In this edition, we focus on expansion and diversification; APM Terminals preview their new capacity-boosting STS crane; and we interview the CEO of the Port of Salalah, Peter Ford.
Papers in this edition:
The humble storage terminal has long been an essential part of many organizations operating out of ports around the world. However, many view these facilities as a ‘non-strategic’ element of the business, perceived more as a warehouse to store finished product, and not as a potential profit centre. While perhaps not unexpected, this view consequently means many sites have remained bereft of significant capital investment for many years, resulting in an overwhelming number of facilities running on technology and equipment that is, in many cases, long past its best.
An overview of the engineering, procurement, and construction management solutions implemented at the Port’s new cement facility
When DP World Aden Port decided to upgrade and refurbish their tractor fleet, they selected Portunus Port Spares and Service from Turkey for the job. The aim of the upgrade was to ensure that the terminal was well equipped to service larger vessels, and that trailered cargo was handled efficiently. By doing so, they would increase their handling capacity, and meet the needs and demands placed by these vessels.
Each working environment is different, with special requirements and conditions, and end-users with different needs. This is why Ruukki uses virtual 3D modeling to make a systematic analysis of ergonomics during the design phase of each cabin project. The end-result is a high-class cabin environment that delivers excellent end-user experience and enhanced operator commitment.
The USACE has developed & implemented a new process for collecting data on NPIs
Overly complicated communication systems can be more of a hindrance than a help to ports – the answer is simple but effective. Ports are in a high stakes information game where great communication improves a port’s attractiveness. Great communication allows the port to provide effective and efficient service to their customers and stakeholders. Ports have an abundance of information needs and demands that, if taken care of, can result in optimal operational processes.
Water Injection Dredging (WID) can provide a cost effective means of clearing unwanted sediment from docks, harbours and marinas, and can be particularly effective where complicated berth infrastructure or pontoons make conventional dredging difficult.
Hydrotechnik Lübeck has a long construction record for different applications of air in water, and has participated in all offshore sound mitigation tests carried out in German waters. What follows is an abstract of the report of the test done in winter 2010 with 300kg mines.
The Port of Eemshaven is located in the northeast of the Netherlands, and has undergone extremely rapid development since 2002. This seaport and the seaport in Delfzijl are both managed by Groningen Seaports. In 2002, Groningen Seaports decided proactively to create a wharf facility at Julianahaven. This investment decision heralded a turbulent period of growth. Holland Malt, a consortium of beer brewer Bavaria and Agrifirm, decided to establish its business here during construction of the wharf, which was followed each year by more new companies.
With the increase in vessel size, the question is whether the risks associated with LNG carriers maneuvering in confined water also increase. To gain greater insight into those risks, recent studies executed for several new and existing LNG terminals throughout the world include a combination of quantitative risk assessment and real-time simulations. In general, these studies are executed for the largest LNG carriers sailing worldwide.
Fully electric operation of cranes at container terminals is the most environmentally friendly means of operation compared to other power sources (read fossil fuels). Making that statement today is not especially provocative, and for some years now in our industry we have seen a trend for electrifying machines that have traditionally been diesel-powered, such as RTGs.
The humble storage terminal has long been an essential part of many organizations operating out of ports around the world. However, many view these facilities as a ‘non-strategic’ element of the business, perceived more as a warehouse to store finished product, and not as a potential profit centre.
Over the last decade demand on the world’s ports has significantly increased, especially for both coal and iron ore export terminals. In an attempt to maximize exports, many port operations have transitioned to a just-in-time delivery operation.
In 2005, a forecast of container trade growth found that global containerisation should almost double in the coming decade, with container throughput in North America expected to increase by 75 per cent. Much of the anticipated growth comes from increased trade with China and other Asian nations. Container ports can be seen as gateways that connect continental trade corridors with the global marketplace. This article will outline international trade trends and the opportunities and challenges facing North American ports. The development of gateways and trade corridors is also considered, along with the impact of container trade growth on ports.
The Port of Cork is a key seaport in the south of Ireland, offering all six shipping modes: lift-on lift-off, roll-on roll-off, liquid bulk, dry bulk, break bulk and cruise. Over 3,000 ships and on average 10 million tonnes of cargo pass though the port each year, making it one of the busiest ports in Ireland. Due to its favorable location on the south coast and its modern deepwater facilities, the Port is ideally positioned for European trading, as well as direct deep-sea services.
Every year the world container ship fleet comprises more and more ultra-large container vessels. Only five short years ago, the number of ships in the world with more than 10,000 TEU capacity was zero; today there are 73, and by 2012 the number will have more than doubled to 180. Time is money for these large ships, and consistently higher berth productivity through increased crane intensity and greater planning flexibility offers potential to reduce port time for these large ships by up to 50 percent.
Maersk Line is the liner shipping arm of the A.P. Moller – Maersk Group, and is the world’s leading shipping company. The Maersk Line fleet comprises of 500 vessels while the total container fleet totals over 3,200,000 TEU. Maersk Line is, of course, a customer that any ambitious Port Authority or terminal operator would love to have calling at their facility – so who better to tell us about the key factors that influence their terminal selection process than the Line itself?
“The Port of Salalah is a little bit different from other ports because we’re a public-private partnership, and we’re kind of the Port Authority as well."