo courtesy of Royal

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