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JULY/AUGUST 2021 VOL 1021 ISSUE 6

portstrategy.com

Diesel to electric | Vehicle Booking System Innovation | Gate automation advance

ARCTIC ASPIRATIONS ANALYSED BANANA CASE STUDY SOUTH EAST ASIA REVIEW SUSTAINABLE FINANCE

PORTSTRATEGY INSIGHT FOR PORT EXECUTIVES

The international magazine for senior port & terminal executives EDITORIAL & CONTENT Editorial Director: Mike Mundy mmundy@portstrategy.com Guest Editor: Mike Mundy mmundy@portstrategy.com News Reporter: Rebecca Jeﬀrey rjeﬀrey@mercatormedia.com

VIEWPOINT MIKE MUNDY

Fundamental port sector change

The ports sector is operating under exceptional circumstances. These circumstances are driving fundamental change on a broad basis. There are many visible signs of this but there is also significant change in a ‘back oﬃce’ context

How many times has it been said? Will it hurt to say it again? OK then, lets just ‘put it out there’ – COVID-19 continues to test us all. No surprise there eh, but the problems that have come, and continue to come, in its wake are surprising in terms of both their individual and collective scale and impact. The headliners are: vessel schedule disruption; port and terminal congestion, all-time high freight rates, container and chassis imbalances, lack of inland transport distribution capacity, truck driver shortages, port workforce shortages and so on. And throw into this mix other increasingly prominent areas of challenge such as the pressure to adopt e-friendly systems and plant, to get to grips with digitalisation including automation, and in developed economies in particular to find new paths with labour arrangements, then for sure 2021, and in all probability 2022, will go down as exceptional years. Years of great challenge, especially when an already formidable situation is further complicated by remarkable one-oﬀ events such as the grounding of the Ever Given. The public face of the response by the ports sector tends to rest on operational matters – the prioritisation of essential port activities, measures to adapt workforce arrangements to the new operating conditions, enhanced coordination with public authorities to establish collectively the basis for response measures and so on. But behind these higher profile type of changes, are a raft of other changes which promise, in many respects, to have a longer lasting eﬀect. High up the list is a much stronger focus on risk management, signposted in mid-2020 by an iSpec Ports Industry Survey undertaken by Remy InfoSource, the lifecycle contract management specialist behind iSpec. This found that more than half of the port executive respondents (51 per cent) identified risk management as the key area they would like to improve on, up from 32 per cent in a 2018 iSpec Ports Industry Survey. Managing the risk perception, by way of improved - clear and transparent – communication strategies is another noteworthy trend and is proving key to preserving reputation, avoiding tensions and undesired situations and, hence, ensuring business continuity. Financial arrangements and investment is another area of change. The majority of port sector participants have undertaken some form of financial re-engineering as a result of COVID-19. In some cases, COVID-19 has had implications for the ability of ports to access capital and invest to meet their customers’ existing and future needs. Some investments have been deferred or even cancelled – in the hard-hit cruise sector for example but also in mainstream cargo areas. Generally, project viability is coming under much more scrutiny – by public authorities, private operators and financial interests. The increased emphasis on digitalisation, and key elements such as automation, can also, in part at least, be seen to the source of greater union unrest. Ironically, however, this unrest in the final analysis may prove to be a prime driver behind the wider adoption of automation for both front-line and back up functions. Without doubt the landscape of the international ports sector is undergoing fundamental change.

For the latest news and analysis go to www.portstrategy.com/news101

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JULY/AUGUST 2021 | 3

CONTENTS JULY/AUGUST 2021 VOL 1021 ISSUE 6

portstrategy.com

Diesel to electric | Vehicle Booking System Innovation | Gate automation advance

NEWS 16 Valencia rail

Building capacity

16 “Crazy project” Canal work starts

17 Going live in Berbera

New port opens

ARCTIC ASPIRATIONS ANALYSED BANANA CASE STUDY SOUTH EAST ASIA REVIEW SUSTAINABLE FINANCE

On the cover Arctic shipping routes hold some advantages but in general for liner shipping the negatives outweigh the positives. Port opportunities remain, however, in the liquid and dry bulk sectors

17 Yantian congestion Reportedly easing

EU project funding

14 Elephant in room USA labour issues

The Congress is a meeting point that provides senior executives with the solutions they require to meet regulatory and operational environmental challenges. Stay in touch at greenport.com Join leading port executives www.greenport.com/congress

Online portstrategy.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events Social Media links LinkedIn PortStrategy portstrategy YouTube Weekly E-News Sign up for FREE at: www.portstrategy.com/enews

20 Arctic analysis

Realistic prospects

22 South East Asia production

Ready, willing and able?

19 Smart Roerdam

Visibility venture

Piraeus2021

Cost analysis raises questions

27 Price of sustainability

Damage detection innovation

11 PSA/Roambee

GREENPORT Cruise Congress

19 Banana case study

19 ADDS launched

Vehicle solution for ABP

GreenPort magazine is a business information resource on how best to meet the environmental and CSR demands in marine ports and terminals. Sign up at greenport.com

FEATURE ARTICLES

24 South East Asia ports

10 INFORM appointed

is a proud support of Greenport and GreenPort Congress

JULY/AUGUST 2021

14 Generation 6

New Konecranes’ MHCs

15 Targeting improvements

Port Sudan initiative

15 Kalmar upgrades RTGs Five new models

REGULARS 12 The New Yorker

New contenders ready?

Favourable ‘green terms’

30 Decarbonisation in UK ports

Funding and cost issues

32 Reduce - produce procure Diesel to electric – the steps

35 Arica railroad readies

Arica – Bolivia link

38 Terminal VBS

Make an appointment

41 Gate automation Systems advancing

46 Postscript

Darwin deal under review

Home Depot “game changer”

12 The Analyst

Uneven relationship

13 The Economist Globalisation risks

13 The Strategist Livestock reforms mooted

17 The Environmentalist Follow the science

For the latest news and analysis go to www.portstrategy.com/news101

JULY/AUGUST 2021 | 5

PORT & TERMINAL NEWS Autoridad Portuaria de València is to spend €240 million in railway improvements at València and Sagunto. For València, a total of €125.5 million is being invested in projects including: a remodelling of the Príncipe Felipe quay track bed and a change to international gauge standards (€8.2 million); improving rail between the Poniente and Costa docks (€45.4 million), electrifying northern network tracks (€5 million), development of the Fuente de San Luis terminal (€15 million) and developing the network for northern terminal access (€40 million). For the Port of Sagunto, investment of €97.6 million includes improving the inland rail network (€9 million), developing rail access to the port area (€20 million) and construction of new sidings for 750m-long trains (€20.6 million). Rail is an integral part of cargo flows for the Port of València, with more than 4000 trains a year managed by 10 different President of Turkey, Tayyip Erdogan, has officially launched the US$15 billion Istanbul Canal project. First revealed over a decade ago by Erdogan, and dubbed as his “crazy project,” the new 45km waterway on the western edge of Istanbul is to be developed to ease congestion for vessels using the Bosporus. In the official ceremony, Erdogan announced: “We view Kanal Istanbul as a project to save Istanbul’s future.” Critics of

BRIEFS “NZ Inc” Call for Ports

Clive Glover, President, New Zealand Shipping Federation is urging the Government to consider exerting a “NZ Inc” influence over the country’s ports to address concerns over infrastructure, congestion and pricing in the sector. “I believe the optimal outcome would be a set of charges or rates for domestic ships that are established centrally and apply across all ports in New Zealand, so that surety of cost could be managed ...” he says.

6 | JULY/AUGUST 2021

VALENCIA BUILDS RAIL CAPACITY

companies, at a rate of 80 convoys a week – as the graphic shows. This equals around 11 per cent of import/export containers

moving by rail per annum, almost three-times the national average for Spain, which is just four per cent at present.

8 Valencia’s use of rail for containers is already three times the average in Spain – but the port is investing to grow usage

TURKEY’S “CRAZY PROJECT” KICKS OFF the project fear it will damage the environment by destroying a marine ecosystem and endanger some of the city’s fresh water supply. Nevertheless, construction workers officially kicked off the project by pouring cement into the foundations of a 1.6km bridge. Erdogan also stated that the canal project is expected to take six years to complete. The official rationale for the project from the Turkish government is that it is becoming

increasingly diﬃcult for tankers to transit the existing Bosporus waterway between the Black Sea and the Sea of Marmara, due to a combination of vessel congestion and the sizes of the ships moving. Government statistics claim that around 43,000 ships utilise the existing waterway annually, which is much higher than the current safe capacity of 25,000 vessel sailings. This is already causing waiting times to increase, and the position will become

considerably worse if the government’s projections of 78,000 ships transiting in 2050 are to be believed. Local press reports have indicated that a high number of Istanbul’s 15 million population are opposed to the project, along with Istanbul Mayor Ekrem Imamoglu and the opposition CHP party, to which he belongs. The Istanbul Canal project is dividing opinion in Turkey, but the government appears committed to the new waterway being developed.

Durres Deal

China Coal Stockpile

Tauranga Extension

Mariner Adriatic, a Hili Company subsidiary, has taken over the management and operation of the Durres Container Terminal, Albania. The company reports that it intends to implement an operational eﬃciency programme at the terminal which has in the past been criticised for poor performance. The terminal operates with two mobile cranes on the quay and reach stackers for yard handling. Annual capacity is said to be in the order of 180,000TEU.

Against a background of continuing strained relations with Australia, which has seen the country turn away from purchasing Australian coal, China’s National Development and Reform Commission (NDRC) has announced that it intends to build a coal stockpile of around 100 million tons over the remainder of this year. The NDRC reports the stockpile will be built from increased domestic production and imported coal.

An urgent resource consent is being sought by the Port of Tauranga, New Zealand to convert 220 metres of existing port land to the south of the existing container wharves into an extended berth. “The NZ$63 million project will enable more eﬃcient use of existing port infrastructure without extensive reclamation. It will create jobs and income and help relieve future congestion in the Upper North Island supply chain,” states the port.

For the latest news and analysis go to www.portstrategy.com/news101

PORT & TERMINAL NEWS

NEW BERBERA PORT GOES LIVE DP World and Somaliland have inaugurated a new terminal at Berbera Port, plus confirmed plans for a phase two expansion as well as broken ground for an economic zone. The new facility is oﬀering a water depth of 17m alongside the berth, a quay length of 400m and three ship-to-shore (STS) gantry cranes, increasing the existing port capacity from 150,000TEU per annum to 500,000TEU per annum. The supporting container yard operates with eight rubber-tyred gantry (RTG) units. DP World is committed to investing US$442 million in the development and expansion of Berbera Port. The operator has already confirmed that there will be a phase two expansion process, which incudes extending the quay from 400m to 1000m and the addition of seven STS gantry cranes. As a result, a total of 2 million TEU per annum is being targeted, although the The congestion at the Chinese port of Yantian is reported to be easing, as Port Strategy goes to press, but the extent of the problem, and the potential disruption, is becoming much clearer. Sources in Asia have been reporting that around 600,000TEU has been impacted (at the start of the third week of June). To put this figure into context, it is approximately twice the amount disrupted due to the mv Ever Given’s six-day blockage of the Suez Canal recently – which is still playing out on some shipping line schedules and in key North European ports. Leading container shipping operator Maersk Line oﬀers a further perspective at the time of writing: “The current estimated wait is over a fortnight, causing many carriers to divert vessels to other ports. In total, over 300 sailings from all liners will omit Yantian,” it confirmed. Yantian International Container Terminal (YICT) has also released an update on the position, stating that, “Current overall operational capacity has returned to 70 per cent of normal levels and container yard utilisation has

BRIEFS Samoan Port Canned

exact timescales are yet to be determined and are likely to be linked to future demand. DP World is also developing an economic zone, linked to the port and strategically located on the Berbera to Wajaale road (Berbera Corridor). It will use DP World’s Jebel Ali Free Zone as a blueprint, with the aim of attracting investment across a wide range of industries, including warehousing logistics service providers and manufacturing sectors. The new port infrastructure will also be supported by two

8 Berbera Phase 1 development completed and more investment planned

important highway projects. The first is the Berbera Corridor road upgrade, due for completion in Q4 2021, and the second is the Hargeisa Bypass Road due in Q3 2022. These roads are important links to the Ethiopian highway network. DP World Berbera commenced operations in March 2017 and claims to have reduced waiting time for container vessels from up to five days to only a few hours.

YANTIAN CONGESTION STEADILY EASING

Samoan Prime Ministerelect Fiame Naomi Mataafa plans to cancel a Chinabacked A$100 million port development in her country. It is understood the Chinese Government had been invited by the Samoan Government to scope the proposed development in Vaiusu Bay, which was expected to provide jobs and increase trade and tourism. While emphasising the importance of Samoa’s seaports and airports to “cater for our needs”, Ms Mataafa says it was “very diﬃcult to imagine” the need for such largescale investment ahead of other more pressing projects.

Hutchison Oz deal

After a three-year dispute, dubbed ‘one of the hardest ever seen’ negotiations in the maritime industry, terminal operator Hutchison has finally agreed a workplace agreement with the Maritime Union of Australia (MUA). The deal includes a 2.5 per cent pay rise over four years once the deal is certified by the Fair Work Commission.

S.Africa change

dropped from 100 per cent to 70 per cent.” This view is endorsed by Hyundai Merchant Marine (HMM), with the South Korean-based shipping line issuing an advisory to its customers stating that productivity at the port is at 70 per cent. However, it is important to note that even with improving productivity and lessening congestion it is going to take several weeks to clear, as Dean Davison, Technical Director, WSP explains: “There may be positive

For the latest news and analysis go to www.portstrategy.com/news101

8 Yantian, productivity is improving...but the congestion will take weeks to clear

signs that port productivity is getting better and congestion is easing, but it is going to take a number of weeks to get through the existing backlog of boxes and this is only being helped because so many shipping lines are omitting Yantian from their schedules at the moment.” On this basis, it is reasonable to expect the situation to run into July before any sense of normal operations can be expected.

As a path to improving port performance in South Africa, Cyril Ramaphosa, President, has moved to make the National Ports Authority (NPA) function as a stand-alone business under the aegis of state-owned Transnet, the port operator and freight logistics company. Ramaphosa has suggested this new arrangement will see greater investment in port infrastructure but many analysts remain unconvinced. Transnet has come in for criticism as a slow moving entity, poorly customer focused and regularly encountering management problems.

JULY/AUGUST 2021 | 7

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DIGITAL NEWS

VISY OY INTRODUCES ADDS

BRIEFS ADT and Microsoft innovation

Visy Oy has introduced a new Automatic Damage Detection System (ADDS) with the ability to identify surface deformities on a container including dents and bulges. The company states that the eﬃciency of the system negates the need for trucks to stop for manual damage inspections thereby expediting traﬃc flow.

The Indonesian terminal, Terminal Petikemas Surabaya (TPS) is the first terminal to apply the system and it now has two ADDS portals in operation and six OCR Portals. The ADDS is based on the use of AI and vision technology to achieve the high level of surface detection/analysis required to identify all critical container

8 ADDS has the ability to identify surface deformities on containers to a detailed level

damage. The system is able to be integrated into existing Optical Character Recognition (OCR) portals. The objectives set at TPS were to increase volumes over existing infrastructure, reduce truck turnaround times and costs associated with damage claims.

EU Awards Rotterdam & Co Smart Port Funding and... An international alliance of 45 companies, port authorities and knowledge institutes, headed by the Port of Rotterdam Authority, has been awarded nearly €25 million in EU funding. The consortium will be using this grant to execute 10 pilot projects and demonstration projects that focus on sustainable and smart logistics in port operations. The research project has been given the acronym MAGPIE sMArt Green Ports as Integrated Eﬃcient multimodal hubs – and will run for five years. A key area that the research programme will address is the use of new fuels and energy carriers that have not yet been tested in practice. This includes production, transport, storage, distribution (fuels) and charging (electric power). Examples include the operation of an electric battery-powered locomotive that uses power from an overhead line for both motive power and for recharging its battery, allowing it to work in areas that lack an overhead line – marshalling yards, for instance. Other examples include bunkering ammonia as a transport fuel, or electrical power from shore for ships moored

oﬀshore to a mooring buoy. There will also be several digitalisation and automation solutions explored in the context of the energy transition. Further, the programme will have a focus on exploring how best to encourage companies to raise the sustainability of their logistics processes and most interestingly the development of a master plan that sets out how transport in, and to and from,

8 A key objective under MAGPIE is determining how transport in and to/from ports can be made carbon-free by 2050

ports can be made carbon-free by 2050 – and what needs to be done in this context before 2030 and 2040. The results of the various pilot projects and studies will be shared with other European ports, knowledge institutes and companies.

...Rotterdam pilots customs upgrade The Port of Rotterdam also has a pilot project underway aimed at streamlining the customs process through digitisation. The project involves collaboration with key stakeholders: shippers, customs agents, carriers, terminal operators and others. It particularly aims to reduce turnaround times and waiting

For the latest news and analysis go to www.portstrategy.com/news101

times, and especially in conjunction with refrigerated containers (reefers), which are noted to often originate from so-called high-risk areas. Delays with refrigerated containers can entail the loss of quality of a cargo or its complete loss with sizable financial consequences.

Abu Dhabi Terminals has announced that it is working with Microsoft to achieve enhanced container tracking and autonomous container shuttle working at its Khalifa Port. The path being taken is an innovative one with the deployment of Microsoft’s cloud, artificial intelligence and Internet of Things technologies all involved. The base objective is to improve operational eﬃciency across the board improving turnround times for terminal users, reducing costs and the terminal’s carbon footprint.

Navis upgrade for MICTSL

Madagascar International Container Terminal Limited, an ICTSI subsidiary, has gone live with the latest version of Navis’s N4 terminal operating system (TOS). MICTSL, which handles an annual container volume in the order of 250,000TEU, has been using N4 since 2013 with the latest upgrade aimed at further refining operational eﬃciency.

Antwerp: Certified Pick-Up next phase

The port of Antwerp reports that it has triggered the second phase of its new digital process for releasing containers, designated Certified Pick-up (CPu). Instead of using PIN codes, containers will be picked up based on identity from July. The process applies to all import containers unloaded from vessels with the CPu process as a whole said to be safer, more transparent and eﬃcient. CPu works with a neutral, central data platform that connects all stakeholders involved in the import process.

JULY/AUGUST 2021 | 9

DIGITAL NEWS

BRIEFS Project44 buys Clear Metal

Project44 has acquired Clear Metal, a San Francisco-based supply chain planning software company that specialises in international freight visibility, predictive planning and generally promoting a positive customer experience. Clear Metal describes itself as a leader in real-time visibility of the global supply chain and reports that it has created a “continuous delivery experience” that draws on proprietary machine learning algorithms that can forecast supply chain disruptions. The acquisition of Clear Metal by Project44 follows on from its earlier purchase of Ocean Insights.

10 | JULY/AUGUST 2021

INFORM FOR ABP VEHICLES INFORM has been appointed by Associated British Ports (ABP) to supply it with a comprehensive operating system solution for vehicle terminal management. The system will be scalable and as such able to be adopted at diﬀerent locations around the ABP network with the first application at the port of Southampton, a leading port for vehicle handling. INFORM advises that the new system will make information regarding the location, condition, destination and other relevant data of each vehicle available in real time. The newly developed software will work in conjunction with 5G compatible hand-held devices for vehicle data capture. Other reported system features are: algorithms that will facilitate real-time decision-making, support to achieve optimal planning/use of resources and the ability to generate a flexible

vehicle loading or unloading plan that is able to adapt quickly to unexpected vehicle availability issues. A dedicated customer portal will also be established as part of the system and real time linkage

8 INFORM has been appointed by ABP to provide a comprehensive operating system solution for vehicle terminal management – first stop Southampton

also provided to Customs and other key stakeholders.

For the latest news and analysis go to www.portstrategy.com/news101

DIGITAL NEWS PSA Unboxed, the corporate venture arm of PSA International, has invested in and is now partnering with, Roambee in order to develop a verifiable item level, multimodal Full Container Load/Less than Container Load visibility solution and ocean milestone standard. In terms of application, it is intended that the verifiable ocean visibility achieved will unite the digital and physical aspects of ocean cargo from end to end including: first mile, at port, on vessel and last mile. Roambee points out that the development approach it will take is diﬀerent from Electronic Logging Devices (ELD) and the shipping line style Automatic Identification System (AIS). Such systems, it points out, focus on orders and not whether FCL or LCL cargo has completed a particular milestone and reporting this status accordingly. PSA considers its domain expertise in port and cargo flow

PSA/ROAMBEE WORKING ON SUPPLY CHAIN VISIBILTY

combined with Roambee’s real-time sensor intelligence and immersive location-aware platform, will prove to be a powerful combination via which to achieve supply chain orchestration capabilities. With accurate supply chain signals, Roambee estimates that it can facilitate 70 per cent

For the latest news and analysis go to www.portstrategy.com/news101

8 Roambee and PSA Unboxed have joined forces and are working on the development of an end-to- end multimodal Full Container Load/Less than Container Load visibility solution

better ETA predictions, improve cold chain compliance and orchestrate timely intervention on exceptions in multimodal transport.

BRIEFS Maersk Digital Dashboard

A.P. Moller – Maersk has launched an innovative new digital dashboard that aims to provide end to end carbon footprint visibility. The so-called Emissions Dashboard is essentially an analytical data tool set that facilitates carbon footprint measurements from the entire supply chain, presenting a detailed emissions overview whatever the modes of transport employed. Configured to be a ‘one-stop-shop,’ the Emissions Dashboard conforms to the Global Logistics Emissions Council methodology to calculate emissions.

JULY/AUGUST 2021 | 11

THENEWYORKER BARRY PARKER

HOME DEPOT TAKES TO THE WATER The debate in Washington, D.C. over “infrastructure”- however you define it, is continuing. Indeed, the uncertain definition is partly why nothing has been agreed as of mid-June. Arguablyand there have been plenty of disagreements, the scope of infrastructure goes far beyond the physical improvements of most concern to the ports community. The intersection of funding roads, rail, bridges and ports with spending in the more “social” category fits into broader definitions of infrastructure supported by some factions in Congress. This year, in the world of shipping, the whole “ESG” topic has exploded; not a week goes by now without multiple webinars (and soon, real in-person conferences, I hope) on Environment, Social, Governance etc. For commercial maritime participants, much of the attention has been on “E”- issues related to the path towards lower emissions, a discussion intertwined with uncertainty on what future fuels can propel ships, at scale. Throughout the business, pilot

are often tortuous so the there is no direct social pressure on shipping companies- and on the ports that serve them. At least, not yet.

projects abound - each one having an infrastructure component; the networks for fuels distribution will be a critical factor in determining the success, or not, of their roll-out to the maritime world. The Republicans and Democrats are not discussing such things explicitly, but the “green economy” backdrop on Capitol Hill provides a hint of the Administration’s likely direction (and maybe, support in the form

8 Home Depot – dedicated ship secured

of monetary allocations and grants) on fuel matters. In the ESG discussions, pundits have often thrown the ball back to “end users” (in this context, the cargo owners) whose names are well known (unlike shipping companies) and are therefore also sensitive to social (the “S”) currents. Yet big cargo owners’ links to shipping in supply chains

GAME CHANGER? One “game changer”, maybe, comes with the news that Home Depot, a giant chain of superstores oﬀering hardware, tools and appliances, will be directly chartering at least one vessel. At this point, I won’t call this a trend, but I would say that I am watching carefully, hoping to observe the relationship between this household brand, and the owners of a vessel. As voyage details become known, destination ports for the ship (which presumably will load containers in Asia for a journey over to the States) may also find themselves in the spotlight. Home Depot’s move may be a one-time thing, but if other cargo interests take similar stepsgetting closer to the actual vessels in their supply chains, the infrastructure surrounding ports will suddenly get a whole lot more encompassing.

THEANALYST PETER DE LANGEN

For all the right reasons, a lot of attention among port developers, policy makers and regulators is focused on the competition in the terminal and shipping markets and risks of the emergence of dominant positions, for instance due to vertical integration. There is often less attention for similar risks with regard to the landside of port operations. However, various cases suggest such attention (from policy makers, regulators and port development companies) can be appropriate in certain circumstances. For instance, the trucking companies in Australia

12 | JULY/AUGUST 2021

THE UNEVEN COMMERCIAL POWER RELATIONSHIP heavily criticise a new set of fees and rules of a container terminal operator (Patrick Terminals). They argue for ‘assistance and regulatory oversight’ to help balance the uneven commercial power relationship between landside stakeholders and stevedore companies. This case is not alone. In fact, the issues of low service levels and/or unfavourable fees and conditions for road, rail and barge operators are widespread. As a couple of examples, in Rotterdam, the competition authority demanded a modification of barge handling

processes of a large container operator, while in Georgia, the competition agency banned a newly introduced set of rules and prices for truck handling by APMT, the operator of Poti, Georgia’s largest port. In Brazil, there similarly is a huge controversy regarding the charges and conditions. The phrase ‘uneven commercial power relationship’ will resonate with inland operators internationally. In virtually all countries, inland operators, with the exception of rail operators in some countries, are relatively small.

The call from landside operators for attention from regulators is easy to understand but given all kinds of constraints of regulators, any solution based on a ruling of a competition authority is likely to be very imperfect. One key mechanism to secure attractive conditions and service levels to landside operators would seem to be including clauses on conditions and service levels in concession contracts. Nevertheless, this is far from standard practice among port management bodies.

For the latest news and analysis go to www.portstrategy.com/news101

THEECONOMIST BEN HACKETT

Ports struggle with congestions, carriers with lack of capacity and countries with more COVID-19. The Pressure is not letting up. Western Europe and the U.S. are self-congratulating themselves as the COVID-19 vaccination roll-outs gather pace and are preparing to remove most of the restrictions to normal life of the past 18 months. Meanwhile Australia, New Zealand and Singapore continue to barricade their islands against the virus onslaught. Yet the virus refuses to be defeated as new, more infectious variants appear. China is also facing serious problems as their ports in the Pearl River Delta are facing renewed outbreaks causing a port shutdown at Shenzen’s port of Yantian and carriers cancelling calls to other ports in the region. The pressures are causing a backlog of goods to be exported and congestion as some ships wait to see if they can enter the impacted ports. The bottleneck is the latest COVID-related disruption to hit supply chains, as

GLOBALISATION AND SUPPLY CHAIN REMAIN AT RISK

China exporters are scrambling to meet surging demand in the West. The unprecedented demand has put pressure on the supply chain as there are bottlenecks not only in Asia but in the European and American ports with ships waiting for docking space. Ports are struggling with labour shortages as are hauliers and inland freight depots. Carriers and terminal operators are talking about congestion delays continuing throughout the remainder of this year. Los

Angeles estimates that it will likely spread into 2022. The North America Global Port Tracker projects container imports, in 20-foot equivalent units, into major U.S. ports in May, at over 2.3 million which puts it on track for the busiest month in Global Port Tracker records dating to 2002. As one CEO of a major shipping line said following the rebound from the 2008 Great Recession: “Where did all that come from?” Trade wars aside, there is a growing trend for industrial

companies and importers of consumer goods to look to find near shore suppliers as the way around these problems. This puts increasing pressure on the tenants of globalisation where cheap labour is the end all and be all for the international trade of goods. This is especially true as ocean freight costs continue to increase at an unprecedented rate. Ports need to take this into account in their longer-term strategic planning.

THESTRATEGIST MIKE MUNDY

LIVESTOCK REFORMS MOOTED Anyone who has had the dubious pleasure of standing downwind of a livestock carrier in port will surely empathise with the growing calls for greater scrutiny and regulation of this trade. The smell generated immediately generates questions as to what life is like onboard for both crew and the animal cargo. The publication of a new report by the Animal Welfare Foundation (AWF) and recent events involving Spain and Turkey, however, provide a much greater incentive to consider reforms to the maritime transport of livestock. The AWF report focuses on 78 EU certified vessels and draws some damming conclusions, including: 5 The global average age for scrapping vessels is 30 years.

The vessels studied, however, already averaged 29 years when they were converted into EU-approved livestock carriers. 5 Fifty-five per cent of the vessels are registered under flags from risk and high risk countries as defined by the Paris Memorandum of Understanding on Port State Control (Paris MoU). 5 Fifty-three of the vessels have been detained on numerous occasions by Paris MoU port state control, with over two thirds of them classed by non-IACS class societies. The net conclusion drawn from these and allied findings, by a number of involved parties, is that the European Commission is not doing enough to regulate the call of such vessels at EU Ports. Typically, Reineke Hameleers,

For the latest news and analysis go to www.portstrategy.com/news101

CEO, Eurogroup for Animals, the pan-European advocacy organisation for animals, states: “This new study proves once again that live animal export is not a correct practice with regards to animals, humans and the environment. “The only solution,” he suggests, “is to revise the Transport Regulation to limit as much as possible the unnecessary suﬀering that live transport implies. With our ‘No Animal Left Behind’ campaign we’re calling on the Commission to forbid live export to third countries and intra-EU long distance journeys and to set species and category specific requirements for the remaining journeys” Adding further fuel to the fire of the case for reform is recent experience with the vessels Karim Allah and El Beik which left

the port of Cartagena, Spain in December within one day of each other bound for Turkey. The former had 895 cattle aboard and the latter nearly 1800 cows. On arrival, however, both vessels were not permitted to discharge their cargoes due to concerns over an outbreak of the insect borne bluetongue disease in the province of Huesca, Spain. The Karim Allah ended up back in Cartagena near the end of February and subsequent to this Spain’s Ministry of Agriculture determined all the cattle onboard should be slaughtered. The El Beik also returned to Cartagena in March where the same fate befell her much larger cargo. There certainly appear to be good grounds for reforms to be considered in conjunction with this controversial trade.

JULY/AUGUST 2021 | 13

EQUIPMENT NEWS

US: ELEPHANT IN THE ROOM RESURFACES The current contract between the International Longshore and Warehouse Union (ILWU) and the Pacific Maritime Association (PMA), representing the workers and employers, respectively, for container terminal activities on the West Coast of North America runs until July 1, 2022. However, there are already signs of potential tension ahead of the expiration of the deal, over a very familiar subject – terminal automation. Negotiations between workers and employers will begin ahead of the contract finishing, of course, but there are already concerns that the unions may want to push back on the subject of automation. There is recent history here too. In 2019, there was a dispute between APM Terminals and dock workers at the Port of Los Angeles when the ILWU opposed plans to install hybrid electrical equipment that would have recharged batteries used to power automated operations. More recently, April 2021, the ILWU supported plans not to allow “automated machinery from replacing longshore workers” at the new T5 development at the Port of Seattle, with the US state of Washington passing legislation banning the purchase of fully automated handling equipment. Then in May 2021, Total Terminals Inc (TTI) announced a desire to automate its 385-acre Pier T facility

BRIEFS EU Green Trucks

The European Union (EU) is oﬀering truckers an opportunity to reduce their operating costs, if they use vehicles that reduce carbon and air pollution. A new road tolling system, in place from April 2023, will see annual road toll costs, which can be as much as €25,000 (US$30,000) per annum, reduced by at least 50 per cent if the vehicles used are zeroemission or powered by either electric or hydrogen.

14 | JULY/AUGUST 2021

8 Terminal 5 Seattle – full automation is prohibited following legislation passed by the State of Washington, USA

at Long Beach, but the union immediately said the move will eliminate some dockworker jobs. These examples are despite the ILWU agreeing, as far back as 2008, to allow container terminals to introduce automation. More worryingly, it reaﬃrms the deep opposition between the employers and unions over the whole concept of automation on the US West Coast.

Employers naturally will be concerned that the ILWU workforce could start to place pressure on terminals by introducing operating slowdowns – at a time when Southern California struggles to recover from recent severe congestion and faces a constant battle to stop cargo shifting to the East Coast and both Vancouver (BC) and Prince Rupert.

It should be remembered that cargo operation delays have occurred during almost every negotiation going back over 20 years, including the 10-day shutdown of the ports in 2002 and a six-month period of disruption during 2014/2015. Due to the fear of negative impacts on networks and supply-chains, employers have often conceded to ILWU demands. Union members receive some of the highest wages and best benefits of any union workers in the USA, despite low production. According to industry analysts, Dataand, the West Coast ports are, on average, 30-35 per cent less productive than counterparts on the East and Gulf Coasts of the USA. This issue looks set to ramp up.

MHC GENERATION 6 FOR KONECRANES Konecranes, has launched its new, 6th generation mobile harbour crane. Generation 6 represents the first comprehensive revamp of Konecranes Gottwald’s mobile harbour crane portfolio in 15 years. The company confirms that it has worked closely with customers on a global basis to develop its new cranes and feels that the release date comes as growth in global bulk and general cargo handling markets is accelerating.

Flexibility is clearly part of what the company is seeking to achieve, reporting that the new units can eco-eﬃciently service any type of vessel and a wide range of diﬀerent cargoes, including containers, general cargo, project cargo and bulk commodities, across all geographic locations and on a quay or barge. Generation 6 units are designed for electrical power use, meaning there are no direct carbon emissions during use,

which can be supplemented with hybrid drives if required. In addition, Konecranes claims the durable design and construction will double the service life of each crane compared to previous versions, while more powerful lifting capacity and higher working speeds generate greater eﬃciencies and faster cargo turnaround times. In 2020, Konecranes group sales totalled €3.2 billion. It has around 16,600 employees.

Northport Invests

BEST Boosted

Mailiao Service Deal

Northport in New Zealand is investing US$6.2 million in new equipment to support container traffic growth. Operator of the facility, Northport Ltd, is purchasing two new reach stacker handling units, plus a new dock-truck and MAFI trailer. A simulator module to train staff with new equipment is also being added. Northport Ltd is expecting to see a 15 per cent year-onyear increase in container traffic throughput for the financial year ending June 30, 2021.

The Hutchison Ports BEST terminal in Barcelona, Spain has commissioned two new gantry cranes and two new shuttle carriers, which arrived at the terminal at the beginning of May. With this new equipment, BEST now has a total of 13 quay cranes capable of operating the world’s largest container ships of more than 23,000TEU capacity and can operate up to three vessels of this size simultaneously.

Bruks Siwertell has secured a new service contract that will see it deliver original equipment manufacturer (OEM) parts and expertise to a long-serving ship unloader at the 4200 MW Mailiao power plant; the third largest operating in Taiwan. Six large Siwertell unloaders are on-site handling salt and coal at a rated capacity of 2000 tonnes per hour, discharging vessels up to 180,000 dwt. The project is due for completion in 2022.

For the latest news and analysis go to www.portstrategy.com/news101

EQUIPMENT NEWS The Sudanese Ministry of Transport, on behalf of the Sea Ports Corporation of Sudan (SPC), has commissioned HPC Hamburg Port Consulting to help improve terminal operations at the South Port Container Terminal (SPCT) in Port Sudan. The primary objective for Sudan’s only international container terminal is to upgrade its performance and increase overall competitiveness in the region. Noted targets from the project include a significant reduction of vessel waiting times and higher productivity of cargo handling equipment and terminal operations, while increasing equipment availability. H.E. Mergani Musa Hamad, Minister of Transport, Sudan, explained the thinking behind the process in more detail. “For our country, SPCT is the gateway for international trade and a major employer for the region of Port Sudan. We, therefore, strive for a modern, effective container terminal that will be a growth engine for the city and our entire country. We want to do this in a transparent, collaborative manner and with Kalmar is introducing a new range of rubber-tyred gantries (RTG). There are five new models with each one comprising a stronger, lighter and simple module design armed with intelligent features as the company targets new eco-efficient solutions for container handling. The range consists of the Kalmar AutoRTG, the Kalmar Zero Emission RTG, the Kalmar Hybrid RTG, the Kalmar SmartPower RTG and the Kalmar Classic RTG. All units are reported to be powered with highly efficient powertrains. An interesting option is the Kalmar AutoRTG. This is powered by the Kalmar One Automation System, which basically means that a terminal can look to automate its operation at a pace that suits them. Operators have greater flexibility to choose the level of automation that best suits their business but based on predefined AutoRTG blueprints for streamlined application of the equipment. All new models are fully automation-ready. In addition,

PORT SUDAN TARGETING IMPROVEMENTS

the support of internationally recognised port experts.” HPC has confirmed that it plans to create greater efficiency of operational and administration processes to speed up ship handling processes, while helping introduce a planned maintenance system and efficient repair services to ensure higher equipment productivity and reduce operational costs. Besides higher terminal efficiency, the envisaged programme emphasises comprehensive

8 The Government of Sudan is hopeful HPC can upgrade performance at South Port Container Terminal

training in health, safety, security and the environment. Measuring the success of this programme promises to be interesting with Sudanese port workers having a reputation for resisting change as witnessed recently in conjunction with the failed privatisation of the container terminal. Port workers were the force behind halting the implementation of privatisation.

NEW KALMAR RTG RANGE Kalmar is able to customise the size of the units according to specific customer specifications up to 10+1 wide, which ensures maximised stacking eﬃciency. Marko Rasinen, Product Manager, Kalmar, explained further. “The new generation of RTGs is a major update on our proven and highly popular RTG platform. We’ve implemented hundreds of improvements using the latest technologies based on

feedback from our customers. Virtually every system has been improved in one way or another, bringing a vast range of benefits across the board and establishing a new standard for the category.” Additionally, all new-generation RTGs are connected to the Kalmar Cloud, which makes it possible to monitor the cranes away from the terminal and benefit from remote support from the Kalmar service team.

8 The Port of Kiel is reducing emissions from visiting cruise ships through use of the ShoreCONNECT mobile carrier system which connects electrical power to vessels at port, eliminating the need to use diesel

For the latest news and analysis go to www.portstrategy.com/news101

BRIEFS Liebherr for Veemnatie

Liebherr has delivered the largest crane from its portfolio of mobile harbour cranes to Veemnatie’s new, r ecently developed, dry bulk terminal at the Port of Antwerp. The LHM 800 is the first Liebherr mobile harbour crane of this size in the Benelux region. It has a 64m boom to maximise reach for bulk operations. The new facility has an initial capacity of 300,000 tonnes per annum, although further expansion is anticipated.

Cavotec Award

Pilbara Ports Authority has selected Cavotec to extend the lifetime of its mooring system. The major service contract awarded in Western Australia is to maintain and upgrade the MoorMaster system over the next four years. The modular design of MoorMaster allows the authority to continue using the system as one unit at a time is serviced. The system eliminates the need for conventional mooring lines by replacing them with automated vacuum pads that moor and release vessels.

Port-La Nouvelle Fenders

ShibataFenderTeam has designed and delivered a fender solution for the new berth at Port-La Nouvelle in France. A total of 17 sets of SPC 900 Cone Fender Systems, with a closed steel panel design measuring 2300mm x 3450mm were put in place, supported by 18 T Head Bollards with a capacity of 100 tonnes each. The 230-hectare port specialises in liquid and bulk cargo handling and storage activities.

JULY/AUGUST 2021 | 15

THEENVIRONMENTALIST CHARLES HAINE

With the G7 having finished building sandcastles in Cornwall, UK and the world jetting into Glasgow for COP26 on the November horizon, the media is awash with talk of climate change and the incredible challenge ahead. If we are to make headway, much of the parlance you’re going to hear is going to be linked to sciencebased targets (SBT). In March 2021, the SBT initiative (SBTi) launched a draft guidance document for the maritime transport sector1. There’s a tool in play to help shipping companies set a SBT for reducing GHG emissions with the guidance outlining the rules – all in alignment with the UNFCCC 2016 Paris Agreement. This means limiting the increase in temperature to well below 2°C and pursuing eﬀorts to keep it within 1.5⁰C of preindustrial levels. It’s some ask for a sector that is so diverse, complex and hard to measure, let alone abate. The Energy Transitions Commission noted that shipping is the most diﬃcult transport mode to decarbonise because of the high CAPEX costs per tonne of CO2 requiring elimination and unpredictable asset lifespans. There are a few stand out points from the guidance. The tool usefully breaks down carbon intensity targets by vessel type sand size, mirroring the Fourth IMO GHG Study (Faber et al., 2020). Imagine the emissions (per tonne nautical mile) from a fully loaded 5000DWT chemical tanker compared to say, a packed 20,000TEU Ultra Large Container Vessel. You’ll need to have to

SMARTER SCIENCE-BASED EMISSION TARGETS

hand base year emissions, and base and target year ‘activity’ data - no more than 15-years ahead - to generate meaningful targets that SBTi can validate. Critically – and this is a departure from the IMO – the guidance requires well-to-wake (WTW) emissions, i.e., those generated in the fuel’s production and distribution/transport to the point of use, in addition to tank-to-wake (TTW), i.e., emissions generated from its combustion. Current IMO guidance includes only TTW. Handily, the tool has separate sections for vessel owners and operators (i.e., those setting targets for the vessels), and for shippers and logistics service providers (LSPs) – those that contract shipping services who

‘‘

can then set reduction targets for their supply chain. Cruise and passenger ferries are also covered by the use of a gross tonnage nautical mile metric. Mixed cargoes are catered for too, and can be factored in. It’s all getting much smarter and more granular. In order to become approved, targets have to be phrased correctly, communicated and updated if there are material changes (e.g., acquisitions and divestitures), which happens often in our dynamic maritime world. NO CHOICE The sector, like all others, has no choice but to decarbonise within 29 years, despite the naysayers and sceptics. Researchers are saying the sector might be able

Shipping is the most diﬃcult transport mode to decarbonise

8 Rotterdam is one of a growing number of ports looking into becoming an e-fuels hub

to stay within the 1.5⁰C target if all the short-term measures (e.g., slow-steaming, propeller design, hull friction enhancements) come together in some kind of marginal gains benefit alongside the uptake of alternative fuels. That’s where ports will have to pay attention to market demand (and financing arrangements) to provide hydrogen, methanol or other e-fuels as well as renewables in that currently unknown onshore mix. Robust regulation is touted by stakeholders as the incentive to drive towards net zero but sector-specific tools like this one are equally as important for us to be able to measure and manage and thus anchor decision-making on targets and step-change improvements, in real data.

Developed on behalf of SBTi by WWF, the Smart Freight Centre and University Maritime Advisory Services (UMAS).

For the latest news and analysis go to www.portstrategy.com/news101

JULY/AUGUST 2021 | 17

DRC: PORT DEVELOPMENT STRATEGY

BANANA CASE STUDY Do the scale economies of shipping freight costs offset high inland charges? A J Keyes examines the interesting case of the Banana port project in the DRC One of the often challenging questions considered in assessing the viability of new port projects is will the scale economies offered via larger vessels calling at a deepwater port offset higher inland charges? In practical terms, this often means will the construction of a new port closer to the sea, compared to an estuary or river port, but further away from the main market served be able to deliver real and meaningful economies of direct benefit to cargo owners? There are also satellite issues that impact this question – for example, is the new port development site a greenfield site where the cost of development will be higher or is the proposed location one subject to coastal erosion and the effect of ocean dynamics (height of swells, speed of breaking waves, tides storms and so on). With these sort of factors in play, they inevitably bump up total development cost. These fundamental questions invariably become much more important in a developing country situation where due to limited financial resources there is less support available from the public sector to resolve some of the wider port development issues right through from establishing efficient road and rail infrastructure to essential sea defences. For a private developer, the bottom line is that it will, almost always, entail more cost. THE CASE OF BANANA The case of the new port project proposed for the Democratic Republic of the Congo at Banana, located close to the mouth of the Congo River, is an interesting one to consider in the light of the above factors. Terminal operator DP World announced in early May this year that it is set to commence work on the deep-sea port development here secured under a revised concession agreement with the current ‘Sacred Union of the Nation’ government led by President Felix Tshisekedi. The original concession was established in 2018 in conjunction with the previous government led by ex-President Joseph Kabila. The key question is, will the freight rates offered by the larger vessel calls at Banana compensate for the lower inland transport charges available from the river port of Matadi, which is located much closer to the main market of the capital city of Kinshasa? Table 1, showing built-up delivery costs for a 40ft container from Shanghai via Matadi and Banana provides a clear answer – they will not. While the ocean freight to Banana is cheaper to the tune of US$825.00 the inland transport cost from Banana is US$2400.00 more expensive wiping out the ocean freight advantage.

Corridors

Distance (Km)

Costs (40’)

Pointe Noire to Brazzaville

573

US$

1 927,00

Banana - Kinshasa

565

US$

4 500,00

Matadi - Kinshasa

343

US$

2 100,00

Banana - Matadi

218

US$

2 500,00

Table 2 provides a further comparative perspective of the inland distances involved and associated costs and again highlights Matadi as the most cost-eﬀective gateway – where it should also be noted there is recently established modern container handling facility in operation. Pointe Noire is the location of a deep-water container terminal in The Congo which could potentially serve Kinshasa. Road and rail services run from Pointe Noire to Brazzaville, capital of The Congo, which is located on the northern banks of the Congo River directly opposite Kinshasa. While, however, there has been much talk of building a bridge across the river the idea still remains firmly on the drawing board. This route would also of course be subject to border crossing formalities and hitherto undefined costs.

8 Table 2: Inland Transport Corridors – Ports to Main Market of Kinshasa

WIDER ISSUES On the topic of overall development cost, Banana also raises some interesting questions – the DPW project has a first phase development cost of US$350 million rising to US$1 billion over a proposed four phases. Other informed sources, however, cite an overall development cost for Banana as high as US$2 billion. There will be extensive interfacing road development costs – the road from Banana to Boma en route to Matadi is presently just a gravel road and requires extensive bridge construction. A rail link is only possible with new track construction to connect with the existing rail system at Matadi and the DRC coastal zone is problematic suﬀering heavy coastal erosion with a sea level that can rise by as much as two metres. From a competitive standpoint, dredging of the Congo River to provide access for WAF-Max vessels can be achieved at an estimated cost of US$50 million and for transshipment traﬃc the nearby Bollore Pointe Noire facility already has a strong foothold in this sector. Last but not least, there is the issue of the size of the container market – the DRC is one of the poorest countries in Africa and as such in the near to medium term the prospects for container growth complementing the installed capacity for a deep-water terminal appear limited.

Shanghai via Matadi

40’

Shanghai via Banana

40’

Ocean Freight

8,100

Ocean Freight

7,275

Local charges (Destination)

696

Local charges (Destination)

696

Yard handling (Vat and RLT Incl) & storage

2,402

Yard handling (Vat and RLT Incl) & storage

2,402

Transportation(Matadi to Kinshasa)

2,100

Transportation(Banana to Kinshasa)

4,500

Total

13,29

Total

14,873

For the latest news and analysis go to www.portstrategy.com/news101

8 Table 1: Built-up Delivery Costs (US$) for a 40ft container, China to Kinshasa via the existing port of Matadi and proposed port of Banana

JULY/AUGUST 2021 | 19

Piraeus2021

GREENPORT Cruise Congress &

Hosted by:

Conference Programme Advancing the Green Deal Through Collaboration Sponsored by:

GOLD SPONSOR

The world’s leading conference on environmental Ports’ aspects comes to Piraeus, Greece. Join us for two days of conference presentations and learn from the foremost experts in environmental technologies.

visit: greenport.com/congress contact: +44 1329 825335 email: congress@greenport.com

#GPCongress

SILVER SPONSOR

Supported by:

Media Partners:

GREENPORT

BALANCING ENVIRONMENTAL CHALLENGES WITH ECONOMIC DEMANDS

Book Online at greenport.com/congress or fax form to +44 1329 550192

DAY ONE - Wednesday 20th October 2021 0800 Coﬀee and registration 08:30 Opening by Chairman/Moderator 08:35 Welcome Address by Port of Piraeus, Minister of Shipping and Mayor of Piraeus 09:15 Gold Sponsor Address - Cavotec

Keynote addresses 09:20 The green agenda of European ports Isabelle Ryckbost, Secretary General - European Sea Ports Organisation 09:35 Decarbonisation begins at berth: the roles and opportunities of ports and carriers Roger Strevens, VP, Global Sustainability - Wallenius Wilhelmsen 09:50 The cruise industry’s uptake of LNG and the future of it Linden Coppell, Director of Sustainability, MSC Cruises 10:05 Q&A with presenters and special guests 10:25 Coﬀee & Networking

Session 1 – Greening of Ports and Shipping including alternative fuel projects 10:55 Environmental sustainability in ports: strategies and practices at Piraeus Port Chrysanthi Kontogiorgi, Head of Environmental Sector, Port Security and Environmental Protection dpt, Piraeus Port Authority 11:10 The energy transition strategy of Port of Aveiro towards the European Green Deal Maria Manuel Cruz, Port of Aveiro Environmental Manager 11:25 Ammonia as an alternative fuel Mr Malte A. Siegert, Chairman - NABU 11:40 The role of ports in the hydrogen supply chain Lars Greiner, Associate Partner Responsible for MEA Region, HPC Hamburg Port Consulting GmbH 11:55 Q&A 12:15 Lunch & Networking

For further information please call +44 1329 825335 or email congress@greenport.com

For further information please call +44 1329 825335 or email congress@greenport.com Session 2 – Cruise Stream

Congress Stream

A sustainable future – developments in Green Cruise Terminal Projects

Sustainable development - local and global initiative for common advantage