1. news
WorldCargoMAY 2013
NEWS
Freeport’s hybrid straddles 2
Special mobiles for Napier 4
ZPMC going direct 7
Delay for Lekki 10
Turf dispute in Táranto 11
Queensland ports for sale 13
LoadPlate in Raahe 14
Djibouti master plan 18
ICT FOCUS
Symeo collision avoidance 27
WiMESH in Le Havre 29
Janus Gate in Antwerp 33
Malta takes Telematics 34
SPARCS N4 for Auckland 35
IDENTEC reefer monitoring 36
PORT DEVELOPMENT
Holland/Belgium survey 39
Black Sea/Turkey report 45
Singapore’s prize award 49
Singapore in pole position? 50
Brazil congestion worsens 51
Rijeka gears up 52
Wilhelmshaven pressure 55
Global stevedores review 59
INTERMODAL
Calais as UK railhead 63
Hupac stresses P400 65
CARGO HANDLING
Playing the power game 67
Braking cranes on the run 71
New crane brakes 72
3D technology from Lase 73
Orlaco in Antwerp 74
Step up to the next tier 77
A way back in for crossply? 79
Container weighing options 81
INSURANCE
Losses and leviathans 82
New container cover 83
West African piracy 83
IN THIS ISSUE
Netherlands-based engineering
and consultancy Group Royal
HaskoningDHV (RHDHV) has
been appointed lead consultant for
the construction of an ambitious
expansion project, estimated at
US$2.47B,forTanjung Priok (Ja-
karta), Indonesia’s leading port.
Dubbed North Kalibaru Termi-
nal Development Project,the new
400-ha, man-made island is sched-
uled to accommodate 13M TEU
of container handling capacity, a
liquid bulk berth and tank farm.
RHDHV was awarded the su-
pervision contract by state-owned
Indonesian Port Corporation II
(Pelindo II), which is the sole
project developer.On completion
in 2023,North Kalibaru will have
increased Tanjung Priok’s con-
tainer capacity by more than
threefold.The port handled 6.1M
TEU in 2012 and the forecast for
this year is around the 7M TEU
mark, although nominal installed
capacity today is“only”5MTEU.
The project is a key part of the
national “Master Plan for the Ac-
celeration and Expansion of In-
donesian Economic Develop-
ment.”Indonesia’s president Susilo
Bambang Yudhoyono broke
ground on the project in March
and the first parcel of the first
phase is scheduled to come on
stream during 2014.The construc-
tion, financing and operation ten-
der for this 1.5MTEU/year con-
cession was won in March by Ja-
pan’s Mitsui & Co Ltd,outbidding
APMT and ICTSI. Pelindo II
plans to open tenders for the sec-
ond and third 1.5M TEU termi-
nals this November. The 4.5M
TEU/year first phase is planned
for completion in 2018.
RHDHV will supervise ma-
jor construction works,including
land reclamation, construction of
breakwaters,quay walls and shore
protection and reinforcement,plus
the bridge linking Kalibaru with
the mainland. The Dutch group
will also take charge of finishing
the first container terminal’s on-
shore infrastructure to allow
Mitsui to move in quickly.
The Mitsui terminal has to be
operational before the land to be
reclaimed stabilises naturally, said
Herman Pals, RHDHV’s project
director in Jakarta.The seabed is
of poor quality, so it would take
time for the landfill to be perma-
nently settled to allow infrastruc-
Tanjung Priok super port
PrototypeVDL hybrid driveAGV at
ECT,Rotterdam.The production run
machines will be fitted with a 150
kW EuroV road truck engine
The Port ofTilbury,part of Forth
Ports plc, has awarded a contract
for two panamax Paceco Portainer
cranes to Paceco España SA.The
40t SWL cranes will operate at the
short sea terminal and will bring
the number of Paceco Portainers
at Tilbury to 10, of which six are
from Paceco España.
This includes four post-
panamax cranes - two built in 2001
and two in 2004.The new 13-wide
Portainers are expected to be in op-
eration inApril/ May 2014.
The picture (right) shows a
similar Portainer supplied last year
to IMT in Antwerp. This crane,
Paceco España’s most recent de-
livery outside the Iberian penin-
sula,is also panamax,but is slightly
bigger than the cranes forTilbury.
Forth Ports has also taken de-
livery of 14 new 4-high,50t SWL
diesel-electric drive Kalmar strad-
dle carriers in Tilbury. As previ-
ously reported, these model ESC
450W straddle carriers are
equipped with Kalmar’s standard
W-type front cabin and they in-
terface directly with theTOS.The
investment cost is supported by an
EU Marco Polo short sea “Mo-
torways of the Sea”grant awarded
jointly to the ports ofTilbury and
Bilbao in an amount of €7.299M
(£5.75M).
The machines were fabricated
at Cargotec’s MAUT assembly
plant in Poland and shipped to
Tilbury in erect mode.Forth Ports’
ECT opts for truck engine AGV
Paceco books Tilbury
TheTilbury Portainers will be similar,
albeit slightly smaller, to the one
supplied to IMT Antwerp last year
Eyes on the prize!This is a screen shot from the US$1M winning entry,
announced during Singapore MaritimeWeek inApril,in MPA Singapore’s
and Singapore Maritime Institute’s “Next Generation Container Port
Challenge.”There is a full report on page 49
ture construction without the risk
of subsidence.To overcome this,
the initial container terminal will
be built with a suspended deck,
with the piles reaching down to
firm ground.The rest of Kalibaru
Island will be built in the tradi-
tional land reclamation way,allow-
ing for settlement on landfill.
Soil dredged for the new basin
and the access channel will be the
main feedstock for the landfill.At
peak around 50 consultants and
supervisors will be on site,of which
around 20 will be RHDHV staff
and the remainder consultants/su-
pervisors from local sub-consultants
PT Atrya Swascipta Rekayasa.
Down the track, the award of
the first construction, manage-
ment and operating concession to
Mitsui may create opportunities
for Mitsui Zosen to provide Paceco
cranes, while the engineering and
port operations know-how of
Portek may also be tapped.
As previously reported, last year
ECT Rotterdam placed an order
with Dutch firmVDL for 22 hy-
brid AGVs, following acceptance
of the prototype machine earlier
in the year.The first two produc-
tion run AGVs will be delivered
this October and, following their
extensive operational testing, the
third will be delivered in January
2014.AnAGV will then be deliv-
ered every seven working days
until delivery is completed in July.
The order from ECT included
options for a further 62 AGVs.
Seven companies within the
VDL Group worked on the de-
sign and development of the hy-
brid AGV. Siemens was the part-
ner for the hybrid power manage-
ment (using a similar concept to
its ECO-RTG hybrid drive) and
FROG was the partner for the
navigation and steering.
In line with VDL’s drive to-
wards optimisation, ECT has
opted to fit the production series
with a 150 kW EuroV road truck
engine, similar to the engine fit-
ted toVDL passenger buses,rather
than the 257 kW Stage IIIb en-
gine fitted to the prototype AGV.
This means that diesel fuel
consumption will be lower than
the value of 4.8 litres/hour quoted
byVDL for the prototype, but by
the same token the demands
placed on the ultracaps (recharged
automatically during travel) to
generate extra power when nec-
essary, particularly when starting
up long travel,have become more
important. In the prototype the
engine running hours are quoted
as 55% of operational hours and
the ultracap as 45%.
The prototype hybrid AGV
already uses significantly less die-
sel fuel than ECT’s first genera-
tion of diesel-hydraulicAGVs and
less fuel than the later,more fuel-
efficient diesel-electric AGVs.
The extra fuel savings with the
150 kW engine and the ratio of
the running hours of the engine
and energy store cannot yet be
stated, says VDL, as long-term
measurements are ongoing.How-
ever, AGV performance is unaf-
fected by fitting the smaller en-
gine,and top speed of 6 m/sec and
acceleration of 0.5 m/sec2
are
unchanged. The smaller engine
saves around 1t in tare weight and
servicing is easier as there is more
space to access filters, belts, etc.
The 150 kW engine is less ex-
pensive to buy and as the 275 kW
engine never really gets to its op-
erational rpm in this application,
there can be soot build-up,affect-
ing cylinders and pistons.The 150
kW engine runs at normal opera-
tional rpm,so exhaust temperatures
are higher and emissions are fewer.
investment programme for the
new cranes, straddle carriers and
new IT systems at Tilbury Lon-
don ContainerTerminal comes to
around £20M in total.
British transport minister
Stephen Hammond, MP has“cut
the turf”to mark the start of con-
struction of the 70-acre London
Distribution Park (LDP) at
Tilbury. As previously reported,
LDP is a joint venture of Forth
Ports and Roxhill Developments
and is aimed at fostering
portcentric logistics activities. It
will offer almost 1M ft2
of new
distribution facilities, in modules
of 50,000 ft2
upwards..
01_WCN_May_2013.indd 1 11/06/2013 16:04:59

2. May 20132
CARGO HANDLING NEWS
Four Konecranes superpost-
Panamax STS cranes have been
shipped semi-erect on board a
DockWise teal class ship to the
Port of Savannah, operated by the
Georgia Ports Authority (GPA).
The 65 LT SWL (twin 20 mode)-
61m outreach (22-wide deck
coverage) cranes are part of an
order that Konecranes received
in 2011. In addition to the four
STS cranes, the order included
20 Konecranes RTGs that have
already been delivered to the cus-
tomer.
The design of the STS cranes
is identical to the STS cranes
that Konecranes delivered to the
GPA a few years ago. According
to Konecranes, these have turned
out to be among the most pro-
ductive cranes in the US.The Port
of Savannah currently operates
116 Konecranes RTGs and 23
Konecranes STS cranes.
Separately, Konecranes has re-
ported a recent order for four
more RTGs from an existing
customer in Valencia, TCV Ste-
vedoring Company SA, which is
part of Grup TCB. This will be
Konecranes’ fifth RTG delivery
to TCV and will bring its RTG
complement to 23 machines.
“Our cooperation with TCV
started in 2004 when the first
Konecranes RTGs were ordered
and delivered,” said Kim Salvén,
Konecranes’sales director,Europe.
Delivery will take place in the
fourth quarter of 2013.
The 16-wheel RTGs are
equipped with Konecranes’ Ac-
tive Load Control technology,
diesel fuel saver technology, auto-
steering and crane management
system.They have an SWL of 50t
and stack 1over 5 high and 6 +
1 wide.
At the time of writing, anoth-
er five Konecranes 16-wheeler,
40t SWL, 7 + 1/1 over 5 RTGs
are being erected at the Merid-
ian Port Services (MPS) con-
tainer terminal in Tema, Ghana.
This follows the delivery of four
fully-erect Konecranes RTGs to
MPS Tema in March this year.
All nine machines are equipped
with Konecranes “Smarter Cab-
in,” autosteering and Diesel Fuel
Saver. The container positioning
systems are connected to theTOS
and the RTGs are also equipped
with remote access technol-
ogy for ready remote diagnosis by
Konecranes’ engineers.
As previously reported,the Port
of Houston Authority (PHA) re-
cently placed an order worth al-
most US$50M with Konecranes
for four STS cranes for Barbours
Cut Container Terminal. In addi-
tion, PHA has varied upwards a
separate order with Konecranes
for eight RTGs for its Bayport
Terminal to 13 machines, adding
US$5.9M to the contract value.
Germany’s Römer Fördertechnik
GmbH has launched a new rope
rocker device to provide protec-
tion against a falling load in the
case of a wire rope failure. The
rope rocker is designed for hoists
with a minimum of two load
bearing ropes.In the case of a fail-
ure of one rope,“the second rope
must bear the entire load while
being stressed by a load shifting
pulse” said Römer.
The rope rocker acts to reduce
the effect of the load being sud-
denly shifted to one rope.“Rope
rocker dampers will be mounted
parallel to both ropes,” stated the
company. “These dampers are
linked with the rope sweep and the
supporting structure by joints.The
integrated automatic switching
valve guarantees fast apply times
and very low reset forces during
normal operation.In case of a rope
failure the rope rocker dampers
damp immediately so that a free-
fall of the load can be avoided.”
Hybrid straddles for Freeport
Terex Port Solutions (TPS) has
reported a recent order for 10
Terex NSC 634 E ECO hybrid
straddle carriers from Freep-
ort Container Port (FCP), the
Hutchison Port Holdings affiliate
in the Bahamas, with an option
to purchase an additional 12 ma-
chines.The first machines, which
have a top unladen travel speed of
30 kph, stack 1 over 2 and have
an SWL of 60t under twin 20,
are slated for delivery during May.
This is believed to be the big-
gest single order for Noell hybrid
drive straddle carriers, following
earlier deliveries to customers in
Germany and in Antwerp. The
drive comprises a diesel-powered
generator and an array of ultraca-
pacitors, which provide transient
storage and recycling of energy re-
covered during braking and low-
ering. This results in significantly
reduced fuel consumption and ex-
haust emissions compared to a tra-
ditional drive system. Load surges
on the primary energy source,the
diesel-generator set, are lower, al-
lowing it to run in a smoother,
energy-efficient manner.
According to TPS, opera-
tors are reporting up to 20% less
fuel consumed (and hence lower
emissions) with Terex straddle
carriers fitted with hybrid drives
compared to Terex’s conventional
diesel-electric drives, depending
on terminal and operating condi-
tions.They also reported reduced
noise emissions.
“For some years, our hybrid
straddle carriers have proven their
worth in everyday cargo han-
dling,” stated Guido Luini, man-
aging director of TPS, Würzburg
factory.“The fact that we have re-
ceived this order from Freeport for
a fleet of machines equipped with
this technology is confirmation of
the acceptance for it and, at the
same time,of our leading position
in this segment of the market.”
Freeport is an existing custom-
er for Noell straddle carriers,with
a fleet of 25 diesel-hydraulic NSC
644 H machines, so it is mak-
ing a fuel-saving “jump” by opt-
ing for hybrids, as diesel-electric
drives are more fuel-efficient than
diesel-hydraulic drives in straddle
carrier applications.
According to TPS, as FCP
gradually expands its operations,
it is placing particular empha-
sis on the cost-effectiveness and
environmentally compatible op-
eration of the handling machines
used. In view of this approach, it
was, said Luini, logical that the
customer ordered Terex straddle
carriers with hybrid drives.
Noell hybrid straddle carriers in Free-
port, Bahamas
Portek to lease new cranes
New rope rocker damper
En route to Savannah
Konecranes STS cranes being shipped by DockWise to Savannah
Singapore-based Portek Group,
part of Mitsui & Co, is preparing
to step up its activities in the crane
leasing market by offering long
term lease arrangements for new
STS and RTG cranes. Portek has
long offered leases on used, refur-
bished cranes, but it is now look-
ing to broaden its leasing activity
to include new STS and yard crane
fleets large enough to operate a
terminal handling over 1M TEU.
Leasing new equipment has
been done before, but Portek
CEO Takao Omori said most at-
tempts by leasing companies have
failed because leasing new cranes
will not work as a purely financial
arrangement. Leasing companies
have the commercial strength to
buy new cranes, but they have no
expertise in crane operating and
maintenance, no way to protect
the asset and are not able to guar-
antee equipment availability.
Portek’s executive director
and CEO of Portek Systems &
Equipment, Tok Soon Chong,
believes leasing a large fleet of
brand new cranes can be a viable
option if the lease terms combine
financial and engineering/opera-
tional conditions.What terminals
want, he said, is guaranteed crane
uptime over an extended pe-
riod, up to 20 years. Removing
the uncertainty over the cost of
this is a very attractive proposi-
tion as it takes some of the risk
out of concession arrangements.
Now that it is owned by Mit-
sui & Co, Portek has the financial
backing to finance big crane or-
ders. It is working on an arrange-
ment for up to seven STS cranes
and a commensurate number of
RTGs. Portek would design and
specify the cranes,supervise fabri-
cation and installation,and service
them for 20 years.
Having control of the crane
design,specification and construc-
tion enables Portek to lease new
equipment with confidence it can
manage the life cycle costs and
guarantee availability. Portek has
experience specifying and super-
vising crane fabrication and it has
a lease fleet of around 10 cranes in
service at any time,all of which are
used cranes on shorter duration
leases.Italsohasseveralcranemain-
tenance contracts in Indonesia.
Leasing STS cranes with
guaranteed uptime begs the
question whether Portek might
supply labour to operate the
cranes as well. Omori said Portek
is not looking, at least initially, at
this type of arrangement but it
could be possible at some stage.
Contracting a certain level of pro-
ductivity, however, is likely to be
too problematic as crane produc-
tivity depends on more than just
the cranes and their operators.
Schematic of new rope rocker
TUKAN K
2,400 TONNES PER HOUR WITH ADVANCED ENERGY
RECUPERATION AND BOOM EQUALIZER SAVING UP TO 70 % -
COMPAREDTO MOBILE HARBOUR CRANES (MHC)
ARDELT
XL EFFICIENCY
ARDELT IS A MEMBER OF KRANUNION. (ENERGY CONSUMPTION)
TUKAN MHC
Anzeige_124x175_Ardelt_neu3_06_WorldCargoNews 22.05.13 08:29 Seite 1
02_WCN_May_2013.indd 1 14/06/2013 03:06:33

3. May 2013 3
CARGO HANDLING NEWS
Kalmar refurbishment deals
Kalmar, part of Cargotec, has completed
the heightening of six quay cranes at
MSC Home Terminal. The project in-
volved increasing the hoisting height of
all the Kalmar quay cranes by 4m from
38m to 42m above quay level.All modi-
fications were completed within a 12
month time frame Work initially started
in April 2012.The first crane was recom-
missioned in September and the sixth
crane was recommissioned in March.The
cranes were jacked up by Kalmar’s special-
ist crane services team and leg extensions
were added just below the gross gird-
ers. In order to maintain stiffness, the sill
beam was strengthened and bracers were
installed on the waterside portal frame.
The project included extension of the
personnel lift and staircase,partial renewal
of the electrical wiring and software
modifications. Essential maintenance
work to the cranes was also undertak-
en to minimise production downtime.
Disturbance to quayside operations was
minimised as the cranes were transported
by self-propelled modular transporters
(SPMT) to a designated construction
site.Once modified,the cranes were then
transported back to the original position
on the quay.The cranes are more than 10
years old and were among the first orders
placed (by the then Hessenatie) with Ka-
lmar after it acquired Nelcon in 2001.
Kalmar has also announced that it has
acquired total ownership of the Spanish
crane refurbishment and maintenance
service company Mareiport SA. Kalmar
has owned 30% of Algeciras-based Ma-
reiport since 2007 and this takeover is
described as a strategic step for the com-
pany to become a major global crane
refurbishment and services provider.
Mareiport, which was privately-
owned, has provided maintenance serv-
ices for ports and terminals and refurbish-
ment and heightening services for a large
variety of different cranes, including quay
cranes, RTGs, bulk cranes and large ship-
yard cranes especially in the Mediterrane-
an area. Last year its sales came to around
€20M. It employs some 250 people.
“There are around 5000 quay cranes
in operation globally,” said Olli Isotalo,
president of Kalmar.“Most of them have
been in operation over 10 years and are
in need of refurbishments and upgrades.
At the same time, our customers are
looking for modifications and upgrades
to their existing quay cranes to handle
ever larger vessels.”
Kalmar has also announced an order
from Terminales Rio de la Plata (TRP)
in Buenos Aires, Argentina, for the ex-
tension of the booms on two STS con-
tainer cranes supplied by ZPMC. It is
not clear whether this award is in any
way connected to the Mareiport devel-
opments.TRP is part of DP World.
To handle the larger container vessels
cascading into north-south trades TRP
needs longer cranes and in this award
the outreach of the cranes will be ex-
tended from 45m to 51m. Kalmar’s team
has started work on detailed engineering
plans so that the ZPMC cranes can be
recommissioned before the end of 2013.
“Boom extension is one of our focus
products and we are working with many
enquiries globally,” said Marcelo Massa,
managing director of Kalmar Argentina.
� Kalmar has won an order worth
around €10M for 25 DRF450 reach
stackers from the Algerian port procure-
ment company, Groupement D’Intérêt
Commun des Entreprises Portuaires
(GICEP). Delivery is scheduled over the
next six months to five of the most im-
portant ports in Algeria:Annaba, Skikda,
Algiers, Mostagannem and Ghazaouet.
� Port Otago in New Zealand has or-
dered two Kalmar ESC 450W straddle
carriers along with the Smartfleet main-
tenance support system.
Crane lift height has been raised by 4m to
42m at MSC HomeTerminal,Antwerp
Italgru has delivered a model IHC 2120
mobile harbour crane to Mormugao Port
Trust in Goa. Supplied in 4-rope con-
figuration to handle bulk as well as gen-
eral cargo and containers, the crane has
a maximum SWL (hook load) of 120t
and outreach is 11m -51m.The crane was
assembled and erected and fully tested
in Porto Marghera (Venice) and shipped
fully-erect from there for customer test-
ing and final commissioning. A second,
similar crane remains under option.
Still in the Indian market, Cochin Port
Trust has an option for a second Italgru
IHC 850 mobile harbour crane.The first
crane, supplied in 4-rope configuration
and with a 12 m3
mechanical grab, is also
equipped with a cable reeling system, so
the customer can plug it into the mains
and run it fully electrically when required.
Crane outreach is between 9m and 36m
and SWL under hook at 18m is 40t.
Elsewhere,CCI de Rochefort in south
west France (River Charente) is testing its
first IHI 850 (two on order).Three IHC
2120S cranes for TCDD in the Port of
Izmir are presently under construction.
These cranes are similar to the IHC 2120s
previously supplied to IFA in Ravenna,
but have a specially reinforced load curve.
It’s a Goa
for Italgru
IHC 2120 in container mode in Mormugao
TRAILER DESIGN and MANUFACTURE
ROLLTRAILERS
GOOSENECKS
DRAWBARTRAILERS
CHASSIS
LIFTTRAILERS
CASSETTES
SEACOM AG
Berbiceweg 5
CH - 8212 Neuhausen
Switzerland
Tel: +41 (0) 52 632 04 00
Fax: +41 (0) 52 632 04 09
www.seacom-marine.ch
03_WCN_May_2013.indd 1 14/06/2013 03:08:17

4. May 20134
CARGO HANDLING NEWS
VOLUME 20 NUMBER 5 • ISSN 1355-0551
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Terex Port Solutions (TPS) has
reported an order for two Terex
Gottwald G HMK 6408 Model 6
mobile harbour cranes from long-
standing customer in New Zea-
land, Port of Napier Ltd.The two
cranes,each with lifting capacities
of up to 100t and radii up to 51m,
will be modified by TPS to meet
the specific conditions of the
quays in the port and, from late
summer 2013, will be handling
mainly containers. Napier Port
is expanding its fleet of cranes
as a result of business growth,
and is currently the second larg-
est in New Zealand’s North Is-
land in terms of the volume
of total export cargo handled.
Napier currently operates a
fleet of four Gottwald HMK 280
E and HMK 300 E MHCs that
were originally supplied with
options including an extended
tower and special chassis. With
the two new cranes, the chassis
will be fitted with a special set of
axles that are spaced further apart
than normal to take account of
the site conditions. The chassis
will also be equipped with eight
axles,which will prevent the per-
mitted loading of the quay from
being exceeded. For the same
reason, the extended propping
system will provide an increased
area to take into account the spe-
cific quay conditions.
TPS has also delivered and
commissioned the first of two
Terex Gottwald HMK 170E mo-
bile harbour cranes ordered by St
Peter Port Harbour in Guernsey,
as part of a turnkey contract that
Liebherr confirms
repeat orders
Liebherr Container Cranes in
Ireland has confirmed a brief
report in the November 2012
edition of WorldCargo News (p1)
that existing customer HPC
Exolgan will shortly take delivery of its ninth Liebherr STS crane
Ukraina, part of HHLA, has or-
dered three more STS cranes for
the new project of Odessa Con-
tainer Terminal along the port’s
Karantinny (Quarantine) Mole.
HPC Ukraina already operates
four Liebherr STS cranes at the
existing container terminal.This
has a capacity for 0.7M TEU/
year and the new facility is esti-
mated at 0.6M TEU/year.
The cranes will have an out-
reach of 54.5m (20-wide), a lift
height over rail of 41.5m and a
SWL of 65t in twin-20 mode.
HPC Ukraina already operates
four Liebherr ship-to-shore
cranes at the existing terminal.
These have a 17-wide deck cov-
erage (46m outreach), their lift
height is 34m and SWL in twin-
20 mode is 50t.
In Buenos Aires, Dock Sud
container terminal operator
Exolgan has confirmed the or-
der for its ninth STS crane from
Liebherr. Like the eighth crane
handed over last September, this
has an outreach of 51.5m (20-
wide), a lift height of 40m and a
SWL of 62.5t in twin-20 mode.
Again the “upsizing” is signifi-
ciant. Nos 6 and 7 delivered in
2010 have an 18-wide deck cov-
erage (50.5m) and a lift height of
30.5m, although SWL in twin-
20 mode is understood to be 65t.
As previously reported, the
Karantinny Mole project fi-
nally got underway in April
2010, after five years of pro-
tractions and delays. In August
2011 a US$70M dredging and
hydraulic engineering contract
was awarded to Hamburg-based
Josef Moebius.The total project
is estimated at US$200M and
the three new cranes, said to be
worth US$35M, are the second
big ticket item after the Moe-
bius award.
The new terminal is being
built on a raised beach occupy-
ing 19.3-ha and will offer 650m
of berthing space with a depth
of 16m alongside. The paved
yard will occupy 11.24-ha and
will have a static storage capac-
ity of 16,000 TEU.
Special Gottwald mobiles for Napier
includes demolition of a quayside
portal crane and a 32t quayside
scotch derrick, along with civil
reinstatement. The second new
HMK 170E is slated for delivery
this November, and TPS will de-
molish two more old cranes.
Practically all Guernsey’s trade
with the rest of Britain and the
world passes through St Peter
Port and the harbour is currently
undergoing a £13.75M refur-
bishment of its freight handling
facilities. The modernisation in-
cludes replacement of four exist-
ing cranes with the two Gottwald
cranes,which will handle 50,000t
of container freight per year.
The 63t configuration HMK
170E MHCs have a radius of 38m
and feature self-powered diesel
generators. For increased efficien-
cy and to avoid exhaust emissions
within the port, the cranes can
be hooked up to 11 kV electrical
shore supply power connections.
The cranes for Guernsey are
built in Düsseldorf and transport-
ed to Antwerp for onward trans-
fer by sea-going barge to St Peter
Port.The port’s Harbour Master,
Captain Peter Gill, stated that
TPS provided the lowest cost,
technically acceptable proposal as
part of the open tender process.
“When fully operational, the
two cranes will be doing the
work of the four former cranes,
with obvious benefits in terms of
the utilisation of available space
and operational efficiency,” said
Gill. “The transfer of the [first]
crane from the barge to the
quayside was carried out during
a limited window of opportu-
nity, dictated by the 10m tidal
rise and fall that we experience
at the harbour.The delivery and
commissioning processes were
carried out in a thoroughly pro-
fessional manner.”
TPS’s recently appointed UK
director Alex Stogianidis added:
“Our ability to provide tech-
nology-led solutions, backed by
turnkey engineering and logistics
packages,places us in a strong posi-
tion to continue to win significant
high profile contracts, reinforcing
our position as a market leader.”
The chassis and propping system, seen here at the Gottwald plant in Düs-
seldorf, has been adapted to special on-site conditions in Napier
Available from WorldCargo News
“Container Terminal Planning - A Theoretical Approach”
A major study by Dr Itsuro Watanabe (Container System Technology)
This comprehensive 245 page study is an in-depth analysis of capacity constraints, productivity, selectivity and flexibility of different container
handling systems in terminals of different types and sizes: common-users or dedicated; hub centre (transshipment and/or relay) or import/export
vocation; gateway or feeder port;intermodal rail or truck distribution inland; with or without CFS, etc. Profusely illustrated with charts,figures
and explanatory tables. Effects of different call patterns of containerships and dwell day regimes.Predictive power provided through development
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Price: £165 or US$245 or 245 including postage and packing.
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04_WCN_May_2013.indd 1 14/06/2013 03:10:21

5. “Control
Techniques
helped
raise our
efficiency”
Paolo Mussi
Technical Manager,
La Spezia Container Terminal
EMERSON. CONSIDER IT SOLVED.
TM
To find out more about this and other successful
Control Techniques projects visit www.controltechniques.com
Paolo Mussi, Technical Manager at La Spezia Container Terminal,
is delighted with the partnership between the terminal and
Control Techniques; a relationship that is now ten years old.
“All our cranes are equipped with Control Techniques drives,
and by sharing their expertise with our key electrical staff,
they have helped us to improve our efficiency and productivity.”
M3k9506_A3_Control_Techniques_ItaliaGroup_A3.indd 1 04/03/2013 15:30
05_WCN_May_2013.indd 1 14/06/2013 03:11:17

6. May 20136
NEWSCARGO HANDLING NEWS
Liebherr-Werk Nenzing reports that
Spanish customer Galigrain SA in the
Port of Marín is regularly reaching a
peak rate of 1800 tph with its 4-rope
LHM 550, which is used to unload
bulkers up to panamax size. The crane,
which is fitted with Liebherr’s hybrid
Pactronic drive, was supplied in 2011.
With a maximum outreach of 54m and
a maximum lift capacity of 144t, the
crane is also used to handle general car-
goes.
Galigrain opted for the LHM 550
with the Pactronic hybrid power
booster to improve the efficiency
of bulk handling. The hybrid drive
system, says Liebherr, allows for more
turnover and less fuel consumption at
Liebherr toasts Galigrain
bherr, helped us to optimise operational
parameters,” said García. “As a result of
the harmonisation of Galigrain’s bulk
transportation chain, the utilisation of
the crane capacity has significantly im-
proved, leading to new turnover peaks.”
As previously reported, the Pactronic
hydraulic hybrid drive system includes
an accumulator as a secondary energy
source instead of a bigger or additional
diesel engine and it regenerates the re-
verse power while lowering the load.
In addition, the surplus power of the
primary energy source is also used for
charging the accumulator. The stored
energy is transferred back to the system
when the crane requires peak power
during hoisting. In terms of turnover
capacity, that means a plus of 30% com-
pared to a conventional machine with
equal power rating of the primary en-
ergy source.
In addition, Pactronic leads to a re-
duction of fuel/energy consumption
(litre/tonne) as well as CO2
and exhaust
emissions in the range of 30% depend-
ing on the operation.
The hybrid drive system is claimed
to be virtually maintenance-free, as it
just needs visible inspection every 10
years. 100% recyclability as well as re-
duced noise exposure are additional
eco-friendly benefits.
Galigrain’s success highlights the benefits of the LHM 550 and Pactronic Drive,states Liebherr
New GPA
simulator
Earlier this year GlobalSim delivered an
advanced crane training simulator to the
Georgia Ports Authority (GPA) facility
at Garden City Terminal in Savannah,
Georgia. The simulator is configured
with two separate models to provide
training for both a Konecranes STS
cranes and a Konecranes RTG.
“The modular design of the simulator
allows for a wide degree of custom hard-
ware and software components,” said
GlobalSim’s SVP sales and marketing,
Clyde Stauffer. “Specifically, GlobalSim
was able to tailor the system to provide a
training tool that matches the hardware
layout and equipment functionality of
both crane configurations.This includes
the integration of a cross-reeved spread
hoist cable model with an accurate phys-
ics model and realistic visual model.”
The simulator replicates the critical
functions required to train crane person-
nel for normal, advanced, and emergen-
cy operating procedures of each crane.
The training arena was specially devel-
oped to replicate the GPA’s Garden City
Terminal, including a dogleg in the quay
crane rail path, its reefer rack configura-
tion and intermodal rail yard.
Stauffer said the level of visual real-
ity and physics modeling in GlobalSim’s
products continues to evolve.The GPA
will benefit from new modeling of night
operations that recreates the yard high
mast and equipment-mounted flood-
lights that are used during night opera-
tions. GlobalSim is now working with
GPA to define integration of its new
eRTG s with the Conductix-Wampfler
drive-in system into the training system.
While around 50% of the simulators
GlobalSim supplies are now container-
ised, the GPA system will be housed in
its own training centre. GlobalSim will
supply a training records management
database permitting comprehensive col-
lection, assessing, and reporting of all
student performance data.
The GPA student training station is housed
in the port authority’s own training centre
the same time, each in the range of 30%.
“The LHM 550 has enlarged the ca-
pacity and performance of our terminals
and fits perfectly into our efforts towards
more efficient and environmentally
friendly operations,” Galigrain’s manag-
ing director Ceferino Nogueira García
said.“The performance of the crane ex-
ceeded by far our expectations and we
are frequently reaching a peak turnover
of 1800 tph.” High productivity has at-
tracted more business.
In Marín, Liebherr engineers ana-
lysed the port infrastructure and the
logistics processes in detail in order to
increase speed of bulk transportation
throughout the port.“A detailed analy-
sis of the crane data, carried out by Lie-
www.ttsgroup.com
Container terminal technology for horizontal transport
Our systems are designed with a committed responsibility to safety as well as to the environment in
and around container terminals. These two considerations combine to improve capacity and system
reliability, generally advancing the cost-efficiency of container port logistics.
06_WCN_May_2013.indd 1 10/06/2013 14:34:04

7. May 2013 7
NEWSCARGO HANDLING/PORT NEWS
ZPMC going direct
ZPMC is moving to rationalise its net-
work of agents and spare parts suppliers
and will be setting up a network of 15
offices worldwide to service customers
in large markets directly.
ZPMC has never really sought ex-
clusive arrangements with agencies
and crane service companies, some of
which are operated by its biggest cus-
tomers, for the supply of crane spare
parts. This has at times created confu-
sion among customers as competing
companies have claimed they are the
exclusive agent for ZPMC parts in a
particular region. In some instances ter-
minals have opted to purchased direct
from ZPMC in Shanghai rather than
deal with agents, despite Customs issues
and longer delivery times.
With such a large number of cranes
in service there is obviously enormous
potential in the spare parts market,
which to date ZPMC has not capital-
ised on fully. It has now set up ZPMC
Netherlands as a 100% daughter com-
pany under the leadership of Tony To-
masouw as director of operations. He
was formerly at ZPMC Europe.
Tomasouw said ZPMC will have
more than one subsidiary in Europe and
its former arrangement with ZPMC
Europe (which was an independent
company and not a ZPMC subsidiary)
has been discontinued. Geographical
boundaries are still being finalised, but
Tomasouw said the Netherlands office
will serve Holland, France, Belgium
and the UK, while a German branch
will serve Germany, Russia and Scan-
dinavia.
In Rotterdam the company formerly
known as ZPMC Europe has changed
its name to “EPMC Europe” and is still
advertising itself as the “official agent
from ZPMC Shanghai” and advertis-
ing the full range of ZPMC cranes and
spare parts.
✉ A team from ZPMC, the national
University of Singapore and Shang-
hai Maritime University has won the
US$1M “Next Generation Container
Port Challenge” prize from the Marine
and Port Administration of Singapore
and Singapore Maritime Institute (see
page 49).
Australia’s first Terberg 6 x 4
Through its Australian distributor and
service agent, Clark Equipment, Ter-
berg Benscop recently supplied what
Clark claims to be the first 6 x 4 Ter-
berg YT in the country, to Toll Inter-
modal, part of Toll Group, in Western
Australia.
Toll required low axle weights and
it also specified a EURO 5 compliant
engine.
According to Toll Intermodal the
decision to specify the 6x4 axle con-
figuration was influenced by the need
to allow the yard tractor unrestricted
access throughout the terminal and
connecting roads when handling laden
trailers.
The first Terberg YT220 6x4 EURO 5
compliant yard tractor in Australia
The 6x4 configuration effectively
delivers lower axle loads and ground
bearing pressure compared to the more
popular 4x2 twin axle models.
Toll Intermodal also specified the
option of the EURO 5 compliant
Cummins ISB 162kW six cylinder die-
sel engine.
Clark also offers a range of Terberg
4x2 and 4x4 tractors which, depend-
ing upon the model selected, are of-
fered with the option of a Cummins or
Mercedes Tier IIIA engine or EURO 5
compliant engine.
Honduran
tender off
The tender to build a dry bulk termi-
nal at the Honduran port of Cortés has
been cancelled and will begin again.
The three companies overseeing the
process - the Commission for Public-
Private Alliances (Coalianza), the Na-
tional Port Authority (ENP) and Banco
Atlántica - judged that the two bidders
had not entered a bid complying with
the tender requirements.
The Mexican consortium composed
of Multisur and Grupo Naviera Pe-
ninsular offered the lowest tariffs, but
its financial offer was viewed as being
incomplete. Chile’s SAAM Puertos
wanted tariffs that were viewed as too
high.
Neither company has yet declared
whether they will bid for a new con-
cession. SAAM stressed that its proposal
met conditions set out in the tender
document.
Boost for
Karlskrona
Stena Line plans to build a new rail ter-
minal in the Swedish port of Karlskrona
to connect with Gothenburg and Stock-
holm.
The Stena group bought the port
of Karlskrona in southern Sweden
in 2012. Stena’s Jacob Koch-Nielsen,
freight commercial manager, said that
being able to offer intermodal solutions
and connected rail capacity over Karl-
skrona “will open new doors into the
market.”
Stena Line carried almost 87,000
cargo units in its Gdynia-Karlskrona
liner service in 2012,an increase of 7.3%
compared with the previous year.
The line added that it is too early to
give detailed information as to the in-
vestment and capacity of the new rail-
head, but the facility will enable it to of-
fer a through transport deal to customers.
Separately, Stena’s UK and Ireland
freight manager, Richard Horswill, has
said that the company is placing more
emphasis on its entire network services
rather than route-by-route.
T 230
sales@mafi.de
www.mafi.de
THE NEW HIGHLIGHT FOR YOUR TERMINAL
QUALITY MADE IN GERMANY
Designed for container handling to increase efficiency
MAFI Eco Mode – an intelligent drive programme for
environment-friendly operation and reduced cost of ownership
Powerful and long-lasting
07_WCN_May_2013.indd 1 12/06/2013 21:09:21

8. May 20138
WorldCargonews CARGO HANDLING/PORT NEWS
Finland-based Oy Meclift Ltd has come
up with another niche product,based on
its proven ML36CM Container Mover
range.Movers have been around for a long
time (since the mid-1980s) and they pro-
vide terminal tractors with the ability to
ground or pick up containers, transport
them over long distances and load or un-
load road chassis.They are either fixed or
telescoping, to handle 20ft, 30ft and 40/
45ft containers.
In this new development, designated
ML36CMt,Meclift has provided the ter-
minal tractor with the ability to tip the
bulk contents of a 20ft dry can container.
Lifting capacity is 36t and lifting height
is 1800mm,or 1500mm in the event that
TTS Group has, through its subsidiary
TTS Port Equipment AB, signed an
agreement to supply seven 2-axle
translifters together with 90 cassettes for
the PT Terminal Petikemas Surabaya in
Indonesia (Pelindo III,Tanjung Perak).
Pelindo III will be the first lo-lo con-
tainer terminal operator inAsia to use the
cassette/translifter system.The equipment
will be used mainly to transport contain-
ers to and from the yard and the customs
inspection area.
“This order demonstrates that the
TTS cassette system can be a good so-
lution for brown field terminals that
need to boost their productivity,” said
CEO Johannes D Neteland.This state-
ment effectively confirms that the order
is not associated with Pelindo III’s auto-
mated terminal project at Lamong Bay,
which is a “green field” development
(WorldCargo News,March 2013,p41).
TTS has designed the translifters for
Pelindo III in such a way that they fit the
existing equipment used in the terminal,
thus the investment cost for changing the
mode of operation is kept to a minimum.
Delivery of the equipment is scheduled
for November 2013.
The cassettes themselves are designed
to support containers safely while being
quickly transported, and containers can
be stacked and carried on a single cas-
sette in a variety of configurations.
The translifters will be equipped with
a lifting gooseneck so that it can be fitted
to the standard road trucks (with fixed
fifth wheels) that are used to move the
containers within the terminal today.
The Tanjung Perak terminal will be
the third lo-lo container terminal in the
world to utilise the TTS cassette system.
Pelindo III will join APMTerminalsVir-
ginia (APMTV) in the USA and (the or-
der confirmed recently) DPWorld’s new
London Gateway terminal in the UK.
In the latter two cases, the system is
(will be) deployed to shuttle containers
between the container yard (the landside
end of the automated stacking crane
stacks) and the on-dock rail yard.
DP World has ordered 10 2-axle
translifters and 115 cassettes for London
Gateway, phase 1. APMTV took its first
delivery of 10 translifters and 220 cassettes
in 2007 and placed a repeat order for the
same numbers of equipment in 2011.
New bulk tipping Container Mover
The ML36CMt has an SWL of 36 tonnes.
The maximum tilt angle is 42 deg
the 20ft container is a 9ft 6in high cube.
Depending on the terminal tractor, the
lifting speed is 1 m/sec and the tilting
speed is equivalent to 1.5-2 deg/sec.De-
pending on lifting height, the maximum
tilting angle is 42 deg.The sideways move-
ment of the top lift units is ± 150mm.
The ML36CMt has an overall length
of 10m and is 4120mm wide,and the dis-
tance between its wheels is 3m. Overall
height is 4120mm with a container and
3800mm in unladen travel mode.Options
include a weigh scale (for example, if
proof-of-load is required), a rear view
camera and monitor to assist the tractor
driver, automatic lubrication and auto-
matic levelling of drive height.
TTS for
Pelindo III
Prior to tilting, the container doors
are opened and secured to the sidewalls
by the tractor operator or other worker,
using a manually operated chain and hook
combination. However, as an other op-
tion the ML36CMt can also be fitted with
semi-automatic, hydraulically-operated
door securing latches attached to the rear
toplift unit.
The horizontal forces caused by the
load during tilting,which are directed to
the upper corners of the container, are
compensated by hydraulic tightening of
the chains, the hooks of which are fas-
tened to the lower rear corner castings.
The chains are tightened simultaneously
with the door opening.
TTS’s CEO Johannes D Neteland
safe
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China +86-21-51303100
Denmark +45-86-603373
France +33-1-49840404
Great-Britain+44-1604-677240
India +91-80-39127800
Italy +39-039-5906-1
Japan +81-3-58192030
Malaysia +603-7880 5475
Mexico +52-728-284-3185
Netherlands +31-346-353932
Poland +48-22-8635770
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EU-878-Cranes 178x254M2_EU-878-Cranes 178x254M2 21.01.13 13:45 Seite 1
08_WCN_May_2013.indd 1 11/06/2013 19:55:49

9. PARTNERS IN
PRODUCTIVITY
Man Meets Machine In Hamburg
The creators of the future in container handling will be the innovators
– teams with the imagination to join man with machine to achieve more
productive performance. HHLA Container Terminal Altenwerder (CTA),
with its pioneering automation and dual-cycle container handling, is
one of these elite organizations. Part of HHLA, which also includes other
highly-efficient terminals, CTA can move 130+ containers an hour on
mega-vessels.
In 10 years the facility has rapidly and reliably handled more than 20
million TEU. High-throughput automated terminals demand the highest
reliability in equipment, which is why you will find 170 Bromma crane
spreaders at HHLA today, with 95 of them at automated CTA. To create
a “gold standard” terminal you need the right equipment, the right
support, and the right imagination. You need a partner in productivity.
In Germany, and everywhere,
Bromma is committed to helping our customers succeed.
09_WCN_May_2013.indd 1 10/06/2013 14:31:53

10. May 201310
NEWSPORT NEWS
Transiidikeskuse (TK), the company
that operates Muuga Container Termi-
nal (MCT) in the Estonian port (Noviy
Tallinn), has acquired Rail Garant
Estonia (RGE), up to now the local af-
filiate of Russia’s major privately owned
industrial rail carrier Rail Garant
(RG) and the designated operator of
Muuga’s prospective second container
terminal.
TK’s chairman Erik Laidvee said
that MCT will soon reach the limit of
its capacity. The facility occupies just
21-ha, but traffic has grown very quick-
ly in the past 2-3 years. In 2012 MCT
handled almost 225,000 TEU, 15%
more than the figure in 2011, which it-
self was 30% up on 2010,so the acquisi-
Hold-up for LekkiConstruction of the new port of Lekki in
Nigeria has been delayed.The project was
originally scheduled to open last year and
latterly was expected to be completed in
2015.This date has now been put back to
2016 at the earliest and, given the delays
that have affected development to date, it
may not open until sometime after that.
No official explanation has been
given for the slippage in the timetable,
but some sources in Nigeria have sug-
gested that there could be funding diffi-
culties. Responding to such reports, the
managing director of Lekki Free Trade
Zone, Haresh Aswani, said that con-
struction would begin as soon as World
Bank approval and the full environmental
impact assessment had been received.
As previously reported, the deep water
port is being developed by Singapore’s
Tolaram Group, which aims to promote
it as a transhipment port, as well as an
entrepôt for trade in Lagos State. Locat-
ed about 60 km east of Lagos, the port
will be ideally situated to serve one of
the world’s biggest cities. The container
terminal, set to be operated by ICTSI
under contract from Tolaram, will have
handling capacity of 2.5M TEU a year,
which will make it the biggest contain-
er facility in Nigeria. China Harbour
Engineering Company has been awarded
the EPC turnkey contract to develop
the entire port, including the container,
dry bulk and liquid bulk terminals.
Aswani said that US$800M out of the
required US$1.55B funding had already
been put in place and that 33 out of the
36 required permits had been received,
allowing the project to be completed by
2016. He added that the project would
“create close to 163,000 new jobs and
spur economic development.”
The Lekki project is subject to further delay
Muuga acquisition deal
tion allows TK to increase its business.
Initially the new terminal will occupy
27-ha, but there is a further 44-ha in
reserve.
“Our company’s development plan
has always called for an expansion of
the [existing] container terminal,” said
Laidvee, “so now we can achieve our
ambition to develop one of the Baltic
region’s largest container terminals.”
TK has taken over not only the
building rights on the new terminal,
but has also concluded a stevedoring
agreement with RG enabling it to han-
dle the Russian group’s container traffic
via Muuga. It will proceed immediately
with phase 1, with an installed capacity
of 150,000 TEU. Completion is slated
for July 2014.
This is somewhat later than the port’s
plan.RG started building the new facil-
ity in January last year and committed
to have the first stage ready by the first
quarter of this year, but the work came
to a virtual standstill in the second half
of 2012.
The value of the transaction between
TK and RG has not been disclosed,
but the deal puts an end to the dispute
between the two companies stirred up
in April 2011 when RGE beat TK in
the tender for the concession rights
over the new facility. Under fire from
TK, the port authority stated that it had
chosen RG because the Russian trans-
portation group would be able to secure
steady container traffic over Muuga.TK
countered that RG had no experience
of port operations and could not make
any guarantees on transit business.
On the basis of RG’s plans to build
a network of inland container rail
terminals in Russia, the port authority
undertook to develop a new rail yard
adjacent to Muuga railway station
with new approach lines and four or
five 1000m long tracks to handle full
length trains.
New port for
Walvis Bay?
The government of Namibia is
considering the development of an
entirely new port in Walvis Bay, about
3 km north of the existing harbour.
Plans to construct a new container
terminal at the existing port had been
delayed, apparently because of funding
difficulties. However, it appears that
government uncertainty over the
project stemmed from consideration of
the far more ambitious scheme. There
is little room for expansion around the
existing port, which is hemmed in by
residential areas.
Apart from a container terminal with
handling capacity of 2M TEU/year,
a coal terminal is expected to be con-
structed to handle coal exports from
Botswana, along with liquid bulk, break-
bulk and multi-purpose terminals.
Officials have hinted that the port
will be operated by the state-owned
Namibia Port Authority (Namport) on
land that is already owned by the state.
There is sufficient available land for both
the port and a proposed industrial park.
A harbour entrance channel and part of
the deepwater harbour basin must be
dredged and about 10 kms of quay wall
constructed.
Reports in the Namibian press sug-
gest that the Chinese government will
help to fund the project. Located much
further north west than any South Af-
rican port, trade via Walvis Bay would
shave days off shipping between North
America or Europe and Southern Af-
rica. However, China’s involvement
could suggest that the coal terminal,
which will primarily handle coal bound
for Asia, is a key part of the vision.The
Export-Import Bank of China had of-
fered to provide funding for the new
container terminal at the existing port
via a 20-year loan with an interest rate of
just 2% a year.This funding may now be
transferred to the new venture,as long as
a Chinese company is awarded the con-
struction contract.
3
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3
3
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Robbert Jan van Trooijen
Chief Executive,
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Howard Finkel
Executive Vice President Trade
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Eric Olafson
Manager Intergovernmental
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John Carver
Executive Vice President,
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Adam Beauchamp
Director,
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VP and Global Infrastructure
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10_WCN_May_2013.indd 1 14/06/2013 03:14:00

11. May 2013 11
PORT NEWS
Táranto dispute
As if the corruption scandal en-
gulfing ILVA, Europe’s largest
steel plant,and the damage caused
by the huge tornado last Novem-
ber were not enough, the Port
of Táranto has been hit by legal
action by bulk operator Con-
sorzio Terminal Rinfuse Táranto
(CTRT), a sister company of
quarry company Italcave and
ship agent Carmed within the
privately-owned Caramia group.
The regional tribunal in Lecce
(TAR Lecce) has upheld a claim
brought by CTRT against the
port authority (APT) over the
non-renewal of a concession to
operate a dry bulk terminal on
a 46,695 m2
parcel, with a 300m
long quay,at the port’s Multisector
Dock (Molo Polisettoriale).TAR
Lecce has put a stop to €100M of
infrastructure works and dredging
to take depth to -16.5m - projects
aimed at relaunching the Ever-
green container terminal (TCT).
APT's appeal will be heard by
the Council of State on 23 Oc-
tober, so it is hoping this will be a
temporary delay.At risk is around
€200M of new investment, in-
cluding Evergreen’s commitment
to new equipment and other
improvements. In theory at least,
another €219M earmarked for
the adjacent logistics park is not
affected, but its fortunes are in-
evitably tied up with those of the
container terminal.
CTRT’s facility is located at the
neck of the MultisectorWharf and
wasoriginallydedicatedtopetcoke
trades. APT awarded it to CTRT
for two years and the concession
expired at the end of 2011, al-
though CTRT originally asked for
four years and has continued op-
erations there pending the review.
The key to this dispute is that
the facility has become a ma-
jor revenue earner for Caramia
since the tornado that hitTáranto
on 28 November last year. The
ILVA coal and iron ore recep-
tion wharf was badly damaged
and two gantry grab unloaders
were destroyed. Until the berth
can be put back into action ILVA
is using CTRT and Caramia is
reported to be earning €50,000/
day by virtue of a price of €3/
tonne unloaded.Materials are un-
loaded directly to dumper trucks
via hoppers and driven to the
ILVA plant.
Port observers in Italy say Cara-
mia is putting a temporary“wind-
fall” ahead of future revenue
streams,since Carmed is the agent
for all Evergreen group’s con-
tainer traffic over TCT. Its action
could damage Carmed’s credibil-
ity in the eyes of Evergreen and
weaken the Taiwanese carrier’s
commitment to the port.
Last year judges ordered €1B
of steel and steel products seizure
from ILVA as part of an ongoing
corruption investigation linked to
serious breaches of environmen-
tal law.The authorities ordered a
partial closure of the steelworks
last July over pollution levels and
eight executives were placed un-
der house arrest. In January this
year a top ILVA executive was ar-
rested in London.
The steel company has em-
barked on a 2-year clean-up op-
eration after prosecutors charged
that toxic emissions from the
plant have led to abnormally high
levels of cancer and respiratory ill-
nesses in the region.
Progress on Lamu
A consortium of Chinese compa-
nies has been awarded a contract
to begin construction work on
the new port of Lamu in Kenya.
China Communications Con-
struction Company is the lead
contractor, while China Road
and Bridge Corporation will
build the first phase of the con-
tainer terminal with three berths.
The port is designed to be
the centrepiece of the far larger
Lamu Port, South Sudan, Ethio-
pia Transport (LAPSSET) corri-
dor project, which will include
an industrial zone, agro-indus-
trial projects, road and rail links
to Ethiopia and South Sudan,
and an oil pipeline from South
Sudan to the new port.Telecoms
and power lines are planned to
run alongside the main roads and
railways.
The government of land-
locked South Sudan,which is the
world’s newest country,is keen to
see Lamu develop as its main port.
The chief executive of LAPSSET,
Silvester Kasuku, said:“We called
for contractors and the best was
a consortium headed by China
Communications. We are do-
ing the seed investment by con-
structing the first three berths,
just to break the ground. This
will demonstrate there is govern-
ment commitment and invest-
ment and provide incentives for
private sector investors to come
on board.”The container termi-
nal has been designed to provide
scope for 32 berths in the long
term.
The ancient town of Lamu on
the island of Lamu has a long his-
tory as a port, but has not been
developed as a commercial port
since independence. The new
port project will be built on
Manda Bay on the mainland, op-
posite the island. However, con-
tracts on the project were award-
ed by the government of Kenyan
President Mwai Kibaki, which
lost power in the April elections.
It remains to be seen whether the
new government will honour
the existing plans.
APMTerminals’newly completed
600m quay at Liberia’s Freeport
of Monrovia has been officially
opened by President Ellen John-
son Sirleaf. The 17-ha terminal
is APMT’s first 100%-owned
port concession in Africa, which
will operate under a 25-year
deal agreed in 2010.A three-year
deadline for completion of the
new wharf was stipulated in the
concession agreement, concluded
on a build-operate-transfer model.
APMT said it was a tight deadline
which it met ahead of schedule.
Infrastructure investments will
include roadway reconstruction,
yard paving, new offices and gates
and cargo handling technology.
APMT is obliged to invest around
US$120M over the term of the
concession, but the company
said it will invest an additional
US$25M to upgrade the contain-
er yard, buildings, gates and safety
activities.
Monrovia hub opens
Through its local affiliate and
Puerto Nuevo, Buenos Aires ter-
minal operator, Terminales Rio
de la Plata (TRP), DP World
has signed an agreement with
Quequén port authority (Con-
sorcio de Gestion de Puerto
Quequén) (CGPQ) in the prov-
ince of Buenos Aires to develop
a new container terminal and re-
lated logistics park.
Puerto Quequén (also known
as Necochea) is located 512 kms
south of the city of Buenos Aires
and is a key area for agricultural
exports from BA province and
the Midwest of Argentina. The
agreement will help shippers di-
versify markets with the parcelisa-
tion that containerisation brings,
and increase the opportunities
for selling specialty grains and IP-
designated crops.
Shipments will be likely feed-
ered to Buenos Aires, or Monte-
video or Rio Grande do Sul for
transhipment to deepsea vessels.
CGPQ is understood to have
signed a separate agreement with
a regional feeder operator.
DP World for Quequén
Pictured at the opening ceremony (L-R): President Ellen Johnson Sirleaf;
Matilda Parker, managing director of the National Port Authority; Christina
Tah, minister of justice; and Brian Fuggle, MD of APMTerminals Liberia
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11_WCN_May_2013.indd 1 10/06/2013 14:35:21

12. May 201312
NEWSPORT NEWS
South African transport utility
Transnet has taken the first steps
towards developing Africa’s big-
gest container terminal on the site
of the old Durban International
Airport (DIA). The airport site,
which is located south of the ex-
isting Port of Durban, was made
available when DIA closed and
the new King Shaka International
Airport opened. The details re-
main to be finalised, but Transnet
believes that a 9.6M TEU/year
capacity container terminal could
be developed as a public private
partnership over about 20 years at
a cost of R75B (US$8.16B).
Transnet has begun to hold
meetings with stakeholders in
the project, including the general
public and local businesses. Marc
Descoins, Transnet’s programme
director for the project, said:“In-
volving key stakeholders at this
early stage of the process is essen-
tial as it ensures strategic participa-
tion in the discussion around the
project’s environmental and so-
cio-economic issues and impacts.
“The objective of engaging
during the concept phase is to
share project information, open
lines of communication with
stakeholders, and actively engage
key representatives of the various
stakeholder groups with the view
to initiate dialogue on the project.
We believe that the recent sessions
were valuable in gaining a better
understanding of the needs of the
local communities.”
Government ownership of
Transnet and support for the
project should ease progress on
the scheme. The company has
already set out a preliminary
timetable for development and a
shortlist of likely design options
should be finalised over the next
three months, allowing the pre-
feasibility study to begin.
Four phases are planned for
the container terminal, each with
four berths.The first phase is due
to open for business in 2020 and
the fourth by 2037, although this
timetable could be adjusted ac-
cording to demand. A dedicated
roro terminal is also planned.
As always, there have been en-
vironmental objections, although
some of these concern the site’s
proposed new oil terminal, rather
than the container terminal at the
heart of the venture.
The government intends to
promote the project as part of
the wider development of the
Durban-Gauteng corridor, in-
cluding new high speed rail
and upgraded road connec-
tions between South Africa’s
biggest port and its industrial
heartland.
In a separate development, Tran-
snet has rejected calls for South
African ports to be privatised.
Responding to press reports that
Bolloré Africa Logistics (BAL)
was seeking to gain control of
Transnet terminals in South Af-
rica, Transnet’s chief executive
Brian Molefe stated:“We are sit-
ting on natural monopolies. The
country isn’t big enough to have
anything else than what we have.
The ports handle what a country
of our size can handle.”
Transnet owns and manages all
eight main SA ports, including
the oil port of Mossel Bay. It also
operates almost all large terminals,
with the exception of Richards
Bay Coal Terminal and a handful
of smaller terminals, such as Dur-
ban coal terminal.
The transport utility’s position
on private sector management has
remained consistent over many
years. The only area of possible
The recent commissioning of
seven new tandem-lift super post-
panamax ship-to-shore gantry
cranes from ZPMC at South Af-
rica’s largest port Durban, should,
according to the nation’s public
enterprises minister, Malusi Gi-
gaba, boost the much needed im-
provements in productivity and
efficiency levels at the port.
He said the new equipment
will allow gross crane moves per
hour (GCH) - a key measure of
terminal efficiency and how well
equipment is used - to jump
from the current 26 moves to 33
over the next three years, a 27%
improvement in productivity.
He added:“Ship working hour
(SWH),the rate at which a termi-
nal is able to load and offload con-
tainer ships in an hour and a key
consideration for our customers,
will also improve, rising from the
current 68 containers to 85 once
our operators are fully conversant
with operating the equipment
and when newer generation ves-
sels with larger parcel sizes call at
our ports. This will represent a
25% jump in efficiency.”
The optimism is a far cry from
recent cargo-handling perform-
ance levels at Durban, a port
which some of its customers have
described as being among their
worst performing and most ex-
pensive in their liner networks.
The decision by Transnet Port
Terminals (TPT) to order new
cranes in 2011 was itself an ad-
mission that old, outdated and
poorly-maintained equipment
was a principal reason for poor
and deteriorating performance
levels in Durban.
The new cranes, which have
First steps for new Durban terminal... …Durban expects
on productivity
Explosion-proof Phoenix
New DLX LED fixture from Phoenix
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has expanded its range of LED
lights with three new fixtures
that have explosion-proof rat-
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SLX and DLX LED fixtures are
designed to replace HID and
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energy when compared to a
70W metal halide equivalent.
The fixtures are ETL/cETL cer-
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is portable while the SLX is
designed to be mounted on a
stationary object. The DLX is
delivered with a hard-wired arm
for explosion-proof task light-
ing. All the fixtures are backed
by a five year warranty.
Phoenix has also launched a
new range of LED tube lights,
designated LELDT series.
These are designed to replace
linear fluorescent fixtures and
are claimed to use 50% less en-
ergy. Applications include crane
walkways,outdoor wet environ-
ments, etc.
cooperation could be the planned
new port on the site of the former
Durban International Airport,
where a public private partnership
is one of several options.However,
Transnet is becoming more com-
mercially viable year on year and
Pretoria hopes that it can become
consistently profitable without
the need to begin offering private
sector concessions.
South Africa’s powerful trades
union movement also opposes
any further privatisation of state-
owned entities. At its national
conference, the National Union
of Metalworkers of South Africa
(Numsa) released a statement:
“We demand an end to any priva-
tisation of Eskom, Telkom, Tran-
snet and railway lines as envisaged
in the NDP [National Develop-
ment Plan] in the name of private
public partnership. Sometimes we
hear it called “concessioning” or
“unbundling,” but it is just
privatisation by other names.The
death of Margaret Thatcher must
signal the end of these Thatcher-
ite policies.”
been installed at Durban’s Pier 2
facility, have an SWL of 80t and
can simultaneously handle 2 x
40ft or 4 x 20ft containers. How-
ever, according to TPT officials,
“through further innovation and
optimum planning,the cranes’ca-
pabilities can be stretched to lift 4
x 40ft empty containers simulta-
neously through vertical twin lift
procedures.” They have an out-
reach capable of processing vessels
stowed with 24 containers across
the deck.
The new equipment pur-
chased for Durban is a part of
TPT’s parent company’s Tran-
snet’s ZAR300B seven-year roll-
ing investment programme aimed
at meeting demand and enhanc-
ing productivity levels across all of
its operating units. Specifically at
Durban’s Pier 2, capital projects
should ensure that container
throughput capacity will rise from
approximately 2.2MTEU now to
3.3MTEU in 2018.
The new cranes arrived earlier this
year. (Photo: Gerhard Duraan)
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12_13_WCN_May_2013.indd 2 10/06/2013 14:59:20

13. May 2013 13
NEWSPORT NEWS
The Queensland Government is like-
ly to privatise the ports of Townsville
and Gladstone after an audit of the state’s
finances recommended asset sales as a
key contributor to regaining a AAA
credit rating.
The Queensland Commission of
Audit (QCA), undertaken by former
federal treasurer Peter Costello, argued
that public ownership of GOCs (gov-
ernment-owned corporations) is not
necessary once these businesses are “es-
tablished and mature.” It also said GOCs
represent “commercial risks” to govern-
ment,given the“entrenched public serv-
ice culture that lacks the flexibility re-
quired to compete in the private sector.”
The report’s executive summary -
all that was initially released for public
scrutiny - focused on the possible sale
of government-owned energy assets,
but included funds management (the
Queensland Investment Corporation),
public transport (Queensland Rail Lim-
ited) - and ports.
These comprised a list of businesses
“capable of being owned and managed
efficiently by the private sector” where
there is no need for government to tie
up scarce capital nor be required to pro-
vide additional capital to support ongo-
ing viability.
No GOC ports were identified in the
executive summary, but in the QCA’s
interim report, released late last year,
the following were named: Far North
Queensland Ports Corp, North Queens-
land Bulk Ports Corp, Port ofTownsville
Limited and Gladstone Ports Corp.
Although FNQPC was subsequently
ruled out, and NQBPC excluded be-
cause parts of its portfolio are already
privatised (eg Abbot Point Coal Termi-
nal), the government was less than de-
finitive about Townsville and Gladstone.
In response to vociferous local op-
position, state treasurer Tim Nicholls
refused to rule out privatisation,but pre-
mier Campbell Newman told a Glad-
stone function his “personal view” was
that ports should remain in public hands:
“I have a very firm view that ports are
a vital part of the mix for any govern-
ment in how you get economic out-
comes. Once you sell them off, you have
no policy control over them,” Newman
said. However, he went on to stress that
this was his personal position and that
the government could decide otherwise
- which it did.
Releasing the full QCA report at the
end ofApril,the government announced
it would adopt most recommendations,
including the effective privatisation of
the two ports - not, technically, via a sale
but through the offer off 99-year leases
(as has already occurred with Brisbane
and recently, in NSW, with Port Kembla
and Port Botany).
In Townsville a Pricewaterhouse-
Coopers business survey found 66% op-
posed any port sell-off while Gladstone’s
mayor said “We are devastated this as-
set will be lost to the community for
generations to come.” The Queensland
Government has stated no sale will oc-
cur ahead of the next state election, due
in 2015.
Western Australia’s government has
hinted it will follow its New South
Wales and Queensland counterparts
in “transferring” some port assets to
the private sector, in a quest for
increased efficiencies, but does not
want to lose the returns they generate
for taxpayers.
Addressing a Perth conference at
which the government released its Re-
gional Freight Network Strategy, treas-
urer Troy Buswell revealed that some
of WA’s eight port authorities were al-
ready looking at the possibilities, but
he denied the process could be de-
scribed as privatisation.
Quoted in local media, Buswell said
he had a strong view on the need to
generate returns for taxpayers: “I did
some sums the other day and over the
last 10 years the ports and by exten-
sion, their users, have very generously
through tax and dividend payments
contributed A$400M to state finances.
This year I expect our ports will gener-
ate A$170M profit.”
As previously reported, WA’s port
amalgamation plan, which will see
seven existing authorities (other than
Fremantle) merged into four, is due to
take effect from 1 July. Boswell said that
as part of the reform package external
financial advisers had started working
with port authorities“to help gauge the
value of the assets and the rate of return
required.”
Queensland ports now for sale …
…and West Oz too?
Asciano cuts back budget
still expected to be higher than the last
corresponding period. This was con-
ditional on “no further changes in the
economic outlook or customer com-
mitments.”
At the time of writing, Patrick is in
the process of taking delivery of a fur-
ther four ZPMC post-Panamax STS
cranes for its Australian terminals. ZHEN
HUA 21 arrived at Fremantle on 15 May
to discharge one unit before sailing,
depending on weather forecasts, either
northabout or southabout, to Brisbane
to unload a second. The two partly-
erected cranes are destined for Mel-
bourne, where they must pass beneath
the West Gate Bridge to reach Patrick’s
Swanson Dock facility. The 104.5m
tall cranes have a 50m outreach and a
backreach of 18m. The Fremantle and
Brisbane cranes are expected to be op-
erational by late June,with Melbourne’s
up-and-running in August.
Subdued market conditions at wharves
and onshore have led Australia’s Asciano
to shave more than A$250M from its
capital expenditure budget over the
next two years.
Releasing 3Q/FY13 data at a Syd-
ney conference,Asciano chief executive
John Mullen said the planned current
year spend of A$700M-$800M would
be cut to A$575M-625M “in line with
tougher economic conditions,” while
FY14 investment would drop from
A$800M-900M to A$700M-800M.
The period represented an investment
peak due to the Patrick Port Botany
terminal redevelopment and significant
replacement capex catch-up, but ongo-
ing annual expenditure was expected to
be A$300M from FY15.
The group reported a 4.1% fall in
container lifts compared to the previ-
ous comparable quarter (444,000 TEU
v 463,000 TEU in 2012), with Mel-
bourne and Brisbane Patrick terminals
showing positive results, but Fremantle
and Port Botany lower, the latter de-
spite continued productivity improve-
ment.
Ahead of the part-automation of Port
Botany and considering the reduced
volumes - one client service closed and
VSA contracts shed throughput - the
company will accelerate some redun-
dancies into 4Q.
Pacific National intermodal volumes
slipped 3.4% on a net-tkm basis, but
steel volumes rose. PN Coal saw strong
contract growth in Queensland and
south-eastern Australia, but actual vol-
umes slipped.
There was strong growth in vessels
stevedored at bulk ports (up 27.5%),
imported vehicle movements (up 20%)
and storage days (78.4%), the latter as
vehicle importers took advantage of
favourable currency exchange rates to
grow their local market.
Mullen said revenue and earnings
before interest and taxes for the sec-
ond half of the 2013 financial year were
ZHEN HUA 21 arriving in Fremantle to de-
liver one ZPMC post-Panamax STS crane
(Photo: Fremantle Ports)
He cited commodity trader Bunge’s
recent development of grain-handling
infrastructure at Bunbury, making
alternative use of the port’s woodchip
loader, as an example of a “new and
innovative partnership with the
private sector” that could result in
the freeing-up of capital and greater
efficiencies.
“I know that some ports are looking
at some of these forms of innovation.
This is not in my view privatisation. It
is effectively providing or transferring
assets to the private sector within a state
and port.”
The RFNS found that significant
public and private investment would
be needed in all WA’s ports - includ-
ing nine operating outside the port au-
thority system - to meet a doubling of
throughput to 1 Btpa by 2030.
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12_13_WCN_May_2013.indd 3 10/06/2013 14:59:21

14. May 201314
PORT NEWS
Finland’s Gulf of Bothnia Port of Raahe
has completed the installation and com-
missioning of its automated 20ft and 40ft
container loading system from Actiw
LoadPlate. As previously reported, Actiw
has supplied a Multi LoadPlate loading
system system, similar to one previously
supplied to the Port of Kotka.
Four containers can be loaded in “one
shot” one after another with the Load-
Plate unit on a single track,enabling more
loads to be stored and more containers
to be simultaneously dispatched. Empty
container imports and loaded container
exports can be handled more efficiently
than before.
The LoadPlate system is designed for
the loading of timber,steel products,awk-
LoadPlatecommissioned
ard loads and generally long and heavy
items, although of course the platform
can also be loaded by FLTs on each or
one side with pallets, paper rolls, etc. In
the Raahe installation, the entire con-
tainer load is placed on the plastic loading
plate in one go with a bridge crane.The
plate with the load slides into a container,
the load is held inside while the loading
plate is pulled out, and the container is
ready to leave. Loading a container takes
less than five minutes.
A key customer is Ruukki Metals,
which is shipping structural steel gird-
ers,plate,pipes and profiles for commer-
cial and industrial applications. “With
LoadPlate we have been able to reduce
lift truck and work force resources in
The Actiw Multi LoadPlate handling a Ruukki steel shipment (Photo: Port of Raahe)
container stuffing,” said HarriTuomela,
Ruukki’s logistics and delivery man-
ager. “We are now able to stuff steel
products into containers more easily,
more safely, and more gentl and also
and clean in the containers when leav-
ing Raahe.” As previously reported, the
terminal measures 132m x 45m (ca. 6000
m2
) and is equipped with a number of au-
tomated doors.
Actiw’s managing director Reijo Vii-
nonen made the point that extra savings
are made in freight costs because open top
containers are no longer needed to load
long loads from overhead, while safety is
increased and the risk of cargo damage is
reduced.No modifications to the inside of
standard containers or trailers are required.
Port director Kaarlo Heikkinen said:
“Our services will notably improve over-
seas transports, which gives the Port of
Raahe a significant competitive position
in the Bay of Bothnia area.”Raahe is con-
nected with regular feeder and shortsea
services to Hamburg, Bremerhaven and
Antwerp for onward transhipment all
over the world as required, as well as to
Vejle, Hull, Ravenna and Szczecin. The
port has a new 10m deep fairway and
quay and has good motorway and rail
connections. The railway is electrified
and the port says that rail traffic to Rus-
sia functions well, particularly via Kos-
tomuksha to the Kola Peninsula.
SCTtoinvest
Mexico’s transport and communications
authority, Secretaria de Comunicaciones
yTransportes (SCT) is planning to invest
PES5.5B (US$454M) in ports in Tama-
ulipas state over the next three years.The
plan will be fully co-ordinated with the
state government and private compa-
nies will also be encouraged to invest.
Altamira, Tampico and Matamoros will
all benefit from the Government’s capital
expenditure programme, which includes
a mix of channel improvement, infra-
structure upgrade and terminal mod-
ernisation work.
Under the investment plan, around
PES1.5B is being allocated to the coun-
try’s most north easterly located port of
Matamoros, which is on the border with
the US. It is also close to the country’s
burgeoning oil and gas exploration in-
dustries in the Gulf of Mexico and the
port is seen as having a support role for
these as well as serving the city which
has a population of just under 500,000
people. Most of the investment will be
targeted at extending the port’s two
breakwaters by at least 2.5km each so
that full operations at the port can com-
mence in 2015.
In Tampico, the main focus is on ex-
panding the port’s Terminal de Usos
Multiples which handles mainly break-
bulk, project cargo and some contain-
ers. It currently handles about 6 Mtpa of
cargo, a volume SCT would like to see
rise to 9 Mtpa by 2016.
At Altamira, the largest container port
inTamaulipas, SCT’s main goal is to im-
prove the port’s connectivity and ability
to handle larger ships. Consequently, the
main navigational channel and cargo
berths will be dredged, new access roads
constructed, including an underpass, and
the port’s railway reconfigured.The lat-
ter step will increase the port’s intermo-
dal capacity and streamline cargo move-
ments between the container yard and
rail depot. This should allow Altamira
to become more competitive in serving
inland locations, including Mexico City
and Guadalajara.
Commenting on the state invest-
ment at the port, Guillermo Ruiz de
Teresa, general coordinator of ports and
merchant marine at SCT, stressed that it
was a vital part in developing the area
and exploiting business opportunities
in the region. He also highlighted the
holistic nature of its plan, with SCT
issuing a statement that said: “Our
objective is focused on developing a
comprehensive port system between
Matamoros,Tampico and Altamira, with
piers in the Gulf of Mexico looking
to avoid competition and rather com-
plementing each other.” In 1Q/2013,
Altamira handled 140,027 TEU, up
0.8% on the corresponding period of
2012.This followed a 6% rise in its box
throughput to 578, 685TEU last year. In
contrast,Tampico’s first quarter contain-
er traffic volumes plummeted by 62% to
just 53 TEU.
take them off containers more easily.
“LoadPlate gives us better possibili-
ties and we can carry out all container
stuffing under cover. This way, we can
trust that our steel products remain dry
”when efficiency counts”
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14_WCN_May_2013.indd 1 14/06/2013 03:16:00

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16_WCN_May_2013.indd 1 10/06/2013 15:03:39

17. May 2013 17
NEWSPORT NEWS
Lübecker Hafen Gesellshaft
(LHG), the operator of the Port
of Lübeck, has introduced its
own intermodal block train serv-
ice, catering for shipping con-
tainers, swap bodies and semi-
trailers, to the heart of the Ruhr.
The service will operate be-
tween Duisburg-Hohenbudberg
and Baltic Rail Gate (BGT) at
Lübeck-Travemünde. BGT was
originally built by HHLA along
with a dedicated lo-lo feeder
terminal to offer customers an
alternative to the Kiel Canal for
feedering into the Baltic.
Lübeck Ruhr rail service
Attempts by the PNG Ports
Corporation Ltd (PNGPCL) to
introduce new foreign competi-
tion into Papua New Guinea’s
stevedoring sector have been
sharply rebuffed by local tribes
invested in existing companies.
In March PNGPCL advertised
widely, seeking expressions of
interest from “experienced and
qualified operators” interested in
stevedoring access agreements in
the nation’s two main container
ports, Lae and Port Moresby.
PNGPCL said its volumes had
increased by 28% over the past
five years and it had invested in
four MHCs for the two ports,
which it needed to ensure “full
and proper use” through steve-
doring operations conducted in
a modern and efficient manner
“which optimises the benefits to
all port users.”Amongst respond-
ents is believed to have been
Asciano’s Patrick, which was re-
ported to have been in joint ven-
ture negotiations with a breaka-
way group of shareholders from
Lae stevedore Riback.
Tribal leaders of the Ahi peo-
ple of six villages who claim tra-
ditional ownership of Lae city
took large advertisements in the
PNG press in late April threaten-
ing to close the port down.They
claimed interests associated with
the governing People’s National
Congress Party were manoeu-
vring, under the cover of the Lae
port modernisation project, to
push the Ahi-owned Riback Ste-
vedores Ltd out of the port.
The six leaders said via press
release that the Ahi were proud
shareholders and beneficiaries of
the investment in the nationally-
owned Riback, which in Lae
provides jobs and opportunities
PNG push against Patrick
for many previously unemployed
youths.
However,“certain people with
vested interest” were now active-
ly working to displace landowner
involvement at the Lae port, the
advertisements stated.
The Ahi claimed the new
group,led by a local PNG branch
president and former Riback
company director, in a joint ven-
ture with some village splinter
interests,was establishing a fourth
stevedoring company that was
seeking preferential treatment.
“Why give this company pref-
erential treatment over long-
established Papua New Guinean
majority-owned companies?”
the leaders asked. “These people
are engaged in a divide-and-rule
tactic to divide our people so
they can move in and set up their
own joint venture with foreign
interests.”
The Ahi group threatened to
close the port of Lae if the gov-
ernment did not respond - and
duly did so for 48 hours in early
May. This brought a quick re-
sponse from Ben Micah, minister
for ports, public enterprises and
state investment, who suspended
the EOI process, pending the ap-
pointment of a“special investiga-
tion” by an independent party
into the allegations made by
the Ahi. Patrick has declined to
comment on the situation.
Riback has a number of major
clients, including ANL, Maersk,
Sofrana, Carpenters and Kyowa
and as well as stevedoring it op-
erates a depot on the site of the
old Lae airport. The other Lae
stevedores are Lae Port Services,
a joint venture between local
interests and Steamships (Swire)
and United Stevedoring, which
is a Consort Express Lines (also
Swire-controlled) affiliate.
As previously reported, last
November Mitsui & Co Ltd’s
affiliate Portek International
signed an agreement with PNG-
PCL to collaborate with it in the
operation of the Lae and Port
Moresby container terminals for
a 5-year period.
The new service is aimed at strengthening Lübeck’s position on the Sweden-
Ruhr axis
View over Port Moresby.The main dispute centres on Lae
The New South Wales Govern-
ment has vowed to continue its
Port Botany Landside Improve-
ment Strategy (PBLIS), despite
the recent A$5.07B lease of
Port Botany (and Port Kembla)
to the NSW Ports consortium.
“PBLIS, which drives more ef-
ficient coordination of road and
rail freight in and out of Port
Botany, is now set to continue
its future successful program of
works through Transport for
New SouthWales,” said treasurer
Mike Baird.
Introduced by Sydney Ports
Corporation, PBLIS is ac-
knowledged as instrumental
in improving freight efficiency
in and around the Port Botany
precinct, delivering 30% faster
truck-turnaround times and
“benefitting industry and cus-
tomers tens of millions each
year in cost savings including
increased equipment utilisation
and reduced demurrage costs.”
Prior to its implementation,
PBLIS was expected to deliver
in its first 10 years a Net Present
Value (NPV) benefit to NSW
and industry of A$21.2M. After
an independent review in 2012
of its first year of operation, the
PBLIS NPV increased by over
A$33M to A$54.7M.
The on-time performance of
trucks arriving at Port Botany
PBLIS stays in NSW
has also increased from 72% be-
fore PBLIS to 93% in March
2013, the government claims. It
also says the PBLIS rail strategy
to grow rail mode share is gain-
ing solid momentum through
voluntary participation in the
Port Botany Rail Team by in-
dustry.
“PBLIS has been instrumental
in both supporting smarter road
freight movements and work-
ing with the rail operators and
network providers to improve
freight coordination in the port
rail supply chain,” the govern-
ment said. We look forward to
this work continuing through
Transport for New South Wales
and building on the program’s
successes more widely in the
NSW freight network.”
The new block train, which is
aimed at strengthening Lübeck’s
position in Sweden-Ruhr trades,
is operated by LHG affiliate Eu-
ropean Cargo Logistics (ECL),
whose managing director Jörg
Ulrich remarked:“With this new
rail connection we can offer our
customers another alternative for
environment friendly and effi-
cient transport via Lübeck. On
this route, a load of 26 tons pro-
duces 426.7 kgs of CO2
by truck
and only 128.1 kgs by rail. This
is a reduction of 70%.” Tobias
Behnke, ECL’s intermodal serv-
ice manager,added that the com-
pany hopes to increase frequency
to two pairs/day in due course.
ECL already operates a service
between Lübeck andVerona,on a
five pairs/week basis, in coopera-
tion with DHL.The rail traction
contractor on this route is ERS
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17_WCN_May_2013.indd 1 10/06/2013 15:05:56