US-built box crane - WorldCargo News Online

WorldCargo
SEPTEMBER 2005
news
WWW.STEELBRO.COM
US-built box crane
The US Port of Umatilla, Washington
State, has recently taken delivery
of a widespan gantry crane
for barge and landside handling
from Ederer cranes of Seattle. It
was fabricated at Ederer’s facility
in Seattle and is thought to be the
first container crane manufactured
in the US for a number of years.
Ederer has a long history in crane
fabrication and in 2003 was purchased
by PaR Systems, a specialist
in robotic and remotely-controlled
industrial cranes.
The crane construction is
Ederer’s favoured single girder
torsionally loaded design with a
total span of 300ft (200ft rail span
with 50ft cantilevers). The single
box girder is of 6ft x 12ft construction
with the trolley suspended
over one side. The drive
system was engineered by Ederer
from Siemens dc components and
includes 12 x 40hp motors for
gantry travel and two for trolley
travel. Maximum gantry and trolley
speeds are 300 ft/min. Hoist
capacity is 52 tons and a Bromma
20-40ft spreader is fitted.
Ederer has long believed that a
single girder is a stronger, safer construction
than a lattice boom and a
single leg means cantilevers can be
incorporated without having to
splay the legs past the width of a
40ft or 45ft container. However, the
design is heavier (450 tonnes in this
This is thought to be the first rail-mounted container gantry crane to have been
built in the USA for a number of years
case) than a lattice construction and
wind loads are higher.
Ederer’s crane segment manager
Neil Skogland says that ports
and consultants in the US are starting
to come around to the idea of
widespan cranes, both for river
port applications like Umatilla and
container yards at larger terminals.
The crane and associated civil
works were funded by two separate
grants totalling US$3.8 mill
from the Federal Railroad Administration.
Umatilla’s general manager
Kim Puzey said US$1 mill
was spent on site preparation,
crane rails and electrical equipment
and US$2.8 mill on the
crane itself.
Umatilla is a feeder port to
Portland, at the head of the Columbia/Snake
river barge system,
and has traditionally handled
about 100 containers/week. Shipments
have been flat since steamship
service was suspended by two
carriers at the Port of Portland,
noted Puzey. However, Portland’s
prospects received a major boost
when funding was secured for the
long-debated Columbia river
dredging project.
TERBERG RORO- AND TERMINAL-TRACTORS
FOR HANDLING HEAVY TRAFFIC WITH TOTAL
CONFIDENCE
Work starts
at Carmel
Construction work has begun on
Israel’s Carmel Port, which will
come under the administrative
umbrella of Haifa Port Authority.
The initial development comprises
a 700m long quay dedicated
to container handling, although
other existing port areas will also
be upgraded.
The overall project has been
given an approximate cost of
US$266 mill, which will include
infill, the construction of new
quays, reinforced infrastructure
beneath the water, drainage and
new communications systems. The
initial phase is due to open within
four years.
The decision to undertake the
Carmel Port development project
has been prompted by the need
to modernise facilities at the Port
of Haifa. Above all this means
providing sufficient draught to
accommodate the largest container
vessels afloat.
Port authority CEO Amos
Uzani believes that Haifa/Carmel
could function as a gateway port
for neighbouring Jordan, Iraq and
Palestine. He was unable to give
a firm timetable for three planned
additional construction phases at
Carmel, although the port master
plan suggests these are due to
be implemented by 2030.
Phase 2 will involve the construction
of a new breakwater, as
well as additional berths, while the
third stage of construction will
consist of a chemical and hydrocarbons
terminal, which will be
built on reclaimed land.
The final stage will see additional
container handling capacity
introduced. A new airport is
also to be built adjacent to the
maritime port.
Liebherr for Gdansk?
It is understood that Liebherr
Container Cranes is likely to be
awarded a contract for three post-
Panamax container cranes for the
first phase of the new deepwater
container terminal and ro-ro berth
in Poland’s Port of Gdansk. As previously
reported, this project is
being run by the DCT Gdansk SA
consortium. A Letter of Intent is
due to be finalised shortly.
Should the LoI be converted
to a firm order, a question arises
as to whether Liebherr would assemble
and erect the cranes from
large pieces on site, as per its normal
practice with ship-to-shore
cranes, or take advantage of the
Liebherr group’s new fabrication
plant in the Port of Rostock.
This purpose-built facility has
its own waterside load-out capabilities,
enabling it to offer lower
overall transport costs. It occupies
220,000 m 2 and is geared for production
of large and oversize machinery
components and parts.
Production commenced in
March this year. At present there
are 160 permanent and 50 temporary
posts and more workers are
being trained in the main harbour
mobile crane/shipboard crane
plant in Nenzing, Austria.
In early September the first
Rostock-built, portal-mounted
Crane pieces being shipped from
Rostock to Venezuela
cranes were loaded for a customer
in Venezuela. Packed in 62 cases,
three cranes of the shipboard type
CBS 3100-60 fitted on railmounted
portals (TCC) were
loaded on board Onego Shipping’s
ONEGO VOYAGER.
Liebherr has supplied a
number of such cranes in South
East Asia (Vietnam, Indonesia), but
these are the first of their type in
South America. They are deemed
particularly suitable for ports and
shipyards with limited space and
limited ground loads.
● Liebherr has won an order for
one ship-to-shore contaner crane
from the Port of Lyttelton, New
Zealand. The crane will have a
46m outreach (16 rows), 19m rail
gauge and 14.5m backreach. Lift
height is 34m and capacity under
the spreader is 60 tonnes for
twinlift operations with a separating
type twin spreader.
In the past few years Liebherr
has supplied container cranes to
Wellington (two) and Tauranga,
and the group’s biggest harbour
mobile crane, the LHM 500, was
first supplied in New Zealand as
well, with two units going to
Primeport (Timaru) in 2002.
Terberg RoRo- and Terminal-Tractors:
• Powerful 4x4 and 4x2 drive lines
• Up to 250 ton Gross Combination Weight
• Up to 45 ton lifting capacity
• Robust chassis construction
• Maintenance friendly engineering
• Low exhaust emission
P.O. Box 2, 3405 ZG Benschop (Holland)
phone (31) (0) 348 - 459211 telefax (31) (0) 348 - 451934
e-mail: info@terbergbenschop.nl
internet homepage: www.terbergbenschop.nl
China Shipping joins
box building ranks
China Shipping Group formally
opened its new dry freight container
manufacturing facility in
Lianyungang on August 16th,
marking the company’s entry into
the box building market (see
WorldCargo News March 2005, p1).
A joint venture between China
Shipping and its Hong Kongbased
affiliate Dong Fang International
Container Co Ltd, Dong
Fang International Container
(Liangyugang) Co Ltd (DFICL) is
located on a 29,000 m 2 site in the
Lianyungang Economic and Technical
Development Zone adjacent
to the Lianyungang container
port. Total investment in the plant
is put at US$50 mill.
Annual capacity in the first
phase is 150,000 TEU, comprising
a full range of 20ft, 40ft and
45ft high cube equipment.
The DFICL opening ceremony
also saw the signing of a
Letter of Intent by China Shipping
and Interpool/Trac Lease for
the estabishment of a chassis/
trailer manufacturing facility adjacent
to DFICL, while the company
is also reported to have
signed an agreement with
Singamas for a 10,000 unit/year
reefer box plant at the same site.
DFICL would appear to be the
first stage in China Shipping’s
plans to establish a network of box
building facilities in the key areas
of China to enable it to offer
multi-factory delivery options.
The next phase will see a new
dry freight plant established in the
Jinzhou Economic and Technology
Development Zone in Liaoning
Province in north east China in a
joint venture with Singamas and
British Virgin Islands-based Orient
International Container Ltd. The
Jinzhou plant will have a similar
150,000 TEU/year capacity and is
slated to start operations in the third
quarter of next year.
According to informed
sources, China Shipping has also
earmarked a site for a third dry
freight plant near the new Nansha
Port in Guangdong Province to
cover the south China area.
Meanwhile Singamas is continuing
to add to its own box
building infrastructure. In addition
to a new 150,000 TEU/year facility
in Huizhou, Guangdong,
the company has announced that
it is building a new 100,000+
TEU/year facility in Ningbo.
Both new plants are scheduled to
start operations 2Q 2006.
IN THIS ISSUE
NEWS
New generator controller 2
Paolo de Nicola problems 5
APMT for Dunkirk 9
Patrick/FCL deal nixed 19
Gateway fleet sold 22
PORT DEVELOPMENT
Katrina special report 24
NAWC ports review 25
Göteborg’s strategic plan 29
ROLL-ON/ROLL-OFF
TTS sets out its stall 31
It’s a tough road by sea 33
Cobelfret to buy Simon? 33
Höegh Autoliners grows 35
CARGO HANDLING
Paper clamp update 36
Robot paper terminal 37
Eastern reach stackers 39
Spreaders on a high tide 44
REEFER INDUSTRY
Scrolls make ground 47
New lessors join the fray 52
TANK CONTAINERS
Customised components 53

WorldCargo
news
Navis wins APMT deal Nuctech
Navis has been selected as the software
provider for APM Terminals
North America’s new terminal in
Portsmouth, Virginia. As previously
reported, this terminal is widely understood
to be the first in the US
to feature fully automated yard
cranes but AMPT is still being cautious
about how it deals with the
issue of automation publicly.
In a statement Navis said that
it will “optimise the container
handling operations at APMT’s
new state-of-the-art Virginia terminal
…the Virginia terminal will
set a new benchmark in the container
handling industry, establishing
new performance standards
and methods of operation.”
Navis has experience with automated
stacking cranes at ECT in
Rotterdam where it has adapted
SPARCS and other Navis products
for an automated site, including its
yard vehicle optimisation product,
PrimeRoute, for AGVs. At Virginia
APMT will also need extensive
customisation and will “rely on the
Navis team of experts to configure
the Navis standard product suite to
meet the new terminal’s specific
operational challenges.” Rail and
gate requirements are also extensive
as the terminal will have a 24-
lane gate complex, expandable to
32 lanes, and an intermodal yard
with up to 12 tracks.
Navis also reports a significant
milestone for its distribution yard
software - DC Flow. Launched just
over two years ago DC Flow is
now live at over 100 sites worldwide
and Navis has signed contracts
for a further 41. Distribution
centres (DCs) have traditionally
used warehouse/inventory
management software, but Navis
has successfully crossed into the
market by applying its expertise
in container terminal management
to the dock and yard areas
in DCs to improve goods flow.
Navis CEO John Dillion says
DC Flow offers a superior return
on investment because it uses Navis’
optimisation technology whereas
competing products “only provide
simple visibility and automation,
and therefore do not yield equivalent
ROI.” Clients so far include
major US retailers such as Wal-
Mart, Kroger Inc and Dot Foods.
for Itajaí
The Brazilian Port of Itajaí has
taken delivery of a mobile container
scanning device built by
Chinese manufacturer Nuctech.
Nuctech has successfully exported
scanning devices to a
number of ports and terminals in
different countries (see WorldCargo
News February 2005, pp51-52),
but this is believed to be its first
installation in Brazil.
The MT123 LT X-ray unit has
been acquired by the port’s container
terminal operator, Teconvi,
and should speed up clearance of
containers identified by US government
agencies as requiring examination.
At present, this can take
anything between 72 and 96 hours
once all procedures have been
completed. With the new technology,
this process will now take only
15 minutes.
The machine has been acquired
as part of the US port security programme
drawn up by the Department
of Homeland Security.
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The Port of Djibouti
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WiikHall 20 x 36 m
Bulk Storage
WiikHall 40 x 44 m
Warehouse
WiikHall 40 x 150 m
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WiikHalls have been installed in more than 50 countries.
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Gottwald Port Technology has received
its first order for harbour
mobile cranes from Thailand - two
100 tonne HMK 260 Es have been
ordered by the Ngow Hock Group,
for operation by Thai Prosperity
Terminal Co Ltd (TPT) at its private
wharf on the Chao Phraya
River, Bangkok. Customers here
include Regional Container Lines,
which belongs to Ngow Hock.
The TPT quay structure has a
restricted loading capacity and
Gottwald met this challenge by fitting
the chassis with six axles instead
of the usual five. It is also
providing TPT with a customised
service package.
The cranes were shipped from
Düsseldorf on 21 July and are
scheduled to be commissioned
this month. They will be able to
handle fully-laden containers in an
operating window of 10-11 container
rows across the vessel, can
be refuelled during operation and
are fitted with Gottwald’s
Visumatic control system.
Elsewhere in the SEA region,
Gottwald recently won two new
CARGO HANDLING NEWS
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These two Gottwald HMK 280Es are operating in the Port of Jakarta
customers in Malaysia. Miri Port
Authority ordered an HMK 260E
and Sabah Ports Sdn Bhd, a
wholly-owned subsidiary of Suria
US-based Industrial Power Systems
Inc (IPS) has introduced a
new variable speed generator
(VSG) controller designed for use
in the marine terminal industry.
The VSG controller can be
applied to any cargo handling
equipment powered by engine
generator sets, typically RTGs and
the new generation of dieselelectric
straddle carriers, but also
some ship-to-shore cranes and
harbour mobile cranes.
According to IPS president
Bill Young, the controller is the
“most cost-effective tool available
today to curtail harmful air emissions
produced by port equipment,”
as well as providing significant
fuel savings and a number
of other cost saving benefits.
Terminal operators are under
pressure to reduce emissions from
cargo handling plant. A number
of new initiatives have been developed
including cleaner burning
engines, alternative fuels and
machines designed to operate
within US Federal guidelines.
Many waterfront employers have
faced engine change outs on 3-4
year old equipment, says IPS.
“The ultimate goal is to eliminate
the discharge of harmful substances
into the atmosphere but
that will take years,” said Young.
“To date our data indicate that
the VSG controller is a large step
in the right direction.” It is designed
to reduce exhaust emissions
by up to 40 per cent, cut
fuel use by a similar percentage
and reduce engine noise by as
much as 50 per cent.
IPS also claims that the controller
will reduce wear and tear
on the power pack, extend maintenance
intervals and virtually
eliminate “wet stacking,” the phenomenon
that creates carbon
build-up from running at peak
rpms without a load.
The concepts guiding the development
of the new VSG controller
have been around for 25
years but until recently, adds the
company, the “packaging that
would allow it to function efficiently
had not been cost-effective.”
IPS developed the design in
co-operation with Youtility Inc
Capital Holdings Bhd, ordered
two HMK 170Es to boost its container
handling capacity at Kota
Kinabalu Port in Sabah.
New variable speed
generator controller
and began marketing after the
award of full patent protection.
It claims that the response has
been extremely enthusiastic, particularly
from operators on the
USWC port range. The primary
targets are RTGs and quayside
cranes powered by on-board diesels
and generator sets. Engine
type, governor set-up and fuel are
not an issue, says IPS, as the controller
can be programmed to
function in any application.
The package measures around
24in deep by 30in wide and 48-
60in high and can be mounted
in almost any orientation. The
units are enclosed in a Nema 4
epoxy-painted, marine duty cabinet
and mounted as close to the
generator set as possible. Sizes are
available up to 2 MVA.
The VSG allows the genset to
respond to machine operations
based upon the electrical demand.
It provides a speed control signal
to the governor of the generator
to reduce its speed to a level between
700-1800 rpm depending
on electrical load, from the normal
constant 1800. The generator
governor is not modified.
In fact, the VSG can be taken
off-line with the flip of a switch
to bypass it. All engine and generator
protective control and
power circuits are retained. Most
of the operating functions of shipto-shore
cranes and RTGs can be
completed at the 1200 rpm level
or lower. The operator has no
knowledge of any changes in
power supply with the exception
of the fluctuation of the engine
speeds and noise reduction.
VSG allows the engine generator
set to increase speed without
lag to full operation (100 per
cent of capacity conditions) in less
than one second by storing electrical
power in the form of capacitors.
It has a 200 per cent
overload factor built in to compensate
for block loading - the
application of a large electric load
very suddenly.
IPS is currently scheduling
EPA testing for product certification
and is arranging government
funding for equipment
owners who install the product.
2
September 2005

CARGO HANDLING NEWS
E-One RTGs for S America...
Kalmar Industries has reported an order
for eight all-electric E-One RTGs from
Sociedad Portuaria Regional de
Cartagena (SPRC) in Colombia and four
to Hutchison’s Buenos Aires Container
Terminal Services SA (BACTSSA) in Argentina.
The units will be delivered in
mid-2006. The orders, say the company,
strengthen its position as the market leader
in RTGs in South America.
The Kalmar E-One RTG was
launched in January this year and, as of
this month, had achieved more sales (>50)
than the previous RTG model during the
whole of 2004.
SPRC’s 8-wheel, 6+1/1 over 6 E-
Ones, slated for delivery in summer-autumn
next year, will be equipped with
Kalmar’s Remote Machine Interface
(RMI), a tool for remote machine monitoring,
maintenance tasking and reporting.
They will also be fitted with Kalmar’s
Smartrail autosteering and container position
verification system.
SPRC, which already operates four
Kalmar RTGs, was the first operator in
the region to acquire Smartrail, in 1997.
BACTSSA’s 8-wheel units, slated for delivery
in mid-2006, stack 6 + 1/1 over
5.1 over 5 high. BACTSSA is also familiar
with Kalmar’s equipment, having taken
delivery of its first two RTGs in 1998.
Five Kalmar RTGs, also fitted with
Smartrail, have just been delivered to
Santos Brasil SA in Brazil. Other deliveries
in the pipeline include three RTGs to
Terminal de Contêineres de Paranaguá
and, in Chile, two E-One RTGs to Terminal
Pacífico Sur Valparaíso SA.
● Kalmar Industries has booked an order
for a post-Panamax crane from Bristol
Port Company plc (BPC) for installation
at its Royal Portbury Dock facility. The
45m outreach (17-wide) crane has an
SWL of 40 tonnes under spreader (60 tons
under hook), lift height of 36m/15m, rail
span of 20m and backreach of 16m.
The design is similar to the one recently
delivered to ITR Rotterdam, with
single box girder boom and semi-rope
trolley. It will feature electronic anti-sway
and Kalmar’s RMI (remote monitoring
interface). Hoist speeds are 60m and 120
m/min and trolley speed is 180 m/min.
Kalmar adds that it will bid for the
deepsea terminal which BPC wants to
build (see WorldCargo News June 2005, p7)
and will offer support for the various alternative
terminal layout and design concepts
through Kalmar Terminal Development
and its simulation products.
● Kalmar has received an order for 24 3-
high “E-Drive” straddle carriers from
Hamburg operators. Fourteen machines
will go to HHLA’s Container Terminal
Burchardkai GmbH and 10 to Eurogate’s
Container Terminal Hamburg GmbH.
The first units will be delivered at the end
of 2005, with completion scheduled for
next spring. The orders are the first for
7th generation electrical winch machines
from both HHLA and Eurogate. All the
machines will be equipped with righthand
side-mounted front cabin, noise isolation
and several driver assisting features.
TMEIC GE Automation Systems has
launched a new generation of DC
drives, called TM-DC, incorporating
technology from each of its parent companies
(GE, Toshiba and Mitsubishi).
AC drives now dominate the crane
and process industries but there is still
demand for DC drives, particularly from
US crane users and for retrofit projects
where terminal operators want to retain
existing motors to minimise cost.
The TM-DC drive is available in
outputs from 400W and is available as a
freestanding panel, in a line-up with AC
thru bus, as a core drive, and as a legacy
drive retrofit package. It uses the same
WorldCargo
news
New generation DC drive
Toolbox software as all the TM drive
products and can be paired with TM
GE AC drives in a hybrid solution.
TM-DC connects with legacy GE
products on ISBus and shares common
electronic cards with the TM-10 AC
drive and the medium voltage Dura-
Bilt drive. Other LAN interfaces are
available
TMGE’s most recent crane project
is for P&O Ports Canada where it is
installing AC drives on existing quay
cranes and new ZPMC cranes and
RTGs for Centerm. The drives are all
full AC systems with TMD-10 drives,
and the GE Fanuc 90-30 PLC.
...Kalmar
for Muuga
Estonia’s Muuga Container Terminal
(MCCT) in the Port of Tallinn has ordered
two E-One all-electric RTGs and
two 1 over 1 Shuttle Carriers from
Kalmar. Once in operation in April 2006,
the shuttle carriers and 6 +1/4-high E-
Ones, both of which will be fitted with
Bromma Marthon all-electric spreaders,
will form the backbone of the handling
system at MCT’s new container terminal
extension, to be built on a 5 hectare expansion
site this winter.
Shuttle carriers were selected because
their ability to operate independently of
the RTGs should lead to a more efficient
work cycle. As well as being self-buffering,
the shuttle carriers require less manoeuvring
space than tractor/trailer sets.
The order list also includes one
ContChamp DRF reach stacker, which
will complement the Kalmar fleet of reach
stackers and terminal tractors already in
operation. The existing terminal will continue
working with reach stackers.
Lack of space and the need for high
productivity were the main reasons behind
the decision to combine RTGs and shuttle
carriers. “We are convinced that, as our
volumes grow, we can further develop this
new operating concept to ensure high levels
of productivity for the future,” said MCT
chairman Sergei Artjomov.
Because of the shape of MCT, the
driving distance from the quay to the
stacks can be up to one kilometre. As such,
terminal tractors with multi-trailer sets
will continue to handle transport between
the quay and stacks.
MCT is thus not only the first Baltic
terminal to combine shuttle carriers and
RTGs, it is also believed to be the first
operator anywhere in the world to combine
shuttle carriers with tractor/trailers,
rather than acquire the former in order
to replace the latter.
But Artjomov adds, “If our plans to
develop the terminal further proceed as
planned, the facility will expand on reclaimed
land in front of the quay. This
will shorten the distance between the
quay and the stacks and will enable us to
introduce shuttle carriers there as well.”
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September 2005 3

WorldCargo
news
Teufelberger adds
new hoist rope
Austria-based rope maker
Teufelberger has introduced a new
hoist rope, TK 16 Evolution, to its
Perfekt range of heavy duty crane
ropes. According to the company,
observation of market and technological
developments has
showed that wire rope products
are facing new requirements and
challenges and the new product
is its response.
A new rope structure combined
with Teufelberger’s Superfill
compacting technology are
claimed to provide the highest
4
WorldCargo
The new ropes are said to be wellsuited
to multi-level winding
breaking forces worldwide for any
strand-compacted rope design.
Torsional behaviour characteristics
are also said to be excellent facilitating
easy and safe handling of
unguided loads.
The new design is capable of
absorbing high dynamic forces
and its elasticity makes it suitable
for multi-layer winding. It is
availabe from Teufelberger from
October this year.
news
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TSB bags
Mombasa
Software solutions provider Total
Soft Bank (TSB) of South Korea
has won a contract from the Kenya
Ports Authority (KPA) to install IT
systems for the port of Mombasa’s
vessel traffic, terminal management
and planning software project.The
contract value is put at US$3.2 mill.
TSB will deliver an integrated
IT system at Mombasa and two
inland container depots in Nairobi
and Kisumu. TSB software will
manage all the port’s operational
areas with CATOS, TSB’s core TOS
for container terminals, installed at
thirteen berths and CCIMS (Conventional
Cargo Integrated Management
System) installed at seven
general cargo berths.
Harbour management, vessel
navigation and berthing will be
controlled by Marine, a new product.
TSB’s inland terminal product
(ODCY - off dock container yard)
will be installed at the depots in
Nairobi and Kisumu and will be
linked to CATOS.
This is the most varied list of
applications that TSB has implemented
at a single customer site and
the company said the combination
“will achieve the optimal process
for a multi-purpose terminal by
integrating container terminal operation,
conventional cargo operation,
marine operation and enterprise
resource planning systems.” A
similar set-up is underway in Oman
with Port Service Corp.
TSB won the Mombasa contract
ahead of eight other software
vendors and is expected to complete
installation by early 2007. “We
are delighted that KPA has chosen
to implement TSB CATOS, TSB
CCIMS, TSB Marine and TSB
ODCY in phase one,” said TSB
chairman J S Choi.
Private Hamburg terminal operator
Wallmann & Co GmbH,
whose regular callers include
Rickmers Pearl String service, has
taken delivery of a 140 ton LHM
500 harbour mobile crane from
Liebherr-Werk Nenzing, the biggest
harbour mobile crane in
Liebherr’s range. The investment
is understood to be in the range
of E3 mill.
The crane has a capacity (under
hook) of 140 tons up to 20m
outreach and 42 tons-51m and is
being supplied with an automatic
container spreader. Up to now
Wallmann has been able to make
lifts of up to 80 tons using two 45
ton cranes in tandem. Wallmann
has also acquired three heavy duty
Mafi trailers with an SWL of 150
tons.
Meanwhile, a Liebherr LHM
320 harbour mobile crane is the
main item in a new investent
package by the UK Port of Tyne
worth over £1.75 mill. Due for
delivery in the next few weeks, the
100 ton crane (the port’s third
such unit) is being supplied with
a 23 m3 grab to maximise its bulk
handling capability on the port’s
deep water river berth, Riverside
Quay. The other items being acquired
by the port are two Mustang
Skid Steers for bulk cargo
work and two more Terberg
RT222 ro-ro tractors.
CARGO HANDLING NEWS
LHM 500 for Wallmann
ESC in security deal
Marine Terminals Corp (MTC)’s
IT subsidiary Embarcadero Systems
Corp (ESC) has installed an ITbased
security platform at terminals
operated by MTC joint venture
companies in Los Angeles and
Long Beach - Total Terminals International
(TTI) in Long Beach
(MTC/Hanjin) and Seaside Transportation
Services (STS) in Los Angeles
(MTS/Evergreen).
ESC markets itself as a systems
integrator and has now launched
its “Secure Trade Solutions Practice”
- an advisory practice set up
to ensure that effective security
programmes for ports and port
facility operators do not have a
negative impact on their operational
efficiency.
For its clients in LA/Long
Beach ESC coordinated the grant
funding process and obtained
Transportation Security Administration
funding “in excess of double
that of their industry peers” says
ESC. The terminals installed systems
for perimeter monitoring, intrusion
detection and access control,
all tied to a central command/
control/communications station
powered by a security data management
system (SDMS).
ESC director of secure trade Ed
Schriger describes the SDMS as a
“policy management platform
to analyse data, video and input
from all of the monitoring devices
on the terminal (cameras, sensors,
access control readers, etc) that automates
alerts and notifications to
on-site security personnel as well
as remote security staff.”
CCTV cameras monitored
from a control room are commonplace
but the SDMS does much
of the monitoring automatically
using what Schriger describes as
“advanced data and video analytics
to detect anomalous behaviour on
the facility.” Once detected cameras
can zoom in on suspicious
activity and alert security personnel
automatically.
Data input from the monitoring
devices can also be used to automate
security workflow and improve
security system performance.
Access verification technologies
including biometric sensors, optical
character recognition, bar codes,
RFID and the prototype transport
worker ID card can all be integrated
with management systems. Schriger
says while its customers are not
currently making the most of integration
opportunities, ESC sees a
trend to a more integrated “cross
functional” approach where management,
HR, administration and
security systems are linked. “Ultimately,
the SDMS will be the engine
that can allow automated
interoperability and communications
with law enforcement and
first responder agencies in the event
of an emergency” he said.
September 2005

CARGO HANDLING NEWS
PIV introduces Posiplan reducers
PIV Drives has introduced a new range
of “ultra-compact” shaft-mounted gear
reducers for industrial applications, including
port cranes, crushers, belt conveyors,
bucket conveyors, screw conveyors,
etc, designated the Posiplan series.
These gearboxes, which are protected
by a specific patent, feature a combination
of planetary and helical/bevel helical
gears to take advantage of the strengths
of each technology: compact size, reliability
and easy maintenance.
The new series of lighter, more compact
reducers surpasses traditional solutions
for planetary and bevel helical gear
reducers and ensure shorter production
times and lower production costs, says PIV.
The design is based upon precise analyses
using finite element techniques and
3D modelling, thus ensuring that performance,
in terms of duration and silence,
was optimised at the “virtual prototype”
stage.
Advanced engineering techniques,
long experience and the use of high quality
parts from PIV Drives and its Italian
co-operation partner Brevini Riduttori
“have led to the creation of a product that
ensures high performance over time, a fact
that has been confirmed by tests that
simulate real operating conditions,” says a
company statement.
The main characteristics of the new
Posiplan series are:
● 10 harmonically developed sizes, from
3000 to 27,000 Nm of nominal torque,
five in the planetary helical version and 5
in the bevel planetary helical version. The
range will be expanded to include eight
more sizes for output torques of up to
67,000 Nm.
● In the planetary helical version, up to
four reduction stages and transmission
ratios up to i = 2000; in the bevel planetary
helical version, up to four reduction
stages and transmission ratios up to i
= 1100.
● Special seals (labyrinth seals or double
seals with separate grease-filled chamber)
that protect against lubricant leakage and
contamination.
● Output hollow shafts: cylindrical with
feather keyhole, cylindrical hollow shaft
for shrink disc, and splined shaft.
● Input versions with adaptors for IEC,
NEMA and hydraulic motors, flexible and
fluid couplings, clutches and torque
limiters, and belt couplings.
● Accessories such as torque arms, shrink
discs, backstops and brakes, oil filtering
and cooling systems.
WorldCargo
news
ZPMC books Wilmington
The Port of Wilmington, NC, is to purchase
four post-Panamax (18-wide) container
cranes from ZPMC, under a contract
approved by the NC State Ports
Authority Board of Directors. The contract
is valued at US$33.2 mill and the
cranes are slated for delivery in early 2007.
The cranes will have an outreach of
164ft (50m), a rail span of 100ft and lift
heights above and below rail of 120ft
(36.6m) and 45ft respectively. According
to the port, some specifications and
names of electrical and other key components
suppliers are still being finalised
(mid-September) so no more detailed
information is yet available.
The contract represents the single
largest ever equipment expenditure by
the NCSPA. The port already has four
50ft gauge container cranes and the new
ones will double capacity. Earlier this
year nine reach stackers were ordered
from SMV Konecranes (see WorldCargo
News, May 2004, p4) and berth improvements
and RTG purchases are in
the pipeline. “Our goal is to bring two
additional container lines to Wilmington
within the next 12 to 18 months,” said
CEO Tom Eagar.
A US$9 mill appropriation from the
NC General Assembly has enabled the
NCSPA to jump-start its expansion plans.
Receivers
in at Paolo
de Nicola
Italy-based crane maker Paolo de Nicola
SpA has gone into receivership. The company
seems to have been caught up in the
problems of its parent group, FLT builder
Lugli Carelli Elevatori, which declared
bankruptcy in June and is now in liquidation,
with some 140 workers upaid since
December 2004.
The receiver for Paolo de Nicola has
applied for court protection and is offering
unsecured creditors 30¢ in the euro in
order to maintain production at the
Citadella (Padova) plant .
Management at Paolo de Nicola has
already changed and it has passed into the
control of a group called Audaces, made
up mainly of entrepreneurs in the Veneto
region. About 60 per cent of the work force
has been laid off and there is concern that
too many valuable technical and commercial
personnel have been lost.
For more than 60 years Paolo de Nicola
has been a major name in bridge and viaduct
construction projectes around the
globe, with important commissions in Taiwan,
Korea, China and the USA.
In 1999, on the death of its founder,
the company was bought by Stradivari
Holding in Cremona (Mastagni brothers).
At the end of 2002 this holding also acquired
the Fratelli Orlandi Livorno naval
shipyard.
However, FLT builder Lugli was looking
to build a new pole for container handling
competence in Italy to rival Fantuzzi
group and CVS Ferrari. It targeted Belotti
(which ended up mostly owned by CVS)
as well as Paolo de Nicola, which already
had experience with large RTGs for cement
and other industries. It had also built
special straddle carriers for container handling
for French customers and had moved
into construction of cranes for ports and
shipyards - eg Livorno naval shipyard, Port
of Livorno, La Spezia Arsenal, De Poli
(Chioggia), Morini (Ancona). Subsequently
two straddle carriers went to a Dragados
operation in France and two RMGs were
supplied for Renfe’s new intermodal terminal
in Bilbao. Turnover grew to €45 mill
in 2003.
Last year Paolo de Nicola was appointed
exclusive licensee for Italy of Portainer and
Transtainer cranes by Paceco Corp, with
other areas on a case-by-case basis.
It is understood that a Letter of Intent
was signed earlier this year to supply PAT
Thailand with two Paceco Portainers for
the Port of Bangkok. The status of this deal
or the position of Paolo de Nicola as a
Paceco licensee is unknown at this juncture.
Paceco Corp declined to comment.
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September 2005 5

WorldCargo
news
AdBlue in Europe Santos selects Visy
Industrial Sensors
AdBlue, a generic name for the urea:water
agent mix for reducing diesel engine
emissions using SCR technology, is to be
made more widely available in Europe by
a Finnish producer, Kemira GrowHow
Oyj, which has reached an agreement
with a European chemical distribution
group Penta. Kemira’s product is known
as Greenox AdBlue.
As previously reported, AdBlue is
stored in its own tank in the vehicle. It
converts and reduces NOx and PM to
nitrogen and water, which are then emitted
from the vehicle exhaust. Most European
vehicle manufacturers have selected
SCR (selective catalytic reduction) technology
to meet the new Euro IV emission
standard for on-road trucks.
AdBlue is sprayed into the catalyst,
while expelling exhaust fumes from the
engine. Looking further down the line,
off-road mobile diesel engine plant limits
are due to converge with road limits
(NRMM UE 3B/US-EPA 4).
Local distribution channels of Penta
are: Stockmeier Chemie, Möller Chemie
and A&E Fischer Chemie (Germany),
Quaron-Group (Benelux and France),
Tennants Distribution Ltd (UK and Ireland),
and Quimidroga SA (Spain and
Portugal). The product was launched in
Finland earlier this year.
Industrial Safety Systems
We’ll bring your
containers into position.
Finland-based Visy Oy has been selected
by Santos Container Terminal to provide
its Visy Gate automated access control
solution based on its LPR (licence plate
recognition) and CCR (container character
recognition) systems. The operator
aims to enhance terminal security and
productivity and customer service, as well
as reduce operating costs.
“Our deployment of Visy’s LPR and
CCR solutions is an important step in
automating our gates with state-of-theart
technology that is easy to use and costeffective,”
said Ricardo Abbruzzini Filho,
IT manager at the terminal. “
Our laser measurement technology keeps an eye on the action! Whether for
positioning, volume measurement or collision prevention tasks: intelligent
sensor solutions from SICK help you avoid unnecessary inefficiencies during
container handling – and thus ensure significant competitive advantage in
inter national showdowns. More first-class perspectives at:
www.sick.com
Santos Container Terminal processes
around 1.4 mill in/out gate moves per
year. The company will begin utilising
the automatic LPR and CCR systems
in the fourth quarter of this year.
This is Visy’s first OCR deployment
in Brazil. “We look forward to demonstrating
Visy’s ability to deliver cost-effective
solutions that are flexible and scalable
enough to meet the needs of terminals
of all sizes, from the small and midsized
terminals to mega facilities,” remarked
Michel Demeyer, the company’s
international business development manager.
Auto Ident
SICK AG • Auto Ident • Nimburger Str. 11 • 79276 Reute, Germany • Phone +49 7641 469-0 • Fax +49 7641 469-1201
CARGO HANDLING/PORT NEWS
M, R & H Freiburg
New trailers
for Patrick
Australian stevedore Patrick has overhauled
its port services road fleet with the
delivery of 101 Freighter skeletal trailers,
manufactured by MaxiTRANS at its
Ballarat, Victoria, factory.
The single equipment order, featuring
a mix of lead, tag, drop deck, and retractable
trailers, has been rolled out from
July for delivery to terminals in Brisbane,
Sydney/Port Botany and Melbourne.
The skeletals will be used over short
haul box routes between on-dock terminals
and local warehouses, freight forwarding
depots and container parks and replace
a large proportion of Patrick’s current
rented fleet. The order included three
Super B-Doubles that operate under special
permits, allowing haulage of up to
two 40ft or four 20ft containers over short
distances in port precincts and on specified
public roadways, and seven B-Double
units specially designed to carry two
25 tonne containers per load.
Patrick says this is the first time the
company has sought to source units of
different operating requirements from a
single supplier. MaxiTRANS was able to
build and deliver the order within a relatively
short timeframe, and also provided
acceptable warranties and local service, repair
and parts support..
Low profiles
for Barca
The tender covering the concession for
the new container terminal at the Port of
Barcelona is being handled very quickly.
The award for the Prat Quay site is scheduled
to be made during the first three
months of 2006,to allow operations to
begin on time in January 2008.
The urgency largely reflects the congestion
being faced at the existing terminals,
operated by TCB and Tercat, which
has slowed down the rate of growth in
container traffic.
So far 14 companies have expressed
an interest in the project. The port authority
(APB) has made it known it would
like to see a major global operator in the
port, although the likely bids from Tercat
or TCB are expected to be strong.
The bid winners(s) will undoubtedly
want to install superpost-Panamax cranes,
but they are required to be low profile,
shuttle boom types as the new terminal
is directly beneath the flight path of the
adjacent El Prat International Airport and
this will add considerably to their cost. A
related concern is electrical interference
between the cranes and over-flying aircraft,
something which APB has been
studying with the national airports authority
(AENA).
APB posted a net profit of €29.1 mill
in the first half of this year, up 48 per
cent compared with the same period last
year. Its operating revenues increased 10
per cent to €64 mill, while an “austerity
package” cut costs by five per cent to
€35.3 mill.
● Dragados SPL’s Terminales del Sudeste
(TdS) in Málaga reports that its new
superpost-Panamax (22-wide) Portainer
from Paceco España has arrived in pieces
and will be ready by next March, when
the first extension of the berth to reach
520m with a depth of 16m alongside will
be completed. Installed annual capacity
will then be 400,000 containers and it
should reach 560,000 containers
(850,000 TEU) in July 2007 under the
agreed development plan. To date TdS
has invested €75 mill of the €110 mill
required under the terms of its concession
from the port authority.
● A group of self-employed truck drivers
in Bilbao is trying to put an end to
the monopoly on container road haulage
currently enjoyed by the Sintrabi
consortium at the Port of Bilbao. The
Cecotrans-Biz cooperative intends to
form a commercial organisation specifically
to compete for traffic in the port if
the go-ahead is given to allow competition
within the port.
6
September 2005

PORT NEWS
MSC to hub at Beirut
In what the Lebanon Daily Star says is
the first deal of its kind in the country,
MSC is to use the Port of Beirut as a
regional transhipment hub, feeding traffic
from the Far East for Turkey, Syria,
Egypt and other East Med destinations,
instead of using Marsaxxlok or Piraeus
for this purpose and cutting days off the
overall transport time - as much as 20
days (from 35 to 15), MSC’s regional
manager MSC Kheirallah al-Zein is
quoted.
“It is the first time that an international
shipping company has chosen Beirut
as a hub port,” said Elie Zakhour,
president of the International Chamber
of Navigation in Beirut. “This will definitely
increase the revenues of the port,
create opportunities for employment and
boost the Lebanese economy as a whole.”
The port handled 390,000 containers
last year, but the new agreement is
expected to increase this year’s figure to
450,000 containers, which Zakhour says
is close to installed capacitty.
As previously reported, the container
terminal is now run by Beirut Container
Terminal Consortium, made up of USbased
International Maritime Associates,
Mersey Docks & Harbour Company
from the UK and International Port
Management Beirut SAL.
BCTC recently “went live” with the
SPARCS operating system from Navis.
The fourth gantry crane from ZPMC is
slated for delivery this December and a
fifth has now been ordered for delivery
in October 2006. But the extra volume
presented by MSC surely still poses a capacity
problem.
Zakhour has called on the Lebanese
government to extend the 600m wharf
to 1900m, in order to be able to increase
annual capacity to 1,250,000 containers.
“The government should start acting
now as the expansion of capacity needs
two to three years to complete.”
He also claimed that “many other
companies have approached us for transhipment,
but we had to decline as we
lack the required capacity.” Ships in the
6-7000 TEU range cost US$90,000/day
to operate and operators are looking to
avoid delays caused by strong traffic
growth in the main Mediterranean transhipment
ports.
Traffic actually slowed down considerably
in Beirut after 14 February this
year when a former Prime Minister,
Rafik Hariri, was assassinated.
Singapore’s PSA International has offered
to buy the 10 per cent stake that conglomerate
China Resources Enterprise
(CRE) owns in Hongkong International
Terminals (HIT), informed sources said.
The stake has been valued at HK$1.6
bill (US$205 mill) by Deutsche Bank
analysts. Officials at CRE and PSA declined
to comment.
State-owned PSA already owns 20
per cent of HIT and 10 per cent of
COSCO-HIT, which it bought earlier
this year for US$925 mill from
Hutchison Port Holdings (HPH)’s
parent company, Hutchison Whampoa
(see WorldCargo News June 2005, p1).
HIT, the largest operator at Hong
Kong’s Kwai Chung container port, operates
12 berths and accounted for more than
half the port’s 13.4 mill TEU throughput
last year.
If successful, the purchase would be
PSA’s third acquisition in Hong Kong this
year. In February, it bought a 33.34 per cent
share in the one-berth Container Terminal
3 and an effective 54 per cent interest
in Asia Container Terminals (ACT), which
owns two berths at CT8-West.
Singapore has felt competitive pressure
from the new Port of Tanjung Pelepas in
WorldCargo
news
PSA seeks to raise HIT stake
neighboring Malaysia, which has lured
two of PSA’s largest customers - Maersk
Sealand and Evergreen Marine. PSA
hopes to regain lost business by increasing
its presence in China and capturing
some of the country’s booming external
trade shipments.
The company is currently engaged
in talks to partly finance the expansion
of Qingdao port, China’s third largest
container port, and is also among more
than 20 terminal operators bidding for a
stake in the second phase of Shanghai’s
new deepwater container port at
Yangshan islands.
Liverpool
in control
The safety and security of shipping moving
in and out of the River Mersey and
its approaches is to be enhanced by a
major upgrade and extension of the Vessel
Traffic Service (VTS) control system
at the UK Port of Liverpool.
The Mersey Docks and Harbour
Company has signed a new contract with
system suppliers NORCONTROL IT
Ltd of Bristol – the third deal since the
firm first provided a VTS control system
in 1986.
Installation of the latest equipment,
which will include a new main port radar
system in Liverpool, an upgrade of
the complementary radar system at Point
Lynas, Anglesey, and an additional radar
sensor for better coverage of the Eastham
and Garston Channels, will start in November.
The system is expected to become
operational in January next year.
Renewal of the hardware and software
for the VTS system will introduce
an vessel Automatic Identification System
providing a comprehensive range of
information onscreen about each ship as
soon as it enters the area of the Irish Sea
covered from the Mersey.
“This substantial further investment
will enhance safety, efficiency and security
of all shipping in the Mersey area,”
said Mersey harbour master, Captain
Steve Gallimore. “The new system will
give Port Control, which provides information
to all shipping in the sector,
with much clearer and uncluttered onscreen
images, allowing the operators to
respond and interact more effectively. It
also gives Mersey Docks a leading edge
system which can accommodate any future
advancements in technology or
changes in user requirements.”
NORCONTROL, which won the
contract in the face of international competition,
will provide a full technical
maintenance response to the demands of
a sophisticated system designed to maintain
effective cover even when key elements
are out of action.
RUN TO WIN
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They run longer, since on Bromma all-electric spreaders service
intervals are lengthened, and service time shortened. They run
smarter, since optional Bromma SCS 2 technology ensures higher MMBF
due to faster diagnostics, shortened downtime, and fewer change-outs.
They run cleaner since, by virtually eliminating hydraulics, BROMMA
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September 2005 7

WorldCargo
news
Bananas back in Rotterdam
After a gap of more than 20 years, banana
traffic has returned to Rotterdam in the
shape of a new weekly service by Dutch
reefership operator Seatrade. Some 1200
tonnes of palletised bananas and pineapples,
from Kingston and Port Antonio in
Jamica and Puerto Mimon in Colombia,
were unloaded from the first vessel to call,
CAPE PALMAS, by Seabrex at Rotterdam
Fruitport in the Merwehaven. The stevedore
could handle a total of 100,000
tonnes in the first year.
The traffic has come from Belgian
New Fruit Wharf (BNFW) in Zeebrugge
- it was BNFW Antwerp which won the
banana business from Rotterdam in the
8
Roll trailers with safety hooks
Other equipment:
first place. Seatrade, whose main European
commercial office is in Antwerp, says
it met no resistance from the fruit importers
when it decided to switch to Rotterdam
from Zeebrugge. Most of the bananas
are destined for Italy, Switzerland
and Poland and the pineapples are for the
Benelux area.
The Caribbean service is a combined
one of Seatrade and Jamaica Producers
and is operated by Seatrade using five of
its own vessels. In the past the ships unloaded
in Portsmouth and Zeebrugge and
then headed to Rotterdam solely on behalf
of EWL (Europa West Indies Lines)
in Rotterdam, in order to book cargo for
Goosenecks, up to 45 tonnes
Skeletal trailers with container guides, up to 60 tonnes
Multi-trailer systems, up to 60 tonnes
Skeletal trailer with Rockerbeams, up to 70 tonnes
Cornerless "bumpcar" with "Rockerbeams"
Cassettes for self-loading lifting trailers
Self-loading lifting trailers with cassettes,
up to 120 tonnes
Roll trailer with fixed gooseneck
the return leg to Curaçao, Aruba, Jamaica
and Costa Rica.
Hence dropping Zeebrugge for Rotterdam
is a cost-saving move. In Rotterdam,
the ships have to move only from
the Merwehaven (Lekhaven) to the
Gevelco terminal in the Waalhaven to pick
up cargo. The fruit is stored at the Ebrex
Bulk Terminal, as renamed by Seabrex
after the take over of the Kloosterboer
terminal, where there are separate compartments
to store different fruits at the
correct temperature.
● The refrigerated storage facilities in the
Russian Baltic port of Kaliningrad have
attracted the interest of Ecuadorian banana
shippers. The Baltic States and Poland
have toughened the operating requirements
at their seaports since joining
the EU and Latin American exporters are
looking at alternatives to traditional delivery
patterns.
Kaliningrad can currently unload one
ship per week and store around 10,000
tonnes of bananas per month in one of
its two cold stores. Capacity will increase
soon, however, as a third cold store with
a total area of 3780 m 2 is due to start up
in mid-October.
The high tariff rates of Lithuanian
Railways for transit cargo to the Russian
market via the Kaliningrad enclave make
the bananas more expensive then those
handled at St. Petersburg. However, the
low export price has still helped make
Kaliningrad an attractive alternative.
Used equipment available!! Ask for details.
PORT NEWS
New joint
venture in
Ningbo
Ningbo Port Group (NPG) has set up a
joint venture with Cosco Pacific, Orient
Overseas Container Line (OOCL) and
SDIC Communications to develop a fiveberth
terminal at China’s fourth largest
container port.
The company, in which NPG has 50
per cent stake, Cosco Pacific and OOCL
20 per cent each and SDIC 10 per cent,
will start by developing Berth 7 at Phase
4 of Beilun Container Terminal at a cost
of US$140 mill. It will be OOCL’s first
investment in a Chinese port.
The 310m berth, with a depth alongside
of 15m and back up area of 150,000
m 2 , will have annual handling capacity of
500,000 TEU. Basic construction work is
to be completed by the end of this year.
The other four berths will be built at
the adjoining Phase 5 of Beilun Container
Terminal, approval for which is awaited
from the central government. The investment
in the four berths, with quay length
of 1300m and annual handling capacity
of 2 mill TEU, is under negotiation.
Ningbo handled a record 4 mill TEU
last year, up 44 per cent, and throughput
grew 28 per cent to 2.31 mill TEU in the
first half of this year. Throughput is expected
to increase to 8 mill TEU/year by
2010 and analysts say existing facilities and
ongoing projects will easily satisfy future
demand. Nine berths are being built at
Phases 3 and 4, which will boost capacity
by 4.5 mill TEU, while China Merchant
Holdings International’s four-berth
project under Phase 5 will add another 2
mill TEU of capacity.
A joint venture of Taiwan’s Evergreen
Marine is building a two-berth terminal
at a cost of US$250 mill with an annual
capacity of 1 mill TEU, while ajoint venture
of NPG and Hutchison Port Holdings
is converting a one-berth coal terminal
into a container facility at Phase 2
next to Hutchison’s three-berth Ningbo
Beilun International Container Terminals.
Mediterranean Shipping Company is
building a two-berth facility in a joint
venture with NPG, which is expected to
come on stream this year.
Box scanner
for Batangas
The Philippine Ports Authority (PPA) is
going ahead with plans to purchase the
country’s first container scanner for the
recently completed Phase II of Batangas
port ,110 km south of Manila.
The main point under study is
whether to go for the gamma-ray or an
X-ray type (mobile or fixed). It looks like
the group will recommend the latter as it
has a penetration depth of 400mm maximum
versus only 136 mm in the case of
gamma-ray machines.
A PPA official says an X-ray scanner is
likely to cost US$5.35 mill, but the amount
can be covered by the balance from the
¥14.6 bill (US$131.7 mill) loan secured by
the Philippines government from the Japan
Bank for International Cooperation
to finance the construction of Phase II.
No public bidding will be conducted
as the ports agency will only be issuing a
variation order as part of the Phase II
project completed in July by Shimizu and
its local partner. The PPA will probably
take the same route for its plan to acquire
a vessel traffic management system for
Batangas following the recent installation
of a VTMS at Manila.
ICTSI had previously announced that
it would acquire at least four container
scanners for its Manila International Container
Terminal, but nothing more has been
heard about the plan. The only scanners
installed thus far at the port are three small
passenger luggage scanners purchased by
Asian Terminals, Inc for its South Harbor
domestic passenger/cargo terminal.
September 2005

PORT NEWS
APM Terminals for Dunkirk
The Dunkirk Port Authority (PAD) has
selected APM Terminals (APMT) to take
over the management of the NFTI-ou
container terminal. APMT was one of
four companies reported to have responded
to PAD’s tender for the
underutilised deepwater facility in the
western harbour, the others being DPI,
CMA-CGM and Australia’s IIM (see
WorldCargo News July 2005, p4).
APMT parent company AP Møller-
Maersk is already involved in Dunkirk
through ro-ro operator Norfolkline,
Maersk Logistics and DailyFresh Logistics,
while Maersk Sealand’s AE7 and TA3
strings call at NFTI-ou.
As previously reported, PAD has been
searching for a new partner at the terminal
since 2003, when IFB reduced its stake
by half in order to restructure its operations
in Belgium. At the time NFTI-ou
was set up in 2001, IFB owned 60 per
cent and PAD 40 per cent of the shares,
but reluctantly PAD had to increase its
stake to 70 per cent.
It is not yet clear what stake APMT
will take in NFTI-ou, but clearly PAD
wants to resume as a minority partner. It
says that the agreement with APMT leaves
open the possibility of other new shareholders
at NFTI-ou.
The terminal is expected to handle
around 220,000 TEU this year, compared
to 200,000 TEU in 2004. One of the
objectives of the agreement with APMT
Itapoá deal
Hamburg-Süd’s Brazilian subsidiary,
Aliança Navegação e Logística Ltda, and
Grupo Battistella have announced their
participation in the building of a new
container terminal in Porto de Itapoá in
Brazil’s Santa Catarina province. Aliança
and Battistella will invest 44 per cent of
the US$100 mill required to build the
facility, with the remaining 56 per cent
supplied by the Inter-American Development
Bank .
Tecon Santa Catarina (TSC), will be
constructed in the Bay of Babitonga near
the port of São Francisco do Sul. Container
traffic in the Santa Caterina region
has been growing recently by 15
per cent/year.
The 3-berth TSC is expected to become
operational by early 2007 and, with
depth of 16m alongside, will reportedly
be able to handle vessels with a capacity
of up to 9000 TEU.
In its first phase TSC will have installed
capacity to handle 300,000 containers/
year. Currently around 700,000 containers/year
are handled in São Francisco do
Sul, Itajaí and Imbituba.
Six companies have submitted request for
qualification (RFQ) documents to build
and operate a second container terminal
at Tuticorin port in south India.
PSA International. of Singapore in
association with South India Corporation
Agencies Ltd. (SICAL), its Indian joint
venture partner, would appear to have an
edge over other likely bidders as they already
operate the existing container terminal
at Tuticorin.
The other bidders are Chettinad Logistics
Pvt Ltd., Afcons Infrastructure in
conjunction with United Liner Agencies,
ABG Heavy Industries, Larsen & Toubro
Ltd and Oceanic Transport of the UK.
The Indian government’s policy is not
to allow a terminal operator to bid for a
second container terminal at a port where
it is already running the first terminal.
However, PSA-SICAL’s concession agreement
for the first terminal says it will be
allowed to bid for a second container terminal
at the port if the port authorities
decide to convert Berth 8 into a container
terminal (see WorldCargo News June 2005,
p10) and it is that berth that the Tuticorin
Port Trust (TPT) is offering for the second
terminal.
TPT believes a second container ter-
PAD is hoping that throughput at NFTI-ou will increase to 500,000 TEU/year by 2010
is to increase throughput to at least 0.5
mill TEU/year by 2010.
Priorities for investment include three
more post-Panamax gantry cranes, to station
along the deep water Quai de Flandres
extension and realise some of NFTI-ou’s
massive potential. Apart from its
infrastructural advantages (plenty of land,
easy ship access, deep berths, etc), NFTIou
is still unique in the context of French
maritime container terminals in that it
employs all its own crane drivers, stevedores,
technical and administraion staff
(hence “ou” standing for organisme unifié).
Six in for Tuticorin
PSA-SICAL, operator of the existing Tuticorin
Container Terminal, is the favourite to win
the bid for the port’s second terminal
minal is required at the port because the
first terminal may not be able to handle
the growing traffic. The existing terminal
has a quay length of 340m, which limits
the number of vessels it can receive. In
the year to last March, it handled 307,000
TEU registering a growth of 21 per cent
over the previous year.
Converting Berth 8 into a container
terminal is expected to cost Rs1.5 bill
(US$34.5 mill). Scheduled to be operational
by the end of 2006, it will have a
draft of 10.7m and a capacity to handle
450,000 TEU/year.
The new concessionaires in Le Havre
(Port 2000) and Marseille (Fos 2XL) have
been trying to achieve a similar set-up, so
that their expensive new cranes are not
dependent on port authority drivers and
maintenance regimes.
Although the AP Møller-Maersk group
obviously has opportunities for synergies
in lo-lo, ro-ro and inland operations in
Dunkirk, it is not clear how NFTI-ou fits
into the bigger picture as the group has
already taken over operation of the former
Flanders Container Terminal in Zeebrugge,
just 30-40 km along the coast.
Massvlatke 2 tenders
The Port of Rotterdam Authority (HBR)
has started to invite tenders for the design
and construction of Maasvlakte 2, its
new port site of (eventually) 2000 hectares
to be created alongside the current
Maasvlakte. To optimise the logistics of
this huge construction project and encourage
the most bidders, HBR will combine
a large number of operations into
one contract.
The tendering process is expected to
take up to two years and the identity of
the bid winner(s) must be known by summer
2007 along with those of the first
operators at the new facililities.
The Dutch government’s “studies” are
continuing. It has already agreed to contribute
€50 mill to preliminary work and,
once the project gets the definite goahead,
will put in another €450 mill in
exchange for a one third stake. The
Dutch Parliament, for its part, is still investigating
whether the HBR is a “reliable
partner.”
The contract which HBR wants to
award is of the design and build type. Key
elements include a 3000m long hard seawall,
the removal of the 800m long existing
hard seawall (where the ships will later
sail from Maasvlakte 1 to Maasvlakte 2
via the extended Yangtzehaven), construction
of 8000m of soft seawall (artificial
sand dunes), spraying on of 275 mill m 3
of sand (enough for the 700 hectares of
new terminals to be created in the first
phase) and dredging the harbour basin and
access channel via the Yangtzehaven.
As indicated, HBR wants to organise
first phase construction contracts and terminal
lease contracts more or less coterminously,
as a “launch customer” is a
precondition of construction actually proceeding.
In June, HBR reported that 15 companies
- virtually all of the major international
container terminal operators and
container shipping lines - had expressed
interest in operating a terminal there.
Of course, they include lines which
are currently customers of ECT. To guard
against future traffic losses, ECT is prepared
to offer exclusive berths and minority
shareholdings in any new concessions
it wins at Maasvlatke 2.
Fatality in
Tacoma
ILWU stevedore Kimberly Miles was
killed at the Port of Tacoma’s Pierce
County container terminal on August 13
when she was struck by a container falling
from a vessel while walking along
the dock.
Local media have published conflicting
reports on the cause of the accident
with some saying that a “crane malfunction”
knocked a container off a deck stow
and others suggesting the crane driver
had unintentionally hoisted two containers
coupled vertically, the bottom one of
which knocked another container off the
vessel as the trolley was travelling to shore.
Pierce County terminal is leased to
Evergreen (which owns the cranes at this
particular terminal) and is operated for
the carrier by Marine Terminals Corp.
The Washington Department of Labor
and Industries is conducting an investigation
into the accident and its report
has not been made public. However,
WorldCargo News understands that reports
of a technical crane malfunction are incorrect.
WorldCargo
news
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September 2005 9

WorldCargo
news
Mumbai dredging demand
Port operators and developers
who have been shortlisted to develop
and operate an offshore container
terminal at Mumbai Port
have come up with an unusual
demand: they want penalties to be
imposed on Mumbai Port Trust
(MbPT) if it fails to meet its commitment
to dredge the channels.
As reported in the July 2005
issue of WorldCargo News (p5), 11
companies have been shortlisted
for the project and they are expected
to send in their financial
and technical proposals before the
end of next month. The shortlisted
bidders include overseas operators
like P&O Ports, Dubai Ports International,
APM Terminals, Evergreen
Marine and Mitsui OSK
Line of Japan. Indian companies
in the race are Larsen & Toubro,
Adani Ports, United Liner Agency,
Gammon India and ABG Heavy
Industries.
MbPT has told the potential
bidders that they will have to pay a
penalty of Rs 2.5 mill (US$57,000)
Malaysia’s Port of Tanjung Pelepas
(PTP) has dismissed rumours that
Taiwan’s Evergreen Marine Corp,
its second largest customer, may
move back to Singapore to get
better service.
“As a multi-user terminal we
are committed to providing the
same high standards of service to
all our customers,” a PTP spokesman
said. “The size of one customer
does not impact on any of our other
customers.”
Some industry watchers have
Potential bidders for the Mumbai offshore terminal want dredging guarantees
per day if they fail to complete the
construction of the terminal within
the agreed time frame.
The bidders have little choice
but to accept the penalty clause,
but they have now demanded that
the concession agreement should
include a clause that MbPT will
be liable to pay damages amounting
to Rs11.97 bill (US$272 mill)
if it fails to dredge the channel to
alluded to Evergreen’s departure
because of the clout that Maersk
Sealand has at PTP with its parent
AP Møller-Maersk’s 30 per cent
equity stake in the facility.
Maersk Sealand moved its transhipment
business from Singapore
to PTP because it could not get
dedicated berths at the terminals
operated by state-run PSA Corp.
While officials at Evergreen’s
headquarters in Taipei declined to
comment, a Hong Kong-based
shipping executive dismissed the
PTP scotches Evergreen rumours
13m from 10.6m at present at Victoria
and Princess Docks.
The port trust has already said
it will be responsible for the
dredging work, but has not so far
accepted the penalty clause proposed
by the bidders,.
The port has been under pressure
to offer additional incentives
because the winning bidder(s)will
be competing against two established
container terminals at the
nearby Jawaharlal Nehru Port. No
financial proposals were submitted
in the first round of bidding
last December, but this time the
MbPT has offered its existing container
terminal at Ballard Pier to
the successful bidder for the offshore
terminal.
The offshore terminal, which
is expected to cost Rs10 bill
(US$227.5 mill), will be built in
two phases, the first seeing the development
of two berths capable
of handling 800,000 TEU/year
and the second phase involving
the construction of a third berth
to push capacity up to 1.2 mill
TEU/year. The successful bidder
for the first phase will also have
the first right of refusal to build
and operate the third berth.
● MbPT, which is planning to
modernise and mechanise operations
at its bulk terminals to fight
off strong competition from other
ports in India, has invited global
tenders for the development of a
dry bulk terminal at Indira Dock.
The terminal is being offfered for
a period of 30 years on a buildoperate-transfer
(BOT) basis.
speculation outright. “It looks like
PSA is spreading these rumours after
getting the service termination
notice from P&O Nedlloyd,” he
said. P&O Nedlloyd, a major PSA
customer, has been taken over by
AP Møller and is being merged
with Maersk Sealand.
“I don’t think AP Møller, as a
stakeholder in PTP, will be stupid
enough to force a large customer
out to get better service for
Maersk,” he said. “In any case, there
is enough capacity at PTP to accommodate
another 2 mill TEU of
business annually.”
Following the merger news,
PTP, which handled over 4 mill
TEU last year, announced that it
will build two more berths, increasing
their number to 10 and annual
handling capacity to 8 mill TEU.
On comments by some shippers
that PTP is facing capacity
constraints, the spokesman said that
because of high efficiency and productivity
levels, the port’s berth utilisation
rate is currently less than
55 per cent “There is no congestion
and there are no capacity constraints
at PTP,” he said.
Shareholders in Shanghai Port
Container (SPC), the listed subsidiary
of Shanghai International
Port Group (SIPG), have approved
a plan to dispose of the government’s
holdings in the company.
Holders representing 98.42 per
cent of the company’s tradable
shares voted in favour of the share
sale plan, SPC said.
SPC, 75 per cent owned by
SIPG, is one of the 46 companies
the government has selected to
take part in a pilot programme to
trim its stockholdings in domestically-listed
companies, which are
held in the form of non-tradeable
shares and make up two thirds of
the market capitalisation.
Small investors in SPC will
receive 2.2 shares from major
PORT NEWS
Green light for
SPC stock sale
shareholders for every 10 shares
they hold and receive Yuan10
(US$1.24) in cash for every 10
shares held.
Non-tradeable shares include
stock held by municipal, provincial
and the central government,
and so-called “legal person” shares
held mostly by state-owned companies.
Through these holdings,
the government controls most of
the 1380 companies that have
gone public by selling shares to
private investors.
The government wants to
convert non-tradeable shares into
common stock that can be traded
on the stock exchanges to replenish
the country’s pensions plans
and improve corporate governance.
Healthy Felixstowe
The UK Port of Felixstowe has
signed a landmark agreement with
Suffolk Coastal District Council’s
Port Health Authority, the local
agency responsible for the inspection
of food products coming
through the port, which sets out
a clear set of objectives and working
practices for the timely and
efficient inspection of containers
at Felixstowe.
A Joint Management Team
(JMT), comprised of department
heads from the Port of Felixstowe
and the Port Health Authority, has
been established and will evaluate
day-to-day performance and discuss
any matters arising at monthly
meetings. A Steering Committee,
made up of senior representatives
from both parties, has also been
set up, meeting quarterly to resolve
issues raised by the JMT and to
undertake a full annual review of
the agreement.
“This agreement is the culmination
of extensive discussions that
we have had with the Port Health
Authority over the past 12 months
on ways to reinforce and improve
the existing spirit of co-operation
and joint working,” said Duncan
Morgan, director of operations at
the Port of Felixstowe.
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PORT NEWS
Auckland cuts the glare
In many parts of the world ports
and terminal operators are under
pressure to cut “light pollution”
and save energy in the process and,
indeed, in some areas this is a major
priority ranking alongside
noise, air quality and other environmental
nuisances.
Philips has completed the largest
outdoor installation of its
OptiVision Floodlighting lighting
system to date at Ports of Auckland
Ltd (POAL) in New Zealand.
After an energy efficiency audit
identified lighting as an area where
the port could cut energy use,
Philips’ lighting engineers recommended
redesigning the port’s
lighting system and replacing 1300
older style floodlights with 670
new OptiVision asymmetrical
floodlights. These use the same
1000W metal halide lamps but
focus light much more effectively,
producing 10 times less light spill
outside the port area.
OptiVision features asymmetric
optics designed to achieve peak
intensity at 600 and a sharp back
light cut off of light at 800. Philips
NZ’s national sales supervisor Brian
Brandford explains that in the
POAL environment both horizontal
and vertical illuminance has
to be considered as truck drivers
and ground workers are looking
ahead while straddle crane drivers
are predominantly looking
down. Tests in an operational area
showed that OptiVision could
provide better light with fewer
lamps - lux measures increased
from 25 to 60 lux average.
Although “spill” outside the
port operational area has been reduced,
the main complaint about
Auckland’s existing lighting was
Nightscape of POAL’s Axis Fergusson container terminal before (above) and
after the Philips OptiVision installations. Note the marked reduction in
“scattering” above the light poles
glare, both from vantage points
looking over the port out towards
the water and from the north side
of the harbour looking towards
the CBD behind the port.
Reduction in glare is much
more difficult to measure but the
accompanying images show a visible
improvement and Auckland
City’s CBD projects team has
endorsed the upgrade, noting that
nightscapes are now much clearer
from main vantage points. The
port itself says the reduction in
glare has made berthing at night
easier for pilots and tug operators.
Philips was able to reuse existing
control gear, cabling and other
infrastructure and reduce the
number of lighting towers. The
project cost NZ$900,000 and
POAL expects to recoup this
within three years through a 15
per cent reduction in power consumption.
The energy audit also
identified that power usage could
be cut by a further five per cent
by installing power factor correction
equipment in the two main
substations at the port.
New landlords take office
Nigeria has taken another step in
its port reform programme with the
formation of the Lagos Ports and
Harbours Authority (LPHA) and
Niger Delta Ports and Harbours
Authority (NDPHA), which have
been set up in time to hand over
port control to the successful bidders
in the concession process.
The two authorities will be
regional regulators, acting as port
landlords and overseeing the work
of the concessionaires to be appointed
to manage the various
ports and terminals within their
jurisdictions. The LPHA and
NDPHA, which are staffed by
former Nigerian Ports Authority
(NPA) employees, are to finalise
the details of the contracts to be
offered to private sector bidders.
The creation of the two authorities
is part of the overall
shake-up of the country’s port
regulatory structure. The NPA will
PSA-HNN and a consortium of
K-Line, Yang Ming and Hanjin
(KYH) are forming a joint venture
company, Antwerp International
Terminal NV, to operate multiple
berths at PSA-HNN Deurganckdok
Terminal in Antwerp with effect
from next January.
The lines are long-standing
customers of PSA round the world
and the joint venture is an important
step, says PSA-HNN,in further
strengthening their partnership.
Antwerp will become the
European hub for KYH to handle
its rapidly expanding Far East-
Europe trade.
continue to act as the national
regulator and the federal government’s
watchdog for the entire
sector, as the government seems
to have reversed its original recommendation
that a separate
regulator should be set up.
The new authorities cover the
two most important shipping areas
in the country. The Lagos ports
of Apapa, Lagos and Tin Can Island
handle 70-75 per cent of all
Nigerian trade, while the
NDPHA will act as landlord for
the Port Harcourt ports that serve
the country’s large and growing
oil and gas sector.
● A scheme has been proposed to
open up the Port of Ikot Abasi,
which currently only serves the
aluminium industry, to the wider
business community (cf flour milling).
Ikot Abasi lies at the mouth
of the River Imo in the eastern
Niger River Delta. It is the only
PSA-HNN inks new
deal in Antwerp
PSA-HNN plans to invest
more than €500 mill in the next
five years to double its terminal
capacity to more than 10 mill
TEU/year at all its riverside terminals
in Antwerp - Europa and
Noordzee on the right bank as
well as Deurganck Terminal on the
left bank.
“This KYH-PSA joint venture
cements PSA’s long time business
relationship with KYH, and signifies
the beginning of a new partnership
to meet the changing
needs of KYH and its customers,”
said Pierre Timmermans, CEO of
PSA Europe.
port in Akwa Ibom state, although
the state contains three export
processing zones, and has served
the Aluminium Smelter Company
of Nigeria (ALSCON) since it was
completed in 1997.
Also in the Delta area, the federal
government is seeking to restart
construction work on the
Port of Onitsha. Work on the halfbuilt
facilities was suspended in
1983 following the change of government
but a site survey has revealed
that the original works can
be retained.
Luanda set to expand
The Angolan government hopes
that a fourth terminal can be developed
at the port of Luanda to
cater for the needs of the growing
oil and gas sector as part of
the modernisation of the entire
port. Much of the country’s infrastructure
is in a dilapidated
state after over a quarter of a century
of civil war, but it is believed
that a combination of donor support
and Angola’s growing hydrocarbon
revenues can fund the rehabilitation
of rail and port infrastructure.
The government and the
World Bank have carried out a
study to identify the best strategy
for modernising Luanda’s existing
facilities, improving port efficiency
and building the new terminal.
Large scale spending on cranes and
other machinery should comprise
a large proportion of the new investment.
The minister of transport,
Andre Luís Brandão, says that
the investment is required to at
least bring Luanda up to the standards
of Africa’s other main ports.
APM Terminals is now one
WorldCargo
news
year into the 20 year contract it
won to operate Luanda’s container
terminal. Under the terms of the
deal, the company must invest
US$55 mill by 2009 in increasing
the terminal’s capacity from
200,000 TEU to 300,000 TEU a
year. After improving the quay
area, the company is expected to
invest in new cargo handling
equipment, including one mobile
harbour crane and two gantry
cranes. However, APM has spent
much of the first year of its concession
removing wrecked vessels
from the harbour and dredging
both the harbour and the approach
channels.
September 2005 13

WorldCargo
news
14
Ghana row still rumbling on
GASCO (the Ghana Association
of Stevedoring Companies) is
appealing to a parliamentary
transport committee to open an
investigation into the award of the
concession to operate container
terminals at Tema and Takoradi
to the Ghana Ports Service Consortium
(GPS) last year.
The consortium consisted of
APM Terminals (APMT),
Bathgate Management Ltd,
Beckett Rankine Partnership,
Bouygues Travaux Publics, Mersey
Docks and Harbour Company,
Bolloré Group and the Suttons
Group, but the Ghanaian press
claims that only APMT and
Bolloré remain.
GASCO is aggrieved that the
Ghana Ports & Harbours Authority
did not include incumbent local
stevedores in the deal and claims
the concession process was not a
properly advertised and conducted
international tender. Furthermore,
it claims the concession is a bad deal
for Ghana that has effectively
handed 70 per cent of container
revenues, worth over US$32 mill
last year, to foreign companies.
GASCO says this is not justified
by investment as GPS is putting
up less than half the capital costs
of Phases I and II at Tema.
GASCO is also concerned
about APMT’s more recent concession
to operate the container
terminal at Apapa in Lagos, Nigeria,
where it says APMT is
pumping ten times more money
into a competing port.
With forest products remaining the
lynchpin of Lübeck’s ferry traffic,
Lübecker Hafen Gesellschaft
(LHG), the main port operator at
the city ports of Lübeck and
Lübeck-Travemünde is continuing
to expand capacity at the Skandinavienkai
in Travemünde and at
the Schlutup Terminal in Lübeck.
During this year and next some €84
mill will be invested in what is already
one of Europe’s largest ferry
terminals. “The extension became
necessary to meet the growing demands
of our customers and in order
to retain our position as a leading
German Baltic port in the future,”
said Manfred Evers, LHG’s
managing director.
Towards the south the 50 hectare
marshalling area at Travemünde
will be extended by 13.3
hectares and a second section of
15.7 hectares will be prepared so
that it can be brought into use
quickly when required. The railway
line between Lübeck and
Travemünde has already been relocated
and renewed and the road
link will be similarly upgraded.
To accommodate the next
generation of larger ferries, the roro
berths are being rebuilt and
enlarged. A new double deck ramp
is being installed at Berth No 6
and vessels up to 220m can be
PORT NEWS
Lübeck still expanding
LHG is continuing to invest heavily in Travemünde (above) and Schlutup
accommodated there. This is slated
to be ready by November, when
Finnlines’ new ferries with 216m
LOA 4200 lane/metres and capacity
for 500 passengers are due
to commence calls.
Work on a completely new roro
berth, No. 5A, is due to commence
this month and it will be
similarly equipped with a double
deck ramp. Able to accommodate
ships up to 250m and due for completion
by May 2006, the facility
Patrick rail boost
Patrick Corp has opened a new
A$10 mill rail terminal to serve its
principal East Swanson Dock facility
in Melbourne. The four-year
project, undertaken jointly with the
Port of Melbourne Corporation
(PoMC), involved the establishment
of separate rail spurs where
previously a single line served both
Patrick and the nearby Australian
Bulk Alliance grain terminal.
The upgrade involved the laying
of 1700m of new commonuser
track, signalling and sidings at
Appleton Dock, behind East
Swanson. The A$5.95 mill cost of
the work has been met by the
PoMC. Patrick has developed two
660m rail sidings, associated
hardstand and an office building for
the facility, which is expected to
handle 120,000 TEU in its first year.
The company is preparing to
spend a further A$7.8 mill on additional
infrastructure, including
warehousing and support facilities
will bring to nine the number of
ro-ro berths at Travemünde.
In Lübeck, meanwhile, a new
forest products shed is being erected
at the Schlutup terminal, from
where Swedish forest products are
distributed throughout Europe.
Shed capacity currently comes to
65,000 m 2 and around 1.2 mill
tonnes/year of traffic - unitised forest
products (cassettes, roll trailers),
trailers, HGVs and containers - are
moved over its two ro-ro pontoons.
on land leased from the PoMC.
The improvements will also cut
train dwell times at the busy
Footscray Road arterial crossing.
Due to a state government-driven
shift of port container traffic from
road to rail, movements at the crossing
are expected to rise from 12/
day now to 38/day by 2010, ahead
of a grade-separation solution.
Patrick’s director of ports,
Maurice James, said the investment
would cater for rail volume
traffic for at least the next decade
and provide an efficient link for
empty container movement to
regional rail terminals.
Green light for Gangavaram
The long-planned Gangavaram
port in south India’s Andhra
Pradesh state has finally achieved
financial closure. A consortium of
banks, led by the State Bank of
India and the Industrial Development
Bank of India, has signed an
agreement with D V Raju &
Company and Dubai Ports International
(DPI) to advance Rs12
bill (US$273 mill) towards the cost
of construction. The two companies,
which will jointly develop
and operate the port, will put in
Rs5 bill (US$113.7 mill) as their
contribution towards the equity.
D V Raju and DPI will each
have a 42.5 per cent equity stake
in the port, which is expected to
become operational by December
2007, while the State Bank will
pick up the remaining 15 per cent.
The planned port has faced
A new common user berth -
NoTwo Berth - completed at a
cost of A$10 mill, has officially
opened for business at Port
Hedland in Western Australia.
Total trade across the existing
Nos One and Three berths has
grown by more than 50 per cent
in the last two years, causing the
Port Hedland Port Authority
(PHPA) to advance plans for additional
capacity.
The No Two Berth site was
originally home to the port’s timber
jetty but has been vacant for
many years since the demolition
of the old timber structure. Constructed
as a southwards extension
of the modern, concrete-decked
No One Berth, the new facility
features a berth length of 131m
and when combined with NoOne
Berth, offers a total straight quay
many problems since it was first
floated several years ago. The most
recent hurdle in starting construction
was agitation by fishermen in
the area, who feared they would
lose their livelihood. The problem
was resolved when an agreement
was signed by fishermen, state revenue
officials and D V Raju (see
WorldCargo News August 2005, p6).
Gangavaram will mainly be a
dry bulk port with six berths to
handle coal, iron ore and other dry
bulk minerals. It will be capable
of handling vessels of up to
200,000 dwt.
Hedland moves ahead
length of 344m, sufficient to accommodate
two Handysize vessels
or a Panamax together with a
smaller vessel.
Port Hedland’s position as Australia’s
largest port based on total
tonnage throughput was confirmed
recently as the port posted
a record trade of 108.5 mill tonnes
for the 2004-05 year. This result
makes Port Hedland the first port
in Australia to have broken
through the 100 mill tonnes barrier
in a trading year.
The new berth will allow the
concurrent handling of products
such as bulk minerals at the NoOne
Berth shiploader and livestock loading
or acid discharge at the NoTwo
Berth. It will allow the PHPA to
accommodate a predicted growth
in trade volume of around 30 per
cent over the next few years.
September 2005

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WorldCargo
news
Dachan Bay gets underway
Construction work has started on
the land facilities of Phase I of the
new Dachan Bay Container Terminals
in Western Shenzhen.
With a strategic location allowing
convenient land and waterway
access to both the eastern
and western sides of the Pearl
River Delta (PRD), Dachan Bay
Container Terminals will be developed
in four phases over the
next few years.
Phase I, which involves an investment
of approximately HK$7.1
bill (US$915 mill), will have a designed
annual capacity of 2.5 mill
TEU. Covering a total area of 112
hectares, its five berths will have a
combined quay length of 1830m
with an initial depth alongside of
15.5m, which will subsequently be
deepened to 18m, enabling it to
handle the largest existing and
planned container vessels.
Majority shareholder in the
new facility with a 65 per cent stake
is Modern Terminals Ltd (MTL) of
Hong Kong, which will be responsible
for the management of
India’s western state of Maharashtra
has drawn up ambitious
plans to develop its minor ports.
Maharashtra has 48 of the
country’s 185 notified minor
ports. Most are underdeveloped,
although they handle around 10
per cent of all cargo handled by
minor ports.
The Maharashtra Maritime
Board (MMB), which has been
mandated to develop the minor
ports, says these facilities have vast
potential because they can cater to
a hinterland that stretches hundreds
of kilometres as far as Punjab and
Dachan Bay. Shenzhen municipal
government-linked companies
own the remaining 35 per cent.
The first two berths of Phase
1 are expected to be operational
by the end of 2007, with completion
by the end of 2008. The terminal
has been designed by the
China Communication Planning
and Design Institute of Water
Minor issues in India
The first phase of Dachan Bay will have an annual capacity of 2.5 mill TEU
Uttar Pradesh states in the north.
The hinterland close to the
ports and within Maharashtra produces
export cargo like iron ore,
coal, bauxite and grain. The two
major ports in the state are
Mumbai and Jawaharlal Nehru.
MMB has drawn up plans to
develop the minor ports on buildoperate-own-share-transfer
(BOOST) basis. The ports will be
offered to developers for a period
of 50 years. The MMB or the state
government will also be willing to
buy up to 11 per cent of the equity
in companies developing the ports.
Transportation, under the supervision
of the Third Harbour Engineering
Investigation and Design
Institute.
MTL, the second largest operator
at Hong Kong’s Kwai
Chung container port, is seeking
a HK$5 bill (US$641 mill) loan
to build the new terminal and to
refinance existing debt.
MMB’s plan at the moment
is to develop the minor ports of
Rewas, Dighi, Vadhavan, Redi,
and Vijaydurg. Rewas will have
21 berths designed to handle 45
mill tons of cargo. Building the
facilities at the port will cost
US$960 mill.
Dighi, 45 nautical miles south
of Mumbai, will have a six-berth
configuration and will handle 19
mill tons of cargo. It is expected
to cost US$131 mill.
The other ports marked for
development will mainly handle
dry bulk cargo, although Vadhavan,
60 nautical miles north of Mumbai,
is also targeted at handling containers
from the north west.
New port
for Kolkata
T R Baalu, India’s Minister for
Shipping, has announced that a new
port is to be built at Sagar Island,
near the Port of Kolkata, and four
new berths will be built at Kolkata’s
Haldia Dock Complex. A pre-feasibility
study had been completed
and a feasibility study is currently
being carried out.
Baalu described the proposed
port as the “future of Kolkata.” The
Marxist-ruled West Bengal state,
of which Kolkata is the capital, has
been pressing the government in
New Delhi to help it find and
build a port with a deep draft.
Kolkata is a riverine port and
is faced with a constant silting
problem, which means that large
vessels cannot call. They have to
anchor miles away and tranship
cargo onto smaller vessels.
Desilting operations cost huge
sums of money.
The Kolkata Port Trust (KoPT)
has toyed with the idea of building
a port on Sagar Island in the past,
but it has hitherto been opposed
by New Delhi, which insists that
all new ports must have a draft of
at least 16-17m so that fully-laden
Capesize and Suezmax vessels are
able to call.
Sagar island has an average
draft of only 10.5m, which is inadequate
for a deep-drafted port,
but the Shipping Minister has now
accepted that a new port can be
built there.
Baalu also confirmed that four
new berths will be built at Kolkata’s
Haldia Dock Complex at a cost of
Rs1.5 bill (US$34 mill). Work on
the project will be completed by
December 2006. Two RMGs will
be installed this month and four
RTGs are due to come into operation
by December.
A “protocol of intent” to boost rail
traffic in the Port of Genoa has
been signed by the port and the
Italian rail authorities. The object
of the deal is to increase port rail
traffic by 15 per cent in the period
2005-7, which means an average
of at least 50 train pairs/day.
To realise this goal, new tracks
will be built as well as a new loco
depot in the port zone. In the
Voltri area, the existing four rail
tracks will be supplemented by
two more, in order to guarantee
double train entry in and out at
the same time.
APG has undertaken to complete
by the end of this year the
restructuring and remodelling of
the formation centre at San
Benigno (Sampierdarena quays),
to make it operational again from
the start of next year. Meanwhile,
the prolongation of the Voltri container
terminal (Module VI) will
PORT NEWS
Genoa rail pact
include an extension of the ondock
rail track to a total length of
1200m.
Under the development programme
of FS’s Trenitalia arm,
next year should also see the finalisation
of the programme to
increase capacity of block trains in
Lombardia, Veneto and Emilio
Romagna. Taking into account
that the average container trainload
from Voltri is just 40 TEU and
from the other port terminals 44.5
TEU, Trenitalia is working to increasing
trailing load on the key
Milan-Genoa line and will introduce
E655 locos which singly can
haul 1100 tonne trains - a 33 per
cent increase in slot capacity.
The operator has also undertaken
to improve service flexibility
and has agreed to increase the
number of “spot” slots by five per
cent, in line with a request from
leading shipping lines.
Marine Terminals Corp (NYK) has received NYK’s “Best Quality Award
2004” first prize in recognition of its damage-free automobile discharge
operation at the Port of Vancouver (Wa), where it handled 41,860 vehicles
last year. The award was handed over at a reception in New Jersey by
Yukihiro Tatara, executive vice president, NYK Line (North America) Inc
to Mike Munson, Marine Terminals Corp site manager, Columbia River
Autos Operation
16
September 2005

PORT NEWS
Melbourne dredging
trial a success...
Halfway through its A$32 mill mandated
dredging trial (see WorldCargo News August
2005, p8), the Port of Melbourne
Corporation (PoMC) says preliminary
analysis of work undertaken at the entrance
to Port Phillip Bay has shown that
the material at the entrance can be
dredged successfully, for the first time in
the port’s history, without the need to
use explosives.
PoMC chief executive officer
Stephen Bradford said the trial also demonstrated
that the dredging vessel - Royal
Boskalis’s QUEEN OF THE NETHERLANDS -
can operate in a safe and effective manner
in the strong current, wind and wave
conditions that occur at the Heads without
risk of disruption to commercial
shipping.
“The work at the Heads has provided
us with valuable data and information
that will help us refine and improve our
dredging technique,” Bradford said.
“Once the monitoring work is completed
all the information will be used
to assist in improving the proposed work
methodology as part of the development
of the Supplementary Environment Effects
Statement.”
However, the trial also revealed that
the approved dredging method resulted
in a higher than expected amount of rock
debris falling into the area commonly
known as the Canyon, part of the old
course of the Yarra River located between
Point Lonsdale and Point Nepean,
where there is a maximum depth of up
to 100m.
Thomas
Falknor
ing the Federal Court to review a decision
by federal Environment Minister Ian
Campbell not to require an EES for the
trial itself.
Meanwhile, the next stages of the
trial, dredging in South Channel East and
Port Melbourne channels, is proceeding
as planned.
● The South Australian government
claims that the total cost of deepening Adelaide’s
channels barely exceeds that of
Melbourne’s dredging trial. The SA Department
of Planning and Infrastructure
claims its project will cost just A$33 mill
and be completed by the end of 2005,
but has also conceded that it needs Melbourne
to deepen if Adelaide shippers are
to benefit from the greater costefficiencies
of larger containerships in
Australian trades.
The New South Wales government has
approved a dredging and remediation
project at Newcastle, involving the dredging,
excavation, reuse and disposal of
sediments from the south arm of the
Hunter River.
NSW Ports Minister Eric Roozendaal
said the approvals would allow the extension
of shipping channels to accommodate
new port activity, including Newcastle’s
third coal terminal to be built alongside
existing facilities on Kooragang Island. The
project was recently awarded to the Newcastle
Coal Infrastructure Group.
The works will remove contaminated
material from the river and banks and will
WorldCargo
news
...Newcastle gets nod
The deep reef areas at 20-40m depth
are inhabited by a range of sponges and
corals amongst varying rock formations.
One of the performance measures required
that rock debris did not fall past a
depth of 20m in this area, but rock debris
has been observed in localised areas
during the trial at depths of approximately
30m.
The “misdemeanour” has led dredging
opponents to the courts once more,
with a bayside diving club this time askextend
along the south arm from the existing
port area to the Tourle Street Bridge
at the western end of Kooragang Island.
The first stage of the project will involve
a remediation trial on a small area using
cement stabilisation. Results from this test
will be used to shape the approach for
the rest of the remediation process.
The quantity of material dredged will
be about 13.6 mill m3, of which about
7.6 mill m3 will be cleaned and can be
reused, while most of the remainder will
be disposed of offshore. Around 2 per cent
of the dredged material will be contaminated
and require treatment before disposal
as landfill.
Thomas Falknor, senior vice president
of Philippines’ port operator International
Container Terminal Services
Inc (ICTSI), has died of cancer at the
age of 61.
Falknor joined ICTSI in 1995 and
was largely responsible for the company’s
expansion in Europe, Africa,
the Middle East and the Indian Subcontinent
over the next 10 years.
ICTSI sold most of its overseas
terminals to Hutchison Port Holdings
of Hong Kong in 2001, but has
since started to rebuild its portfolio.
Falknor’s recent successes included
securing container terminal contracts
at Gdynia in Poland and Toamasina
in Madagascar
Prior to joining ICTSI, Falknor
worked for RJ Reynolds Company
and Sea-Land Service, before joining
American President Lines in 1984
where he held a number of positions
including senior vice president for
Europe, Middle East, Africa, Asia and
Australia, based in Dubai.
Concurrent with his work at
ICTSI, he was also president and director
of Surrey Management Services
and International Maritime Services.
He will be sadly missed by his
many friends and colleagues in the
container ports industry.
September 2005 17

WorldCargo
news
Busto III hub inaugurated
Swiss combi-operator Hupac has
completed the expansion of its key
Alpine hub terminal at Busto
Arsizio-Gallarate, near Milan. With
this third phase expansion, the facility
occupies more than 24-ha and
has a capacity to handle up to 23
train pairs/day. This can be increased
to 30 train pairs/day in the medium
term, equivalent to 1500 road consignments.
The FS75 mill (€50 mill)
project, financed mainly by Swiss
government loans, was completed
on time and to budget. “The new
terminal infrastructure is an important
milestone in being able to
transfer ever more numerous and
substantial freight volumes from
road to rail” said Hans-Jörg
Bertschi, Hupac’s Board chairman.
The terminal is the “nerve centre”
of Hupac’s European Shuttle
Net network. According to Hupac
director Bernhard Kunz, about 70
per cent of Italian o/d points for
consignments from/to northern
Europe are in northern Italy and
the remainder are in the centre and
south of the peninsula. The capa-
The key rôle of Busto for Hupac Intermodal has been further strengthened
bilities of the new terminal further
increase the potential for modal
shift from road to rail.
Utilisation of the new terminal
will be effected gradually. Beside the
rerouting of traffic previously directed
to satellite terminals, such as
the shuttles Hamburg/Hanover–
Desio and Antwerp–Oleggio, the
trains utilising the previous terminal
will be transferred to the new
enlarged sector in two phases to
enable extensive renovation (see
WorldCargo News December 2002,
p29). Already this month the new
How can Rental4000 help
container lessors?
Ask the people using it
Busto-Padua shuttle is being introduced
with two daily departures.
The terminal is equipped with
five (soon six) electrically-driven
RMGs from Gottwald with a
travel speed of 140 m/min and
hoist/lower speeds of 30m/min.
This brings to 11 (soon 12) the
number of RMGs at Busto, as the
former KSR (now part of
Gottwald) delivered six in 2002.
Like the earlier KSR cranes, the
new Gottwald RMGs are fitted
with DSD Dillinger Stahlbau
(Hilgers) combi-attachments.
SAIC at the
UP gate
Science Applications International
Corporation (SAIC)’s Security and
Transportation Technology Business
Unit has been awarded a contract
by Union Pacific Railroad
(UP) to supply and install an automated
gate system at UP’s intermodal
terminal in Salt Lake City,
Utah. SAIC has installed similar
systems at other UP facilities.
Combining optical character
recognition (OCR), biometrics
and other technologies, the system
will enable UP to automatically
identify and process containers,
trucks, chassis and drivers at
the entry and exit gates.
At the gate, OCR portals will
read equipment numbers and capture
images of containers for
online damage inspection, while
in the gate lanes, kiosks will perform
driver transactions, using ultrasonic
fingerprint scanning to
identify drivers. SAIC’s central
server will integrate the data and
send it to the terminal operating
system in near-real time.
Visit us at
ITL 2005
Stand
E34
Blue Sky Intermodal (UK) Ltd, a rapidly growing company in the container transportation industry, selected Real Asset
Management’s (RAM) Rental4000 system to support its future short and long term leasing management requirements.
Blue Sky was seeking a high spec solution to streamline its business processes and support future growth to significant
levels. It chose RAM’s Rental4000 solution due to its rich functionality and leading edge technology and because of
RAM’s stability and reputation as a leading supplier.
UK intermodal haulier Containerlift,
best known for its
Steelbro self-loading trailer operations
(sidelifters), has started a new
rail service between Thamesport
and the Willesden intermodal terminal
in West London, using EWS
as rail haulier.
The new daily train pair will
carry up to 80 TEU each way, leaving
Thamesport at 04.20 and arriving
at Willesden at 06.25, ready
for morning deliveries into London.
Containerlift trucks will be
available to provide local collection
and delivery for containers in and
around London as required.
“It is a sign of how far the rail
INLAND/INTERMODAL NEWS
Thamesport-Willesden
from Containerlift...
Kühne & Nagel, the world’s biggest
NVOCC, has further extended
its use of intermodal rail in the UK
by commencing operations with
Logico, the logistics service division
of Freightliner. The first
Freightliner intermodal container
service dedicated entirely to K&N
runs between Felixstowe and
Daventry five days/week (Monday
to Friday), initially comprising 18
wagons (54 TEU). This route is
cleared for 9ft 6in high containers
on standard flats.
With the greater degree of control
and flexibility allowed by the
new service K&N says that its customers
are benefitting from increased
reliability, created through
the avoidance of road congestion
and vehicle queues at Felixstowe,
together with a short-haul final leg
which ensures on-time delivery at
destination. Export customers also
have the benefit of being served at
short notice from locally-held container
stocks.
Earlier this year Peter Ulber,
CEO of K&N’s UK arm, Kuehne
The new intermodal rail service is a
round trip of just 100 miles
industry has improved, and how
far road haulage from ports has
worsened, that we can offer an
intermodal rail service over distances
as short as 50 miles on a
fully commercial basis, and wholly
without grant assistance,” remarked
Containerlift’s managing
director Doug Baker.
“To make the intermodal experience
as seamless as possible, we
will manage the whole process for
the end customers, from quayside
to doorstep, including Customs
clearance if required.”
...K&N extends use
of intermodal rail
& Nagel Ltd, stated that
intermodal rail in Britain had become
more reliable than trunking
by road (see WorldCargo News April
2005, p16).
Commenting on the new
deal, Ulber remarked,“Logico has
taken time to understand our
business and requirements and is
providing a good quality service
with a high degree of flexibility.
We will shortly be increasing the
train size to 22 wagons with a 66
TEU capacity, and expect to increase
to a six day service in the
near future.”
As previously reported,
Freightliner created Logico to
develop rail services with the
growing merchant haul market
place. The brand operates alongside
Freightliner’s mainstream
business focusing on shipping
lines and their agents. According
to Freightliner, Logico attracted
over £4.5m of new rail freight
business and moved some 7.5 mill
transport miles from road to rail
in just 12 months since start up.
‘
The Rental4000 solution enables us to effectively
consolidate, monitor and manage our daily operations
as well as our long term business activities. Acting as a
central repository, the system provides information
which can be accessed by the sales, operations and
finance departments, providing a more flexible and
defined infrastructure that has enhanced our
operational efficiency and helped drive our
productivity.
’
Keith Hotston, Blue Sky’s Operations & Information Technology
Director
To find out more visit:
www.realassetmgt.com/logistics.html
Real Asset Management Plc Central Court Knoll Rise Orpington Kent BR6 0JA
Telephone: +44 (0)1689 892100 Fax: +44 (0)1689 898434 Email: solution@realassetmgt.com
Real Asset
Management
DeCeTe Duisburger Container-Terminal GmbH has taken delivery of a
new container gantry crane. This is the fourth crane at the terminal which is
partly owned by ECT Rotterdam. The equipment was supplied by KCI
Konecranes and has an SWL of 46 tonnes and a waterside outreach of
25m. Several daily barge services connect the trimodal DeCeTe terminal
with Rotterdam and a large number of containers are dispatched onward by
rail from the neighbouring DUSS (Deutsche Umschlagsgesellschaft Schiene-
Straße) terminal to many destinations inland. A nunber of river-sea services
are offered from DeCeTe to destinations in the UK and other North Sea
ports. Current throughput at DeCeTe is around 350,000 TEU/year
18
September 2005

INLAND/INTERMODAL NEWS
A bitter battle waged down under...
The bid by Australia’s largest transport
and logistics group, Toll Holdings, for the
country’s number two, Patrick Corporation
(see WorldCargo News August 2005,
p1), has quickly turned nasty with the
two parties in furious disagreement on a
number of fronts.
Ironically, and most conspicuously, the
battle has been joined at the only existing
joint venture between the two, rail
company Pacific National (PN), where
Patrick has accused Toll of setting up contracts
that advantage Toll but deny PN
and Patrick revenue and business opportunities.
The dispute centres on PN’s activities
in Queensland, where earlier this year
it began above-track narrow-gauge operations
under the Queensland Competition
Authority’s rail access regime in
competition with state governmentowned
Queensland Rail (QR). Underpinning
the initiative was Toll’s shift of
...ACCC no
to Patrick’s
FCL deal
In a decision seen as portentous for Toll’s
unfriendly takeover bid for Patrick, the
Australian Competition and Consumer
Commission (ACCC) has ruled against
Patrick’s friendly takeover of leading
intermodal and terminal operator FCL
Interstate Transport Services (see
WorldCargo News March 2005, p12).
In originally accepting the deal with
Patrick, FCL founder Bill Gibbins had
made it clear he was facing the commercial
and financial reality of trying to compete
for capital, infrastructure and custom
against two giants - Toll and Patrick
- that were inexorably growing in
strength and influence.
He was selling out to Patrick because
it did not have a domestic freight forwarding
arm and was not, in his view,
capitalising on its own 50 per cent share
of Pacific National as a result.
The ACCC has had the FCL deal
under consideration for five months and
took a very thorough and concerned interest
in the possible implications.
At least two and possibly three rounds
of consultation with industry and affected
parties took place and the Commission
issued a very detailed discussion
paper, which was treated at the time
somewhat dismissively by Patrick.
Rumours subsequently circulated
that the ACCC had decided to clear the
FCL takeover, albeit with some strict
conditions. But that was before the Toll
bid for Patrick was announced and the
Commission has now firmly ruled out
the Patrick/FCL buyout.
In doing so, the ACCC appears to
have nailed its colours firmly to the mast
on the question of the anti-competitive
impact of vertical integration and the
modus operandi of leading consolidators
Toll and Patrick.
Analysts appear divided about the
implications of the ACCC’s decision.
Some have suggested that the ruling will
improve Toll’s chances of taking over
Patrick, since Patrick without FCL will
have significantly less overlap with Toll
in a crucial sector.
However, the majority believe that
the larger deal is in big trouble, at least
from the regulatory point of view.
Yet, others see the proposed takeover
as strictly a business transaction and thus
subject to complex negotiation with
various parties but destined nevertheless
for eventual completion.
“Toll just hasn’t found Patrick’s price
yet,” one senior industry executive commented
privately. “And if it has to unload
various bits and pieces to keep [the
ACCC] happy, it will do that in the interests
of the bigger picture. It could even
decide to just go ahead regardless and
thumb its nose at the ACCC, which is
not without precedent in the corporate
sector.”
its NQX and QRX freight forwarding
volumes from QR to PN in a 20-year
“take-or-pay agreement,” However,
Patrick claims that Toll has, in effect,
locked up all of PN’s Queensland capacity
at preferential rates, costing PN some
A$510 mill in lost revenue and denying
Patrick the means to enter the market in
its own right. It also claims PN substantially
overspent the agreed capital budget.
While Toll says the deal was signed
off without question by Patrick members
of the PN board, Patrick has claimed
that not all the facts were presented to it
and, significantly, two key PN executives,
who have now stood down, continued
in the indirect employment of Toll in a
manner that offered incentives for pro-
Toll outcomes.
Toll in its turn claims that the material
value of the disputed transactions
amounts to approximately A$20 mill and
says the dispute has been “manufactured”
by Patrick to frustrate its takeover bid.
The PN board has refused to countenance
any independent inquiry into the
situation, which has led to Patrick seeking
formal activation of dispute resolution
procedures through the Victorian
Supreme Court.
Patrick CEO Chris Corrigan has
warned that the probable end point of
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WorldCargo
news
the disagreement is the complete breakup
of PN, with assets divided between
the partners.
Well-placed sources say this is not the
first major falling-out between the partners,
although this one has led to Corrigan
publicly saying that he can no longer
trust Toll managing director Paul Little
or other Toll management. In mid-2004,
PN announced that it was unilaterally
and at short notice withdrawing from all
port and regional intermodal services in
New South Wales and redeploying
equipment elsewhere. This effectively
decimated Patrick’s shipping line-related
business in the state and forced the company
to take over the services in its own
right, using leased equipment and operating
contractors.
“There was blood on the boardroom
floor over that one,” an insider asserted,
and the experience prompted Patrick to
reactivate development of its own rail
businesses that had earlier been rolled
into PN. Part of this expansion was to
be the acquisition of FCL (see below),
which would have given Patrick greater
ability to compete with Toll in rail forwarding
and via FCL’s terminals.
Analysts say the possible break-up of
PN would be an enormously complex
task given not only the spread of assets
involved, but also obligations and undertakings
to government embedded in the
2003 sales of National Rail and
FreightCorp that spawned PN.
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Telephone: +44 (0)1530 510410 Fax: +44 (0)1530 511500
email: autostore@central-systems.co.uk www.autostorepms.com
September 2005 19

WorldCargo
news
Bangladesh privatises inland
Four BOT contracts have been awarded
to five private companies to assume
management of five of Bangladesh’s
state-owned inland container terminals.
Sonamasjid and Hili ports were awarded
to Panama Traders, while Banglabanha,
Birol and Bibir Bazar went to Erba, Dynamics
Trade Syndicate and Shepherd
Textile BD Limited respectively.
The concessions are each for 25 years
and will involve the new operators paying
the government both fixed and variable
royalties based on overall volumes
handled. At the same time, a fixed investment
programme has been agreed.
Of the 13 inland ports currently functioning
in Bangladesh, the government
has retained control of Benapole, but has
leased out Teknaf to a private operator.
However, it also plans to offer Burimari,
Darsana, Bhomra, Haluaghat, Tamabil and
Akhaura to private operators once positive
feedback has been forthcoming from
its first round of privatisations.
● A new surveillance system has been introduced
at the Port of Chittagong, aimed
at reducing the amount of piracy and smuggling
which takes place in and around the
port. Bangladesh is regarded as second only
to Indonesia for incursions by pirates.
The introduction of the Automated
Identification System will allow port authority
employees to trace the movement
of vessels within a radius of 30
kms of the port, including coverage up
to 20 kms offshore.
● Work is continuing to identify which
of three proposed sites will be the most
suitable for construction of a brand new
deepsea port. The choice is between
Sonadia Island, Cox’s Bazar and Akram
Point. Bids to undertake a techno-economic
feasibility study, which will be
funded by the World Bank, are currently
being assessed.
After a gap of 15 years, a new container
block train service has been started by
Italcontainer for Hangartner between the
Port of La Spezia and Verona’s inland
freight terminal, Interporto Quadrante
Europa (VIPE). This facility has good
transalpine connections via the Brenner
and Swiss-based forwarder Hangartner,
which was absorbed by Railion
Deutschland almost three years ago (see
WorldCargo News December 2002, p9), has
developed the new service with the principal
aim of shifting more chemicals, hazardous,
reefer and other high value loads
from road to rail on these axes.
Last year the operator set up it own
depot operation at VIPE, Hangartner Ter-
INLAND/INTERMODAL NEWS
Interporti developments
minal Srl. This facility has obtained status
as a magazzino generale, which means that
it has Type A customs clearance, an open
customs warehouse, an alcohol tax warehouse
and other advantages. Cargo mass
is now sufficient to warrant a block train
connection with the Mediterranean. Initially
there will be two train pairs/week,
but it is hoped to be able to double frequency
in due course.
Hangartner’s VIPE facility occupies a
total area of 41 hectares and offers 56,000
m 2 of rail-connected warehousing, including
84,300 m 3 of cold storage space. This
facility has two deep freeze (-41degC)
tunnels each of 1021 m 3 capacity and
around 61,200 m 3 of cells variable between
-31degC and +14 degC. The rail
terminal has 11 sidings for wagons, swap
bodies and containers.
Hangarnter is an acknowledged leader
in transalpine combined transport, particularly
on Nordic/Germany/South East
Europe-Italy corridors, with a total of six
train pairs/week linking Verona with
Rostock and Freilassing in Germany,
Sopron (Hungary) and Oradea (Romania).
In another development, Coeclerici
Logistics has strengthened its position in
the fruit handling and distribution sector
with a deal to develop a “cold node” at
Interporto di Nola, near Naples. The company
already operates key fruit terminals
in the ports of Genoa and Salerno. The
agreement “further internationalises,” the
interporto, according to its director Alfredo
Gaetani.
The potential of the Nola reefer facility,
in which €7 mill has been invested
since start-up in 2002, is huge, particularly
given the importance of agri-produce
in southern Italy. It totals 102,000
m 3 in 15 cells, five at -30degC, six variable
between -30degC and 0degC and
four which maintain a constant temperature
of 0degC. The cells measure 10m
high by 50m long and width varies between
18m and 48m, with a maximum
storage capacity of 12,000 europallets.
● The Italian government has allocated €30
mill to develop rail connectivity of the
network of interporti and improve the security
of container rail transport.
South Africa
adopts new
strategy
The South African government has
adopted a national freight logistics strategy
aimed at cutting transport costs, boosting
capacity and reducing transport times. The
air freight sector has traditionally been a
separate industry to the transport of goods
by sea but the government is now keen to
integrate all strands of the freight sector in
its grand vision for the transport of goods
around the country.
Improvements are to be made to the
rail system with investment that was announced
earlier this year, but it is understood
that new money is also to be made
available for road improvements at major
bottlenecks.
Apart from greater integration, the most
important aspect of the new strategy, to be
published next month, is recognition that
the lack of road capacity is one of the main
obstacles to a more efficient freight sector.
In a speech to parliament, minister of
transport Jeff Radebe said that the “maintenance
and upgrading of roads needs to
be a clear response to key transport challenges
such as congestion, public transport
and the freight costs”. In particular,
improvements are to be made to the road
network on the outskirts of Johannesburg
to speed up transport times across
Gauteng Province to both the coastal
ports and the airport.
A government spokesperson said, “The
main objective of the strategy is to put in
place a system architecture and a regulatory
framework, which will ensure that
freight logistics in our country responds to
the imperative of higher rates of economic
growth.” According to government figures,
freight charges currently cost the economy
R180 bill/year, or 14.7 per cent of GDP.
20
September 2005

INLAND/INTERMODAL/HAZCHEM NEWS
Isotank to acquire TTG depots
Isotank Services Ltd is to acquire four
tank cleaning and repair depots operated
by Tanktainer Thurroclean Group
(TTG), a wholly owned subsidiary of
Hoyer UK Ltd. The addition of the TTG
installations - at West Thurrock, Southampton,
Manchester and Middlesbrough
- to the existing Isotank network of depots
creates the UK’s largest integrated
tank service provider.
Isotank Services and Hoyer UK are
currently engaged in due diligence,
which is expected to be complete by
October 31. The transaction will enable
the two companies to concentrate on
their core activities - Hoyer on tank
transport logistics and Isotank on the
provision of tank cleaning, repair and
haulage services.
It is intended that Hoyer will continue
to make use of the facilities it is
selling and the company will give Isotank
preferred service provider status. Hoyer
will retain the TTG depot in Huddersfield,
adjacent to its UK headquarters, to
function as an in-house regional service
centre for the fleet’s vehicles.
Isotank Services already operates four
tank cleaning stations - on Teesside at
Fiba tanks
for ethylene
Fiba Technologies Inc has secured a contract
to build 10 cryogenic tank containers
for the carriage of ethylene on behalf
of Overseas Bechtel Inc of Houston.
The vacuum-insulated tanks, which are
to be constructed at Fiba’s Louisville, Kentucky,
plant, will be used in support of operations
at a liquefied natural gas (LNG)
plant that Bechtel is building on Bioko Island
in Equatorial Guinea. The plant is due
to come on stream in late 2007.
The 20ft, 20,250 litre tanks are of the
type that Fiba builds primarily for the
carriage of liquefied nitrogen (LIN), oxygen
(LOX) and argon (LAR). When these
products are carried, the tank’s specialist
insulation system provides holding times
of 49, 77 and 63 days, respectively. As Fiba
points out, the unit is also suitable for the
low-temperature transport of other liquefied
gases, including nitrous oxide,
ethane, ethylene and LNG itself.
The LIN/LOX/LAR/ethylene tank,
which Fiba Technologies denotes as
model HDS-5350-145, is constructed in
304 stainless steel and is built to a working
pressure of 10 bar. It is one of four
models of cryogenic portable tanks designed
and built by the company.
Barges in
Bangladesh
Container Corporation of India (Concor)
has signed a memorandum of understanding
with a private sector Indian company
to provide a barge service between the
Calcutta Dock System and the Port of
Narayangunge, Bangladesh. Concor has
also reached agreement with a Bangladeshi
firm to provide handling and other
equipment.
Narayangunge is a small river port
close to the capital Dhaka, which is
equipped with large jetties and warehouses.
The start-up operation will consist
of two 1500 ton capacity barges, each
of which would be able to carry between
55 and 60 containers.
The initial schedule suggests two return
journeys per month will be undertaken.
However, an imbalance of cargo is
anticipated, with reports suggesting that
there will be insufficient traffic from
Bangladesh to justify additional shortterm
capacity.
The barge service will in part replace
the existing rail/truck link, which involves
dispatching containers by rail from Calcutta
to the Bangladesh border, where the
cargo is transloaded to road trucks, a relatively
costly operation.
Redcar and at Darlaston, Hull and
Immingham. A major project for the
company in recent years has been the
purchase of land adjacent to the Teesside
station and the installation of a new
three-bay washrack at the site. The new
facility has also been provided with the
engineering capability to enable tank refurbishment
work to be carried out.
The addition of the TTG stations
enables Isotank Services to provide UKwide
coverage. In addition to cleaning,
repair and other depot services such as
storage, parking, driver rest facilities, tank
refurbishment, testing and contract maintenance,
Isotank offers tractor units
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This is backed by a fleet of over 130
tank containers and road tankers for long
and short term rental, product heating
services by means of steam, hot water and
electric, chemical warehousing, product
drumming and emergency response support
services.
Isotank is going nationwide with the acquisition
of four Thurroclean depots
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WorldCargo
news
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September 2005 21

WorldCargo
news
CONTAINER INDUSTRY NEWS
Cosco Pacific profit hits record Gateway sells fleet
Hong Kong-based container lessor and
port operator Cosco Pacific has reported
a 131 per cent increase in first half profit
to a record US$214.77 mill. Turnover was
up 9.4 per cent to US$141.90 mill.
Owner of Florens Container Corp,
now the world’s third largest container
leasing company with a claimed 10 per
cent market share, Cosco Pacific said the
container business contributed US$53.4
mill to its net profit. The company purchased
131,830 TEU and disposed of
14,833 TEU in the first half of this year,
increasing the Florens fleet by 19 per cent
year on year to 1.02 mill TEU and passing
the 1 mill mark for the first time.
Managing director Sun Jiakang said,
“Container shipping rates are still climbing
and Cosco Pacific will benefit thanks
to the growth in the carrying capacity of
the world fleet.” Sun forecast that both
demand and pricing would remain stable
for the next two years.
As of the end of June 2005, Cosco
Pacific had 362,635 TEU, or 35.3 per cent
of its fleet, on hire to its affiliate Cosco
Container Lines, the world’s seventh-largest
container carrier, which plans to buy
eight ships before 2007, adding 605,000
TEU in capacity.
The bottom line was inflated by a
maiden contribution from China International
Marine Containers (CIMC), the
world’s largest container maker, in which
Cosco Pacific bought a 16.2 per cent stake
last December. CIMC reported a near 120
per cent increase in first-half profit to
Yuan2.05 bill (US$253 mill) last month.
Cosco Pacific, which is also the world’s
fifth-largest port operator, said profit from
this business surged 167 per cent to US$106
mill, as throughput at its 19 container terminals
with 81 berths in Hong Kong,
China and Singapore rose 17.6 per cent to
12.13 mill TEUs in the period. Profit was
boosted by a US$61.87 mill gain from the
disposal of a 17.5 per cent stake in Shekou
Container Terminals in Shenzhen.
Gateway Container International Ltd has
concluded the sale of its 285,000 TEU
container fleet to Singapore-based BUSS
Global Container Fonds I Partnership.
The Partnership is capitalised by equity
bridge financing provided by DVB
Bank NV and debt financing arranged
by DVB and provided by an international
group of financial institutions, including
BTM Capital Corporation (syndication
agent), DVB, ING Bank NV(facility
agent), Fifth Third Bank and NIB Capital
Bank NV.
The Partnership’s equity will be placed
in the German KG (Kommanditgesellschaft)
funds market by BUSS Capital GmbH &
Co KG, a Hamburg-based underwriter
of equity investments in fixed assets.
Gateway Management Services Ltd,
headed by Raphael Che, will continue
to manage the partnership’s container
fleet. The latter was formed last year following
the refinancing of Gateway’s revolving
credit and term debt obligations
through a US$290 mill securitisation led
by Wachovia Capital Markets with participation
from DVB.
Gateway Management Services now
manages a total of 340,000 TEU on behalf
of the BUSS Partnership and other
owners and has around 85 active lessees,
including virtually all of the world’s leading
international shipping lines,
Tzaneros
back in
box biz?
According to well-sourced local rumours
- though they are unconfirmed by the
parties involved - former Australian container
park operator Terry Tzaneros has
returned to the business by buying P&O
TransAustralia (POTA)’s warehousing
and depot business at Molineaux Point,
adjacent to P&O Ports’ Port Botany
(Sydney) terminal.
Tzaneros sold his Smith Bros operations
in Brisbane and Port Botany to P&O
in 2001 and then worked for POTA, before
leaving last year. POTA only relatively
recently opened the Molineaux
Point facility at a cost of A$20 mill, where
several other tenants are housed on 10
hectares of land leased from the Sydney
Ports Corporation.
The facility has been heavily marketed
to potential users over recent
months but local reports suggest that
P&O may be selling its more passive investments
in order to develop its interstate
intermodal business.
The company has recently made a series
of presentations at industry conferences
and events, talking up its new
Somerton intermodal terminal on the
northern outskirts of Melbourne, its new
Melbourne-Adelaide intermodal service,
and further intermodal terminal plans in
South Australia, New South Wales and
possibly Queensland.
Jan Nouwen has been appointed technical
manager for Dutch intermodal equipment
specialist UNIT45 BV. He joins the
company from United Bulk Containers
(UBC), one of Europe’s leading operators
of dry bulk containers, where most recently
he held the position of continental technical
manager. Prior to UBC, which he joined
in 2000, the year UBC was formed
through the merger of IBC and IFF,
Nouwen had been employed in a similar
capacity with IFF, having joined that
company in 1997. He also worked for nine
years with Bell Lines and three years with
Thermo King. UNIT45 designs its own
containers and specialises in 45ft palletwide
units. Sourcing these from China, most are
either sold to leading North European
shortsea and intermodal customers or added
to the company’s expanding fleet of units
available for short and longterm lease.
UNIT45 expects to sell approximately
4000 containers to third-party customers
in 2005 and expects its own leasing fleet
to reach 1500 units by the end of the year.
22
September 2005

CONTAINER INDUSTRY NEWS
Savi launches SaviTrak...
Savi Networks LLC, the Savi Technology/Hutchison
Port Holdings
joint venture set up earlier this year
to build and operate a global
RFID-based information network
to track and manage containerised
cargo (see WorldCargo News April
2005, p1), has announced the operational
launch of its SaviTrak information
network with the first
commercial shipments of consumer
products from a factory in China
to a distribution centre in Southern
California.
Savi Networks and Mitsui &
Co (USA) are providing real-time
information and logistics services
within the network to a large Japan-based
supplier of consumer
goods to major US retailers, including
Wal-Mart.
The shipments, which were on
the water at the time of writing,
are aimed at proving the commercial
benefits the information network
can bring to major consumer
goods suppliers in meeting
and exceeding Radio Frequency
Identification (RFID) compliance
mandates while improving security,
logistics data accuracy, visibility,
and the operating metrics of
containers and their contents. The
information services are provided
on a per-container trip basis.
An innovative aspect of the
project is “source tagging” of cases
with EPC-compliant passive labels
at the manufacturing facility, as
well as tagging of the containers
in which the cases are shipped
with active RFID tags, offering socalled
“Nested Visibility,” which
enables the customer to automatically
build the container manifest
and then automatically track the
container and its contents along
its end-to-end journey throughout
the shared network.
“This initial trade lane project
marks the operational readiness of
the network and SaviTrak and
demonstrates how managed services
that leverage information
from passive and active RFID
technologies help international
suppliers meet the business challenges
of retail RFID mandates,
transportation security concerns,
as well as the pressures for better
The Savi Tag ST-676 ISO Container Security Tag clamps onto the container
door and communicates wirelessly via radio waves to the network on the container’s
identity, contents, location, security status and interior conditions, such as light,
temperature and humidity
operational efficiency and customer
service,” said Lani Fritts,
COO of Savi Networks. “We are
delivering managed information
services to shippers that enable
innovative buying, planning and
transportation decisions through
our real-time network.”
The SaviTrak programme uses
several types of active RFID tags,
including Savi Technology’s latest
advanced Savi Tag ST-676 ISO
Container Security Tag, which
clamps onto the container door
and communicates the container’s
identification, contents, location,
security status and interior environmental
conditions to the network,
and the EJ Brookes E-seal,
both of which are based on ISO
18000-7 standards that operate on
the 433.92 MHz radio frequency.
Conformity with this international
standard enables both products
to interoperate within an
ISO-based information network
with support from countries
worldwide for intermodal supply
chain usage.
ST-676 is a new generation
Savi security tag that uses a door
sensor and light sensor to detect
security breaches as well as other
sensors for temperature, humidity
and shock to capture information
on the environmental conditions
inside the container.
The EJ Brooks E-Seal, tested
alongside the ST-676, is a singleuse,
RFID-enabled electronic bolt
seal for intermodal containers.
Both are expected to be commercially
available in November.
● Aimed at the storage and transport
of nuclear, bio-chemical and
other hazardous materials, EJ
Brooks has launched the Fiber
Lock, a tamper-indicative sealing
system comprising a specially-designed
imaging verifier and a seal
bundle constructed of randomlypositioned,
acrylic optical fibres.
Once the seal has been correctly
applied to a sensitive security application,
the seal body is inserted
into a slot in the verifier’s housing
and a digital image of the severed
ends of the fibre optic bundle
is recorded. The digital image
can then be electronically forwarded
to the shipment’s destination.
At any point in transit, the
seal can be visually inspected for
any sign of tampering by shining
a flashlight at one end of the fibre
bundle. If the remaining bundle is
brightly illuminated, it is an indication
that the seal is intact.At final
destination, the bundle can be
reverified by comparing the digital
image with the electronicallyfowarded
image taken at the point
of origin. If the images are identical,
it signifies that the seal has not
been compromised and no unauthorised
access has occurred. Any
differences serve as evidence of
tampering.
WorldCargo
news
...IBM/Maersk offer box
tracking alternative
IBM and Maersk Logistics, part of
the AP Moller-Maersk Group, have
launched an alternative to SaviTrak
in the shape of Intelligent Trade
Lane, which is touted as a new initiative
to bring enhanced, real-time
visibility to global supply chain operations
by improving the quality
of container tracking and enabling
increased security of transported
goods.
The IBM/Maersk solution incorporates
IBM’s hardware and
software technologies alongside
Maersk Logistics’ global supply
chain expertise and is claimed to
integrate two key emerging technologies
for the first time: intelligent
real-time tracking devices,
called TREC (Tamper-Resistant
Embedded Controllers), which are
fitted to freight containers and designed
to withstand the environment
they operate in; and a fully
integrated network that combines
data from the TREC devices with
a non-proprietary sensor network
and business integration system.
Unlike typical passive tags that
collect data only, the wireless
TREC devices incorporate significant
processing power, enabling
them to instantly receive and send
data. The devices automatically collect
information on each container,
including parameters such as temperature
and humidity and sensory
readings to detect intrusion, as well
as physical location based on GPS,
The information gathered can
be connected to decentralised
databases where participants own
their own content and a serviceoriented
infrastructure allows them
to instantly share information. The
network will provide global supply
chain stakeholders, including
manufacturers, retailers, logistics
service providers, carriers and governments
with on-demand access
to real-time transport-related data
and supports implementation of the
World Customs Organisation’s
Framework of Standards to Secure
and Facilitate Global Trade.
“IBM’s objective is to enable
globally integrated business by capitalising
on the information generated
during the tracking process
and at the same time improve the
security of cargo,” said Mogens
Roedbro, partner and vice president,
IBM Business Consulting
Services. The initiative, which IBM
refers to as Intelligent Trade Lane,
forms part of the company’s
broader Global Movement Management
effort, which is designed
to address the critical business functions
involved in efficiently and securely
moving people, goods and
conveyances within and between
countries.
“The capabilities of the TREC
device and network eliminate the
time lag of the physical container
status to provide real-time visibility.
This provides new opportunities
for truly adaptive planning,
while also maintaining data quality,
and enables effective decision
making, supporting supply chain
agility. Combined with Spective,
our business intelligence solution,
we will further enhance our clients’
customer service levels while reducing
the costs of achieving them,”
said Henrik Ramskov, managing
director,of Maersk Logistics.
In order to ensure that the network
is ready for commercial application
next year, IBM and
Maersk Logistics are currently involving
key supply chain
stakeholders in a formal pilot programme.
Phase one field testing
will begin in early November followed
by a large commercial pilot
in March 2006.
September 2005 23

WorldCargo
news
Gulf ports looking up post-Katrina*
Some three weeks after dis
aster struck and the worstaffected
US Gulf Coast
ports are working towards securing
a better future. The death toll
from Katrina is lower than first
feared (not on the scale of the
1900 hurricane that destroyed
Galveston and took 12,000 lives).
But Katrina has caused homelessness
and economic dislocation on
a massive scale, with property
damage estimated in the US$100-
200 bill range.
In hindsight, the northern Gulf
Coast ports escaped relatively unscathed,
with the exception of the
Gulfport (Miss), which juts into
the Gulf of Mexico largely unprotected
and was closest to the eye
of the storm. But even this port is
putting the emphasis on recovery.
Crowley has announced that
it will resume its Central American
ro-ro liner service to Gulfport
at the beginning of October, with
GOTHICA arriving from El Salvador,
to be followed by EXPRESS on
4 October. Crowley plans to call
every Tuesday and Saturday until
24
This US Navy release in the immediate aftermath of Katrina shows New
Orleans’ flooded Industrial Canal area with the container cranes of the France
Road Wharf and Jourdan Street Wharf terminals in the background (to the left
of the two tall blue towers). At this juncture the Mississippi had already been reopened
to ship traffic and US RRF vessels were docked there for housing and
relief. Commercial ships sailed upriver to Baton Rouge and South Louisiana
such time as it can resume its regular
three times/week service.
Deluge
Airscapes of the coastline taken by
NOAA aircraft the day after
*This article updates the initial report
posted on WorldCargo News’ website.
As this note was written, Hurricane
Rita was about to strike. Having
picked up energy crossing the warm
waters of the Gulf, Rita has been
designated a Class 5 storm and the
“eye” of landstrike is now expected
60 miles north of Galveston. Mass
evacuation is under way and ports,
railways and refineries have been shut
down. More wind and rain damage in
New Orleans could imperil levee
repairs
mally used by Chiquita (Great
White Fleet) Hundreds of containers
and container chassis were
strewn about, many blocking the
town’s main thoroughfare.
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USA: KATRINA SPECIAL REPORT
Post-Katrina aerial of Gulfport from NOAA. One 3-storey tall floating casino
has been deposited in a container park and part of another, barge-mounted
casino has been deposited well beyond the western breakwater
Roofless
All warehouse rooves sustained
considerable damage and stored
breakbulk cargoes such as forest
products were gone, either pushed
inland or swept to sea.
Almost all refrigerated cargoes
were lost as the power failed. Both
Dole Liner Express and Great
White Fleet shifted container operations
to other ports. A massive
debris clearing exercise is under
way so they can repair facilities at
Gulfport and resume ship calls.
Crowley, which had blockstowed
most of its containers in
the port area, saw them washed
into the residential area behind the
port, adding to the general pileup
of debris and appearing on several
national television reports.
Like Dole and Great White Fleet,
Crowley shifted its operations.
A harbour mobile crane toppled
over in the ro-ro staging area,
which was layered in sand. A new
ro-ro ramp, which was dedicated
only at the beginning of August,
was put out of action.
Much of the reclamation work
being undertaken by the port, involving
some 60 acres of landfill,
was undone by wave action. Prior
to Katrina, the MSPA had committed
nearly US$250 mill for
port improvements over the next
5-7 years, including an 84-acre expansion,
as part of its master plan
update approved in 2003.
Better than before
As if to turn the damage wrought
by Katrina on its head, the port
says that these improvements will
be accelerated and further enhanced.
The plans are being revised
to include state-of-the-art
chill and freezer facilities, expanded
container operations with
new quayside gantry cranes and
RTGs. More dry cargo storage
will be offered on the East Pier,
which will become the port’s
breakbulk load centre.
New Orleans, the biggest port
hit, reported widespread damage
to warehouse roofing and doors.
All its cranes remained upright, including
the gantry cranes at Napoleon
Avenue Container Terminal
and a Fantuzzi mobile harbour
crane at Nashville A wharf, although
some of the cranes suffered
electrical damage. Many containers
were tossed around.
Several ships were “caught” in
port by the hurricane, but only
one snapped its moorings, the bulk
carrier CHIOS BEAUTY, which
lodged against barges on the Mississippi’s
west bank. A Bollinger
floating drydock, moored on the
west bank, broke its lines and was
blown across the river to the east
bank causing extensive damage to
the Erato Street wharf.
None of the port’s extensive
upriver facilities were flooded, but
the France Road and Jourdan
Street wharves on the Industrial
Canal were badly affetced by
flood. Electricity was lost at
Jourdan Street, where poultry exports
are handled.
Fire and water
Perversely, the port was seriously
threatened by fires, notably at
Mandeville and Piety wharves
when propane tanks exploded.
Propane exploding in the air
touched off fires as far as a half
mile away, said port president and
CEO Gary LaGrange. The only
way to fight the fire was to use
firefighting vessels. Fire trucks responded
to the emergency, but
were unable to pump water.
The recovery in port opera-
Katrina hit on August 29 laid bare
the damage at Gulfport. A large
floating casino moored at the head
of the port had been pushed
ashore and deposited on the container
chassis parking area nortions
started almost immediately.
On 5 September the port reported
that the Mississippi River had reopened
in one direction to ships
with a draft of 35ft during daylight
hours. Mid-month it reported
that two of its 27 terminals
were open and it expected to
reach 10-20 per cent of capacity
by the third week and attain 80
per cent of capacity within three
months. The first post-Katrina
containership. Lykes Lines’ LYKES
FLYER, was handled on 13 September.
A steel shipment was handled
at Louisiana Terminal.
The port added that three of
the four gantry cranes at the Napoleon
Avenue and Nashville Avenue
terminals were operational
and the fourth was expected to be
capable of working again before
the end of the month.
Some 125,000 tons of steel and
aluminium cargoes as well as several
container ships are scheduled
to be handled at the various terminals
during the rest of September
and early October, according
to Seaports Industry Update.
Mobile OK
Other regional ports reopened
fairly quickly after the hurricane
struck. The Port of Mobile said
that it would be ready for business
within days of Katrina. ºIts
bulk terminals suffered little damage,
although some general cargo
facilities had lost roofing.
On 9 September the port reported
that its shipping channel
was open to 43ft draft ships and
two-way vessel movements
round-the-clock. Normal operations
had resumed at its general
cargo terminals. No damage was
sustained to the cranes at the Pier
2 container terminal, but three
reach stackers had been “knocked
out” by electrical/electronic failures.
Repairs were not expected
to be a major problem and new
machines were on the way as well.
The Port of Pascagoula (Miss)
suffered little damage at its east
bank facilities, although west bank
warehouses lost roofing and cargo
was scattered. Four large oil platforms
in Pascagoula for repairs
remained at their moorings. As of
mid-September, commercial activity
was slowly returning, according
to AAPA bulletins, with a
resumption of frozen poultry and
lumber exports.
South Louisiana
AAPA also reported that all
grain elevators and four refineries
at the Port of South Louisiana,
the USA’s biggest oil port,
were in operation, and all midstream
transfer operations were
working. The port suffered only
minor structural damage and, as
of mid-month, 85 per cent of
capacity was available.
The Port of Baton Rouge suffered
no damage and took over
cargo handling duties from New
Orleans once the Mississippi’s
depth had been recalculated and
missing navigation aids replaced.
The Port of Houston has also
taken more cargo, mainly containers.
Local pilots pushed forward
the date for accepting ships drawing
up to 45ft in fresh water. ❏
September 2005

NORTH AMERICA: WEST COAST PORT DEVELOPMENT
Congestion overcome...challenges ahead
The congestion suffered by NAWC
ports last year may have been a
blessing in disguise as it spurred
changes that have kept cargo moving this
year, with few ports reporting traffic
build-up, other than Vancouver BC,
caught up in a truck strike through late
summer. By mid-year USWC ports were
handling 11 per cent more cargo than in
the same period last year - a trend that
has continued into early autumn.
More labour has been the biggest help,
with longshore gangs strengthened at
major California gateways and in Puget
Sound. Railroads have also pushed their
crew hiring forward and added more
motive power and rolling stock.
In addition, off-peak traffic under
Southern California’s PierPass programme
begun in late July has surpassed expectations.
In each of the first four nights of
the more than 7500 containers entered
or left Long Beach/Los Angeles marine
terminals following normal closing hours,
or almost 30 per cent of a typical day’s
gate volume of 26,000 containers.
The programme’s organisers originally
set 30 per cent as a goal to be reached
after two years running. To support the
extra crews needed to operate five new
evening shifts per week (Monday through
Thursday between 18.00 and 03.00 and
Saturday from 08.00 to 18.00), a traffic
mitigation fee of US$40/TEU is levied
on containers moved through the two
ports during peak hours, Monday-Friday.
RFID at GGS
Shipping lines have also been hunting for
ways to keep traffic moving. APL introduced
active radio frequency identification
(RFID) technology at its Global
Gateway South (GGS) at Los Angeles the
same day that PierPass was launched. By
using real-time locating technology APL
feels it will be able to reduce by as much
as half a day or more the time it takes to
track a container in the wheeled yard and
prepare it for transport.
RFID tags have been fitted to each
chassis, transmitting location signals to
computerised tracking equipment. Because
nearly all containers at the GGS
facility are on chassis, they can be spotted
electronically and positioned for movement
by truck, rail or ship. The technology
has been available for years but, according
to APL, the application represents
its first-ever use at a USWC wheeled terminal
and marks a milestone in its relationship
with the ILWU.
An agreement signed with the union
in 2002 established guidelines for the
implementation of waterfront automation
and the use of RFID is seen as one of the
first beneficial results. APL worked with
the ILWU as well as with system designer,
WhereNet Corporation, to develop and
implement the technology.
Scarce land
Implementation of technology such as
RFID and the spreading of truck gate
operations over more hours of the day
represent some of the areas of production
enhancement left to major NAWC
ports as land becomes scarce. In a stark
shift from the last two decades there is
only one new container terminal being
built on the whole NAWC range, at
Prince Rupert in northern BC, Canada.
Three others remain on the drawing
board: a new terminal at BC’s Roberts
Bank requiring additional landfill; a potential
terminal on Tacoma’s Blair Waterway
using land under the control of a
native American indian tribe; and Long
Beach’s planned 160-acre Pier S complex,
which still awaits the filing of an environmental
impact report (EIR).
The lack of new construction has
showed up in Long Beach’s 2006 budget,
which is US$40 mill less than the current
year, primarily due to reductions in
capital outlays. On the other hand,
US$100 milll has been set aside for environmental
programmes, marking a continuing
trend at US ports where noise and
air pollution control are at the forefront.
This is expected to see ongoing development
of shore-to-ship electrical
power (“cold ironing”) as well as increased
use of intermodal rail and more alternative-fuel
cargo handling vehicles. Money
is also to be invested in dust control and
diesel emissions reduction equipment as
well as improving road access through
building new multi-level interchanges.
Despite a lack of new construction,
Long Beach is continuing third-phase
completion of its Pier T container terminal,
used by Hanjin, and carrying out
improvements at Piers D, E and F, while
container terminals on Pier A and G are
slated for renovation. The port witnessed
New ZPMC cranes being moved ashore from
ZHEN HUA 1 at Cosco’s Long Beach terminal,
operated for the port by SSA Marine
WorldCargo
news
a 24 per cent increase in its container traffic
through the first half of the year and
expects numbers to continue climbing.
LA pays for delays
Contrasting Long Beach’s growth expectations,
but matching its budget cuts, the
Port of Los Angeles is not looking for
another TEU record this year. After predicting
a six per cent growth rate in January
it is now estimating that traffic will
remain steady at about 7.3 mill TEU or
roughly the same as last year.
Its operating and capital budget, however,
has been lowered by 10 per cent to
US$418.7 mill, with port priorities now
earmarked as “security, environment and
community development.”
Only two terminals are seeing signs
of construction work, the China Ship-
September 2005 25

Accredited by the
Dutch Council for
Accreditation
WorldCargo
news
NORTH AMERICA: WEST COAST PORT DEVELOPMENT
ping facility, which is slowly being
built out in phases after becoming
operational with four
cranes last year, and the former
Matson terminal, to be converted
into the port’s first ground-up
“green terminal” by P&ON.
Earlier this year the Los Angeles
Harbor Commission voted to
pay China Shipping more than
US$22 mill as part of a legal settlement
stemming from the port’s
failure to open the carrier’s Berth
100 on time. Under the agreement,
the port will also have to
pay the Chinese line up to US$7.2
mill in additional penalties if it fails
to complete two expansions of the
troubled facility on schedule.
The terminal project was first
delayed for more than a year due
to environmental mitigation
measures that had to be taken after
a lawsuit was filed by local residents
and various environmental
groups. That lawsuit, eventually
settled for US$50 mill, delayed the
terminal’s opening from May 2002
until May 2004, forcing the line
to use other berths at Los Angeles
and Long Beach for its ships.
With P&O Nedlloyd now to
become part of the greater Maersk
operation next year the former
● Maintenance Services
● Refurbishments
● Relocations
● Offload & Assembly
Earlier this year Fraser Surrey, BC took delivery of two new Doosan Heavy
Industries-built cranes, shipped fully-erect from Korea by DockWise
Matson facility may also become
a headache. Although P&O
Nedlloyd fought hard to win the
right to develop the terminal, new
owner Maersk may decide differently
as it already has its own massive
new terminal in operation on
Los Angeles’ Pier 400.
Down by the Bay
San Francisco Bay ports have not
been operating under the same
environmental scrutiny as Southern
California ports but there is
also much less construction going
on. The Port of Oakland,
which found itself handling some
diverted traffic from Los Angeles
and Long Beach last year, has completed
its major marine terminal
and intermodal yard projects, leaving
only an ongoing dredging
project to continue with.
It also took delivery of two
ZPMC cranes, each capable of
spanning 23 containers, at Berth
32 earlier this year, bring its total
post-panamax crane count to 19.
Berth 32, formerly operated by
Matson Navigation, has been
joined to the adjacent TraPac facility
for use by Mitsui OSK and
New World Alliance members.
Oakland is now studying the
ECC
East Coast Cranes & Electrical Contracting, Inc
Specializing in Port Facilities Serving the Americas
Cranes, RTGs, RMGs
Straddle Carriers
Electrical
Contracting
● Crane Feeders
● Yard Lighting
● High Voltage Distribution
● Reefer Receptacles
NEW IN 2005
● Port Technical Training Institute
● 5,400 Sq. ft training Facility in Elizabeth, NJ
● Hands on training programs for Port Maintenance Personnel
realignment and reconstruction of
other older terminals in its Outer
Harbor area in such a manner that
property acquired from the closed
Oakland Army Base could be used
to create several new mega-terminals.
However, costs associated
with the project are considerable
and it will take creative project
coordination, as well as substantial
capital, to complete. Container
volumes were up by more than 15
per cent at Oakland through midyear
and are expected to exceed
last year’s record of just over 2 mill
TEU by year end.
Oakland night gates
The port is initiating its own trial
project to extend gate hours at one
of its eight international marine
terminals - Stevedoring Services
of America’s Oakland International
Container Terminal
(OICT) - from 18.00 to 02.30
hours, Monday through Friday,
beginning early this month.
The “night gates” trial, which
is expected to run for 2-3 months,
is partly a response to concerns
from major export agricultural
shippers that daytime traffic congestion
has reduced the ability of
their drivers to make efficient and
Telecom & Security
Systems
● Gate Systems
● Security Systems
● Camera Systems
● Scanners
Website: www.eastcoastcranes.com
Email: Sales@eastcoastcranes.com
Phone: 732-866-1767
Fax: 732-683-1433
cost-effective “turns” to and from
the port. OICT currently accommodates
around 2500 truck turns/
day and the port hopes that some
15 per cent of these can be made
during the extended hours.
Searching for cargo
With Oakland accounting for
nearly 97 per cent of all container
traffic moving in San Francisco
Bay, other regional ports must
grasp at what ever traffic they can
find. The Port of San Francisco,
with only 32,000 TEU handled
last year, is on track to move about
264,000 tonnes of breakbulk
cargo this year, primarily steel,
lumber and newsprint. This will
represent an increase of seven per
cent over 2004 figures and, when
combined with aggregate imports
and other bulk commodities, will
push the port’s total cargo figure
close to 2.4 mill tonnes.
Because of its rapidly growing
bulk trade San Francisco is now
competing more heavily with the
Port of Redwood City to the
south, than its longtime cross-Bay
rival Oakland. Redwood City has
traditionally been the Bay area’s
main bulk port, with a record 1.9
mill tonnes moved last year, but
also has a water depth problem.
Continual silting, and inaction
by the US Army Corps of Engineers,
has left Redwood City’s
entrance channel at less than 27.5ft
deep. This means a working
draught of just 25.5ft for loaded
bulk carriers entering or leaving
the port. The reduced draught is
forcing smaller payloads and costing
shippers money.
RMC Cemex, a major cement
importer, could lose US$1 mill
this year because of load restrictions
on inbound cement ships,
with cargoes being reduced from
38,000 to 35,000 tonnes per sailing,
representing a demurrage cost
of US$60,000.
Also suffering from a restricted
draught situation is the Port of
Sacramento, which must make
due with a 30ft deep channel. The
port lost US$5.5 mill over the past
five years, and is on track to lose
another US$1.7 mill this year, because
of reduced ship calls, now
averaging only about 60 per year.
Although bulk cement cargoes
have grown at the port (to about
213,000 tonnes in 2004) other
commodities have declined, with
grain and wood chips disappearing
completely. Sacramento is
looking at the possibility of inaugurating
a container barge service
linking its facilities with
Oakland. The service would not
require channel dredging and
would take trucks off the parallel
freeway system and is strongly supported
by the local community.
Pacific Northwest
Along with Oakland, Pacific
Northwest ports were able to handle
some diverted Southern California
traffic last year but, like
Southern California, they are also
becoming land-poor. No new
construction is under way except
at Prince Rupert where demolition
of existing structures has be
completed, allowing construction
to begin on a new two-berth terminal
which will be operated by
the Port of New York/New Jersey’s
biggest common user terminal
operator, Maher Terminals.
Prince Rupert’s governmentsupported
move into the container
business has not discouraged
BC’s two other container gateways
from expanding their own operations.
This summer a shipload of
container cranes and yard gantries
moved into Vancouver as P&O
Ports Canada fulfilled its promise
to revitalise Centerm.
The two cranes, each weighing
1350 tonnes and costing
C$19.2 mill en bloc, are part of the
operator’s C$148 mill redevelopment
of Centerm and, along with
other enhancements, will double
the facility’s capacity by next
March. The crane acquisition also
matches Terminal Systems Inc’s
efforts, which placed a ZPMC
crane on Roberts Bank earlier this
year and positioned two more
units at its Vanterm complex
within Burrard Inlet.
More cranes will be needed
once the port completes a third
berth at Deltaport. The C$272
mill facility is projected to be operational
by summer 2008.
Fraser River Port, south of
Vancouver, is also boosting capacity.
Already considered Canada’s
second busiest port measured in
total cargo volume, the river port
saw its container traffic jump by
over 27 per cent in 2004, to
320,136 TEU, and is looking for
another leap this year.
The arrival of two additional
cranes in April, and the expansion
of an IY and truck gate in July,
have raised throughput capacity at
the port to 415,000 TEU/year.
Once an older Paceco
Portainer is dismantled, and stor-
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E-mail: info@jansonbridging.com
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Ever greener in Tacoma
In what it describes as “a voluntary,
proactive decision to protect
Puget Sound air quality,” Evergreen
Group has announced that
all diesel-powered equipment at
its new Pierce County Terminal
in the Port of Tacoma will switch
to ultra-low sulphur diesel
(ULSD) fuel. The decision mainly
covers its 34-strong (soon to be
50) fleet of diesel-electric Noell
dstraddle carriers.
The Tacoma port commission
recently directed that all diesel
equipment by the port iteself
should utilise ULSD fuel. The port
itself operates 38 straddle carriers
between Husky Terminal, Olympic
Container Terminal and the
North Intermodal Yard.
“While the decision increases
our operational costs, use of the
more expensive fuel has tangible
benefits for the environment and
the community,” said Evergreen
group chairman Dr Y F Chang.
According to R Ted Bottiger,
president of the port commission,
the use of ULSD reduces SO 2
emissions by 97 percent. ULSD is
not yet readily available at all
North American ports. However,
US Oil, adjacent to the Port of
Tacoma, is a major ULSD refiner
and supplier.
In the US, the port goes on to
explain, straddle carriers have a
federally set SO 2
emission standard
of 5000 ppm, but this limit is
set to fall to 500 ppm in June 2007
and, under US-EPA Tier 4, to 15
ppm in June 2010.
He added that Evergreen’s
newest S-type vessels incorporate
many new environmental features
well beyond the requirements of
new and forthcoming international
environmental upgrade requirements.
❏
● The Port of Houston has increased
its diesel fuel budget after
Cummins modified the engines of
seven Konecranes’ RTGs at
Barbours’ Cut to reduce NOx
emissions. The RTGs were originally
expected to run on a diesel
emulsion mix (Purinox) to reduce
NOx emissions by achieving “a
better burn,” but this is potentially
harmful to the upgraded engines.
The 12 Konecranes RTGs just
ordered by the port for its new
Bayport terminal are being fitted
with the Cummins G9 engine
which meets the legal emission
targets using ordinary diesel. ❏
September 2005

NORTH AMERICA: WEST COAST PORT DEVELOPMENT
WorldCargo
news
age area increased, a throughput of
600,000TEU/year will be possible.
The efforts of both Vancouver and
Fraser to expand capacity are being
matched by the Canadian Pacific Railway
(CPR), which is spending C$160
mill on 25 projects that will enable it to
run an additional four 100-car unit trains/
day on its transcontinental system, a 12
per cent increase over current capacity.
Boosting boxes
With nearly 1.7 mill TEU handled last
year, Vancouver, BC is pulling abreast of
cross-border rivals Seattle and Tacoma,
each with about 1.8 mill TEU in 2004.
Vancouver can also still expand Roberts
Bank. Seattle, on the other hand, has run
out of room unless it wishes to convert
its Pier 90/91 complex to containers, and
this seems unlikely given the strength of
local resident opposition.
However, capacity at Seattle has been
boosted by expansion of Terminals 18 and
46, while Terminal 25 has recently been
reopened following US$20 mill worth of
reconstruction work and the installation
of three Paceco Portainers moved up from
Long Beach. The work allows Matson
Navigation to shift its operations from T18
to T25, thus opening up room at T18
where additional post-panamax cranes are
to be delivered next year. The refinements,
as well as Southern California traffic diversion,
helped push Seattle’s container
volume up 25 per cent in the first half of
the year. It expects to match or exceed
last year’s record of 1.78 mill TEU by the
end of this year.
Tacoma moved ahead of Seattle in
BNSF cleans up
BNSF Railway is installing new technology
to provide cleaner air and more efficient
freight movement. “Rail has long
been the most efficient means humankind
has ever created for moving freight
overland,” remarked John Lanigan, EVP
and chief marketing officer. The new
generation of equipment will help improve
Southern California’s air quality
and its economy.”
On the list is Green Goat, a hybrid
switch engine that utilises a system of a
microturbine and batteries. According to
BNSF, currently there are only four LNG
locos in the US and they are all located at
its Los Angeles facility, Hobart Yard.
Lanigan says that, subject only to successful
trials and testing, BNSF’s Southern
California International Gateway
intermodal facility (SCIG) will use “only
LNG-powered locomotives for railcar
switching, only LNG-powered yard tractors
and only electrically-powered cranes.”
BNSF expects the SCIG to remove
millions of miles of truck traffic from
nearby congested freeways, with concomitant
major air quality impacts. It is
hoped the SCIG will provide direct access
to the Alameda Corridor and will
enable it to reach its potential in terms of
train capacity.
BNSF is collaborating with Parsec and
Sound Energy Solutions to acquire and
deploy LNG-powered yard tractors,
which are being built by Kalmar Industries
(Ottawa units). Using LNG yard tractors,
it says, will reduce NOx and PM
emissions by 95 per cent compared to a
standard off-road diesel tractor.
BNSF has already begun to install the
SmartStart engine idle reduction system
from ZTR Control Systems on locomotives
in Southern California. It is promoting
the key benefits of SmartStart as including
a reduction in the fuel burned by
automatically shutting down idling locomotives,
and a reduction in harmful gas,
PM and noise emissions.
Meanwhile, both BNSF and UP have
provided traffic data for a simulation study
carried out by the Washington state Port
of Vancouver to ascertain the best option
for a third rail access. The study has indicated
that the existing BNSF/ Vancouver
rail network is already experiencing congestion
during peak train volume levels.
Currently, a daily average of 27 delays
of more than 30 mins was recorded and
nearly half (45 per cent) of the delays involved
port trains even though port traffic
accounts for only 5.2 per cent of the
rail network total. ❏
container traffic last year, with over 1.8
mill TEU handled. This number may
move to 2 mill TEU now that Evergreen
and K-Line have settled into new terminals,
to be followed shortly by Yang Ming.
The port is fitting its own fleet of 30 straddle
carriers with diesel oxidation catalysts
this year using federal and local grants.
The work is expected to reduce the machines’
PM emissions by up to 50 per cent
(Ever Greener on p26).
Mostly strads
Although K-Line’s new terminal uses
RTGs in the storage yard, straddle carriers
are used to move containers between
the yard and Tacoma’s North Intermodal
rail facility. They will also be used by Yang
Ming when that carrier starts up operations,
leaving Maersk Sealand, which uses
the South Intermodal Yard, as the port’s
only non-straddle carrier operator.
Smaller ports dream big
In California the small ports of San Diego
and Hueneme have taken a number
of customers from LA/LB, principally automobile
and fruit handlers. Next year
Toyota Logistics Service will pull one
operation from Long Beach and move it
to the privately-run Port of Benicia on
San Francisco Bay.
This will open up a 30-acre facility at
Long Beach that may be merged with the
nearby SSA Terminal, used by MSC, Zim
and CMA CGM, to expand that complex
to 200 acres. Toyota will retain a 144-
acre receiving and processing facility at
Long Beach as well as a similar facility
operated at Portland, Oregon.
Moving cargo at
The initial results of the PierPass Program in LA/LB have exceeded expectations, with night
hours gate traffic reaching as much as 30 per cent of daily demand
Both San Diego and Hueneme have
been expanding their capacity to handle
additional cargo, and both have acquired
harbour mobile cranes to help move deck
TM GE Automation Systems, LLC
containers to and from reefer ships. Another
smaller West Coast port investing
in lifting capacity is Everett, Wa where
Boeing Company is changing the way it
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.
September 2005 27

WorldCargo
news
NORTH AMERICA: WEST COAST PORT DEVELOPMENT
Wind turbine tower pieces being offloaded by
tandem shipboard cranes in Longview
imports oversized containers coming in
from Asia filled with aircraft parts.
To date these awkward containers have
been accommodated on liner ships arriving
at Seattle or Tacoma, then transloaded
onto barges for positioning at Everett
where they are offloaded and railed onward
to the Boeing plant. The rail segment
of this trip has been tying up BNSF’s
mainline for several hours each passage.
To sidestep the problem, Everett is building
a new barge offloading and transfer
dock at Mukilteo, located closer to the
Boeing plant, at a cost of US$25 mill.
Part of the cost is being funded by the
State of Washington while the facility’s
users, principally Boeing, will pay for the
remainder. The dock is to be fitted with
an electrically-driven gantry crane that
will be capable of shifting the oversized
containers from barge to railcar. The
shorter rail journey will occupy the BNSF
mainline for only 15 mins.
To help speed the process Boeing has
cut a deal with Westwood Shipping
(Weyerhaeuser) to move containers directly
from Asia to Everett, a new rotation
for Westwood that will start up next
year. The containers will be offloaded at
Everett, shifted to barge and moved to
the Mukilteo dock for transfer to railcars.
Boeing expects the revised logistics to
lower production costs for the 747, 767
and 777 jetliners it builds at Everett.
Logs drift south
Other smaller Washington state ports have
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not been as fortunate as Everett. Near
the Canadian border the Port of
Bellingham, which has not handled any
commercial traffic other than lay-up tonnage
for several years, has acquired 140
acres of former Georgia Pacific property
but the acreage is expected to be converted
to marina and condominium usage
rather than commercial maritime.
In nearly the same situation is
Anacortes, another 2-berth port, which
has seen its log export trade drop away,
leaving it only with an occasional bulk
petcoke shipment, and these are now being
accomplished mainly by barge. The
Port of Olympia has also been short of
cargo but its proximity to nearby Tacoma
is working to its benefit.
Tacoma’s Weyerhaeuser plans to move
its log import and export operations to
Olympia next year following the signing
of a lease agreement with the smaller port
for 24 acres of land. In return, Olympia is
launching US$4 mill worth of upgrading
work this autumn to provide additional
paved storage areas and more utilities.
The lease, which is for five years with
options for three consecutive two-year
extensions, is expected to generate up to
18 ship calls and 30 barge calls per year.
This will push Olympia’s forest product
business to over 100 mbf/year compared
to just under 41 mbf in 2004.
Blowing in the wind
Three other Washington ports long dependent
on forest products are diversifying.
Longview, on the Columbia River,
is handling 100-car unit trains of soda ash
that are unloaded using a “direct hit”
method at its Berth 2 bulk facility operated
by Kinder Morgan. The soda ash,
being moved for American Natural Soda
Ash Corporation, is loaded aboard ship
at a rate of 1200 tph using a recently completed
rail car staging complex. This year,
over 225,000 tonnes are expected to be
loaded aboard eight ships, with each vessel
taking on around 30,000 tonnes.
Using a similar operation, but for bulk
agricultural products, is Grays Harbor,
where operations for Omaha, Nebraska’s
AGP have exceeded expectations. With
an annual volume approaching 400,000
tonnes and rail car timing becoming more
difficult, AGP is considering building a
flat storage pad that would allow more
product to move through the port without
being dependent on railcar staging.
Also diversifying is the Port of Vancouver,
Wa, which recently took over
operation of two marine terminals from
Marine Terminals Corp. Vancouver had
previously renovated the terminals and is
currently building an 100,000 ft 2 warehouse
at a third facility (Terminal 3).
Vancouver has also secured long-term
(5-year) agreements with seven major
breakbulk customers. Star Shipping signed
on as a terminal operator at the newly
renovated Terminal 2 last year and agreements
have followed with Saga Forest
Carriers, STX Pan Ocean, Hyundai Merchant
Marine, SK Shipping, New Zealand
Lumber Shippers and MAN
Ferrostaal. Last year these customers handled
over 75 per cent of the breakbulk
cargo at the port, moving almost 0.5 mill
tonnes of steel and forestry products. The
port is also working on a new rail access
project (see foot of BNSF... on p27).
Both Vancouver and Longview have
been handling several large project moves
this year, involving components for “wind
farms” being built in eastern Washington
and western Montana.
Portland down
The nearby Port of Portland, Or has handled
such moves in the past, but its overall
cargo volume was down 11 per cent
and ship calls down by 17 per cent in the
first half of the year. This stems mainly
from the departure of two major container
lines last year, with container counts
dropping by 52 per cent. Grain, the port’s
traditional tonnage leader, was off by almost
12 per cent at 1.6 mill tonnes, but
mineral bulks witnessed a surprising 11
per cent increase to 2.4 mill tonnes.
Portland is hoping a new postpanamax
container crane on order, coupled
with improved rail access, a reduction
in bar pilotage fees and the start of
the Columbia River dredging project will
help spur additional tonnage and return
some of its lost container traffic. ❏
28
September 2005

SWEDEN/DENMARK: PORT DEVELOPMENT
WorldCargo
news
Gothenburg reviews its strategic options
As containerisation grew and it
became the accepted policy that
deep sea container ships would
turn around at Hamburg/
Bremerhaven, most Baltic ports
resigned themselves to the rôle of
feeder status with domestic cargoes
no longer shipped direct.
Indeed, the two major northern
European feeder operators,
Unifeeder and Team Lines, were
established to service Baltic cargo
flows and have continued to grow
- Team Lines is now owned by
Finnlines while Unifeeder maintains
its Danish ownership.
Norway’s capital city port,
Oslo, “accepted the inevitable”
and downgraded its container flow
forecasts. It now appears intent on
removing this activity completely
from its port boundaries. Helsinki
welcomed feeder traffic, with regional
ports servicing the paper
industries by ro-ro.
Stockholm and Copenhagen
looked to distance themselves
from commercial container traffic
and instead exploit waterside
development potential as well as
cruise and passenger ferry traffic,
as Helsinki has also done.
Many ports in the Nordic region
appear to prefer real estate
development to port activities,
despite the presence of a concentrated
hinterland in otherwise
sparsely populated countries.
Gothenburg, however, has taken
Sweden’s main load centre has
come up with new ways to extend
its influence in the Baltic area
Maersk Sealand’s GUDRUN MAERSK, here shown being loaded for the first time
at the Port of Gothenburg’s Skandia terminal
a different stance to maintain its
deepsea business aspirations,
alongside feeder traffic.
Not easy
This has proved to be a difficult
task. ACL has stayed with the port
as it had a wider cargo base in
terms of wheeled traffic and machinery.
Evergreen, on the other
hand, tried direct calls but found
the cargo generated did not justify
the deviation and it returned
to feeding to/from Hamburg.
However, according to some
analysts, there is now a shortage
of feeder vessels as pressure on
feeder rates is making longer term
newbuilding investment difficult
to justify. Additionally, new work-
Gottwald Port Technology
ing hour directives may require
additional crewing, particularly to
cover the Elbe/Kiel Canal passage,
which will push up costs against
the same revenue base.
At the same time, the order
boom in main line ships, particularly
post-panamax vessels, as capacity
increases rather than replacement
tonnage, could result in
more ships to service other European
ports outside the Le Havre-
Hamburg range in a “trickle
through” effect.
Blue is the colour
Maersk found better market conditions
than Evergreen for direct
calls, possibly due to its
Scandinavian origins, but more
directly, to its take-over of Sealand.
This US carrier was a pioneer
in Gothenburg (although it later
switched to nearby Wallhamn due
to labour disputes and cost issue)
and developed a strong local customer
following in Scandinavia.
So did Sweden’s East Asiatic,
which Maersk also absorbed.
Doubling up for NETSS
To support growing SECU traffic
as StoraEnso’s system is enlarged
to cover Finland, using
Gothenburg as the consolidation
base, the Port of Gothenburg is
constructing another linkspan at
the StoraEnso terminal.
ºUnlike the original 2-tier
ramp, the new linkspan, to be
supplied by TTS, will be a single
level ramp. It will be hinged
at the shoreside and raised and
lowered by means of hydraulic
cylinders at the seaward side.
The 14.5m long by 24m
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The Danish group’s high profile
in Sweden will be further
strengthened by its takeover of
P&O Nedlloyd, which has traditionally
been very strong in Scandinavia,
both in container traffic
and short sea ro-ro.
Encouraged by Maersk’s presence,
the port owner and operator
(Göteborgs Hamn AB) took
the decision was taken to order
two Noell post-panamax cranes,
even though it was considered a
risky move. This investment has
evidently proved its worth.
The port has now ordered
three superpost-panamax cranes
covering a 23-wide deck span for
wide ramp will cater for three
lanes simultaneously. It will
mainly be used to discharge the
three 13,800 dwt B&N ro-ros
(in build) on the forthcoming
north Finland-Gothenburg
shuttle, as well as load SECUs
into the DFDS Tor Line ro-ro
ships headed for Tilbury.
The ramp, positioned at
berth 702 alongside the original
ramp at berth 700, is aligned
parallel to the quay. Handling
can be carried on at both ramps
simultaneously. ❏
B&W Bulk Handling
Sino-Danish “superport”
Plot A/S, a Danish architectural
consultancy company, is working
on an offshore port project for the
Gulf of Tongking area, as the entry
point to China’s Guangxi
province and the northeast cornerstone
in South east Asia.
The Danish project team is led
by Bjarke Ingels and Julien de
Smedt and its Chinese partner is
the Guangxi Institute of Architecture
Design and Research. The
proposed Red Star Harbour
would occupy 680-ha. Project cost
has been estimated at €1 bill.
Plot has previously proposed
a similar, star-shaped harbour
project for Denmark. This
“superharbour,” located along the
planned Rødby-Puttgarden
bridge, would be the new Baltic
gate. Gradually it would be able
to absorb all Danish harbour activities
and, it was claimed, free up
€20 bill worth of prime, waterfront
space in the existing ports
for residential use. This value was
said to exceed the entire cost of
the new multi-cargo port, so it was
economically good for Denmark.
Its container capacity would be
able to exceed that of Rotterdam.
Plot has been involved in a
number of projects in various
spheres in Denmark, Sweden,
Holland and Korea. However, the
star harbour concept is easily its
most ambitious to date. ❏
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MRS Greifer
E-Crane
Also for Used Equipment
Good results for ADP
Associated Danish Ports A/S
(ADP) reports that revenues rose
by five per cent in the first half of
2005, from DKK42.3 mill in the
first half of 2004 to DK 44.4 mill.
ADP reports a high level of
activity at its three ports (Fredericia,
Nyborg and Middelfart),
with the total volume of cargo
handled increasing by just over
four per cent relative to the first
half of 2004. Despite the lack of
raw material tonnage for Kemira
GrowHow A/S, which closed
down its fertiliser production in
2004, “we have created growth
and attracted new customer activities,”
explains ADP’s managing
director Jens Peter Peters.
Liquid bulk throughput rose
by six per cent, attributed to the
large volume of crude oil shipped
in April and May. Dry bulk volumes
tend to fluctuate more.
There is still a shortfall in grain
shipments, but ADP retained its
importance for shipping animal
feedstuffs. Shipments of stone, sand
and gravel doubled, while general
cargo throughput was up by more
than 20 per cent.
Fredericia saw an increase of
just under five per cent overall,
while cargo volumes increased by
more than 17 per cent in Nyborg.
This growth occurred exclusively
at the Lindholm terminal and is
attributable to new agreements
which have been made concerning
the use of the port for shipments
of broken stone for the
whole of Funen.
Nyborg was chosen, says ADP,
on account of its water depth, the
many free areas and its proximity
to the rest of the infrastructure.
Middelfart has also been used for
the shipment of considerable volumes
of broken stone. Steel volumes
in Nyborg were constant,
whereas the influx of liquid products
to Avernakke was less than in
the same period last year.
The outlook for the second
half of 2005 is positive, says ADP.
Recent months have seen the
conclusion of several new agreements,
which will result in further
increases in cargo volumes. For
2005 as a whole, says Peters, ADP
expects a profit before financial
items of at least DKK20 mill.
Owning and operating the
ports in Fredericia, Nyborg and
Middelfart, ADP handles more
than 17 mill tonnes of cargo a year
and is the largest port system located
within Denmark. ❏
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Reference: Copenhagen Port, Denmark
September 2005 29

WorldCargo
news
delivery in September next year .
The existing post-Panamax
Noell cranes operate on the preexisting
crane rail gauge (20m),
but for the new cranes a third rail
will be installed behind the existing
landside rail to provide a
30.48m gauge.
A new rail size has also been
selected, MRS 125. The new rail
will extend 500m from the eastern
side of the Scandia quay line.
Extra piling is required to support
the rail as well as an additional
trench for the cable feed.
In addition to being able to
handle the largest Maersk Sealand
ships, the cranes will increase the
30
capacity of the terminal. It is likely
that one of the old Asea cranes will
be removed from the west quay
line (sold or scrapped) and replaced
with a newer unit from the
main quay.
This would leave five postpanamax
cranes on the main quay,
three of which are restricted to
500m travel, plus three panamax
cranes, to service six berths. Three
will be retained on the west quay.
Housekeeping
Previously, the port considered it
had a capacity of around 1 mill
TEU/year. Last year, Gothenburg
handled 731,000 TEU and with a
10 per cent growth rate this year
is coming near to its current capacity
ceiling. However, a consultancy
study in 2001 indicated that
with minimal disruption, some
“housekeeping” to clear out nonessential
activities but staying with
straddle carrier landside handling,
terminal capacity could be increased
to the order of 1.25–1.5
mill TEU/year.
The old crane maintenance
workshop, a legacy of the days
when port ownership and operation
were not integrated and the
cranes were owned and operated
by the local municipality, are to
be pulled down as they are effectively
in the middle of the stacking
area. A further study by HPC
has suggested that with a change
in the landside handling systems,
capacity could be increased to 3
mill TEU/year given the land area
available at the port and its quayside
length.
The increased capacity of the
three new cranes places pressure
on the port to intensify its yard
handling systems, while the ability
to work five cranes over a
Maersk Sealand or other main line
ship will require a more efficient
yard configuration and higher
stacking capacity than can be provided
by the current “pure” straddle
carrier-direct operation.
The port planners consider
they have a couple of years before
capacity constraints are reached,
although detailed plans must be
developed soon to ensure a
smooth transition.
RMG contender
The port is examining all options,
but one strong possibility is an
RMG yard crane system, initially
behind the 500m quayside served
by the three new ZPMC cranes.
It would work alongside the conventional
straddle carrier fleet.
The straddle carriers would
service the stacking crane rows as
well as their own yard. However,
the port has also looked at dedicated,
low height shuttle carriers
to feed the yard crane stacks.
As demand increases, particularly
as the port hopes for
deepsea traffic, the crane stacks
could be increased at the expense
of the straddle carrier
park, although it is doubtful
whether the port would switch
to a full RMG operation.
However, the port considers
that both the RMGs and the
straddle carriers could “be automated.”
If an RMG system were
specified, it is likely that the cranes
and stack configuration would be
designed to be suitable for full automation,
even if they were initially
operated manually.
RMGs are considered a better
option than RTGs at the moment
due to the poor soil conditions
under the concrete surface. Some
SEK400 mill has already been
spent in reinforcing and piling the
sub-structure although it is believed
that more will be required
to support RMG tracks and the
greater stacking heights.
Land grab
One way the port believes it can
attract deep sea calls, in addition
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SWEDEN/DENMARK: PORT DEVELOPMENT
Aerial shot of the Port of Gothenburg’s Arendal area, where NYK is setting up
a logistic centre. The port wants to encourage more value-added developments
to committing to new handling
systems, is to provide the type of
value-added services that ports
such as Rotterdam and Hamburg
offer, mainly in the form of distribution
and logistic parks.
Eric Nilsson, executive vice
president, admits that the port is
“buying as much adjacent land as
we can,” not so much to increase
container handling but to encourage
distribution facilities to be
built. NYK, for instance, is establishing
a logistics centre at the
Arendal area near the Volvo plant.
This is attracting more cargo
flows now as it is owned by Ford
and has greater access to international
sourcing. Noting the success
of the nearby Scandinavian
Distriport, established several years
ago, the port wants to encourage
the development of similar facilities
on its own land.
Outsourcing
In a new departure, the port has
taken a 20 per cent stake in the
new Gävle container terminal
170km north of Stockholm
(WorldCargo News, May 2005,
p13). While it has previously “donated”
its general cargo activities
to smaller southern west coast
ports, possibly in return for an informal
agreement that these
smaller ports would not venture
into container handling, this is the
first time that Göteborgs Hamn
AB has taken a financial interest
in another port.
Nilsson considers that the
“pattern of deep sea traffic against
feeder traffic is definitely changing
and it would be possible to
reduce feeder traffic by 30 per cent
for the same container volumes
currently using east coast ports.”
This would entail a rail or
truck landbridge operation between
Gothenburg and Gävle
with the west coast port using
Gävle as a distribution centre.
Feeder times from Gothenburg
to Stockholm are around 36
hours while the rail link takes six
hours. Currently two of the 16/
week dedicated shuttle train departures
from Gothenburg go to
Gävle. Most block trains are for
StoraEnso and Avesta Polarit.
Two companies which have specialised
in developing and implementing
logistic systems for port
and terminal operators and shipping
lines are to join forces: FAA
Information Technology A/S
based in Århus, Denmark and
InPort Intelligent Port Systems
AB, based in Karlstad, Sweden.
The aim of the merger, says a
joint statement, is to create a strong
entity which can meet the demands
of the market for longterm
reliability when it comes to
resources, delivery of modern,
high quality IT systems and the
possibility of offering a high level
of service. New possibilities for
developing competitive logistics
solutions will also be created.
FAA IT is changing its name
to InPort Intelligent Port Systems
Göteborgs Hamn argues that
much of Stockholm’s container
traffic, which tends to be mainly
consumer import goods, could be
fed by rail from Gothenburg from
deep sea ships more cost-effectively
than shipping by feeder from
Hamburg or Rotterdam.
While Gothenburg is interested
in the availability of land,
quayside operations could also see
feeder traffic from the Baltic states
and Saint Petersburg shuttling between
the port with import/export
cargoes carried by rail to connect
with deepsea vessels in
Göteborg. While some of the rail
link to Gävle is single track, resulting
in potential bottleneck
situations, in general it is considered
that the link has sufficient
capacity for at least a decade.
Stockholm challenge
The stake taken by the Port of
Gothenburg is a strong endorsement
of the Gävle project and
could boost traffic as well as transfer
container handling expertise.
But it does not appear to have affected
Ports of Stockholm AB’s
own plans for a new container and
ro-ro terminal at Nynäshamn.
Stockholm is soliciting expressions
of interest from international
terminal operators for this SEK3
bill development, construction of
which it hopes to see started in
2007, with completion in 2010.
Capacity is slated at 300,000 TEU
(lo-lo), or more than 10 times the
port’s current lo-lo throughput.
The case for Nynäshamn, located
60 km south of the city, is
fuelled by planned local factory
closures which will see 25 per cent
of its working population jobless.
In addition, the city wants to take
over the existing, constrained container
terminal in the free port for
residential use and reduce heavy
road traffic in the city. Instead,
containers could be handled at
Nynäshamn and distribution centres
established close by to feed
Stockholm in smaller trucks.
But by 2010 Gävle would already
have been in operation for
four years. Is there enough cargo
to go round for both Gävle and
Nynäshamn to prosper? ❏
IT/Logistics link-up
A/S. Both this company and
InPort AB will be jointly owned
by FAA’s Danish parent company
FAA Holding A/S and by InPort
AB’s parent, Svensk Hamndata
Holding AB.
The customer base is made up
of most Swedish ports and a large
number of Danish terminal operators,
rail operators, forwarding
agents, shipping companies, etc.
The united InPort companies, says
the joint statement, will be the
market leader in the Nordic Bloc
as well as a significant player in the
wider Baltic area.
The new managing director
is Kent-Ove Moberg from the
Swedish InPort AB. The chairman
of the Board is T Bonne
Larsen, the managing director of
FAA Holding. ❏
September 2005

SWEDEN: ROLL-ON/ROLL-OFF
WorldCargo
news
TTS group sets out its stall
TTS group’s acquisition of Liftec Oy in
Finland (WorldCargo News, January 2005,
p1) and, subsequently, the formation of
TTS Port Equipment AB to cover the
whole portfolio of cargo handling equipment
(WorldCargo News, June 2005, p4)
provide new springboards to bring the
different lo-lo and ro-ro product and service
concepts to the market place.
Previously TTS’s work on the IPSI
project and developments arising from
this, such as trailer trestles and the fully
robotised cassette lifter (EU “Integration”
consortium project) came under TTS
Ships Equipment, itself part of the TTS
dry cargo handling division.
The TTS ships equipment division,
which operates from Bergen, Gothenburg,
Bremen and Shanghai, focuses on diverse
areas such as stern ramps, hatch covers and
other ship access systems and is thought
to be not a natural fit with shoreside handling
systems. Last year TTS formed a
terminal systems division with a “product
portfolio that includes systems for fully
automated container handling on land.”
This AGV (automated guided vehicle)
is essentially its driverless, ro-ro cassette
lifter developed in conjunction with
Liftec (prior to its acquisition), Danaher
Motion (navigation sensors) and SICK
(laser sensors) under the EU’s Integration
programme.
Linkspan deal
However, the first breakthrough for the
new business area is described as “an important
linkspan contract.” This upper
ramp design was installed in April this year
at Stena’s Verko terminal, near Karlskrona,
Sweden, to service its traffic to Gdynia.
The company had also tendered for the
massive ABP floating linkspan for the new
Immingham river ro-ro terminal but in
the end, lost out to MacGregor, now part
of Cargotec group.
Grouping terminal handling solutions
under the banner of ships equipment has
tended to overshadow them, although it
could be argued that IPSI trailer trestles
are essentially shipboard equipment.
The IPSI trailer trestle, while undergoing
extensive trials on the Stena Line
service between Gothenburg and
Travemünde, has yet to be fully marketed
and consequently there are no commercial
sales so far.
The “bespoke” system for new or retrofit
applications is the ALT (automatically
lashed trailer trestle) used in conjunction
with the IPSI lashing kerbs. This
has been approved by DNV for operation
in significant wave heights of up to
3m with no other trailer lashing.
For retrofit applications on conventional
ro-ro ship decks, the COT (clipon
type) version has rubber pads on the
legs. These are sized to have the same footprint
as the trailer tyres and are calculated
to have a CoF of between 0.5 and
0.7 depending upon the efficiency of the
deck’s anti-slip paint.
The trestle has its own in-built strap
lashing system, operated by a ratchet
tensioner fitted in each leg. However, this
is only effective for stopping reverse moves
of the trailer and is not intended for rolling
motions.
SRC in the van
The trestle is one important area of ro-ro
handling where TTS is having to play
“catch up” with another Swedish company.
The most popular trestles in use today
are the SAT and LOT designs from
SRC Scandinavian Ro-Ro Construction.
As previously reported, SAT is the
trestle with integrated deck locking automatically
from the ro-ro tractor for
specially fitted new ships or retro-fitted
ships. It has been adopted by DFDS
Tor Line on its new “Flower” class roros
and by Toll Shipping in Australia,
and has also been retrofitted to three
other Tor Line ships. New business has
come from ferry operators Bornholms
Traffiken and Destination Gotland.
Several other ro-ros operated by
DFDS Tor Line are fitted with the LOT
trestle. This does not lock to the deck but
has rubber pads which provide friction
Things are fully rolling
in the ro/ro terminals.
between trestle leg and vessel deck. In this
case the fifth wheel is manually opened
using a handle mechanism. Extra web
lashing (between one and six straps) can
be added according to expected sea state.
In practice, it has been found that an
average of 80 per cent of North Sea crossings
can be made without any web lashing
(90 per cent in the case of the SAT
trestle). With SAT, the figure has proved to
Could the CP-Train concept (originally from
TTS Drøbak) be adapted for container
terminals and replace multi-trailer train sets ?
Now that demands from industry for efficient system solutions are constantly increasing, we respond
by intensifying our efforts in all parts of the port.
In the ro/ro terminals this means more new berths, deeper water right up to the quayside, opening
times round the clock and not least, shorter lead times. All to be able to provide better service for
our customers by means of terminals with a maximum of flexibility.
In doing so we further extend our position as the natural goods hub in northern Europe.
www.portgot.se
be as high as 98.9 per cent on the tank top
and main deck, falling to 80 per cent on
the weatherdeck. For LOT, the equivalent
figures are 90, 90 and 80 per cent. SRC’s
production facilities are located in Poland
(Novatech APS) and are DNV-certified.
Now that TTS Port Equipment is a
separate entity in the diverse TTS group,
it has been decided to invest in a demonstration
facility near the port in Gothenburg
where it will be able to show its
AGVs to prospective clients. The robotised
Container Platform train (CP-Train), developed
in Drøbak, Norway by TTS
Materials Handling will be moved to the
new site, where TTS intends to show all
its “dry port” applications.
Although the CP-train was originally
developed as part of the Fastship concept
(now highly unlikely ever to materialise),
World Cargo_210x297_Roro.indd 1 05-06-29 13.17.52
September 2005 31

WorldCargo
news
SWEDEN: ROLL-ON/ROLL-OFF
TTS considers that the system
(WorldCargo News, July 1998, pp46-7),
would operate successfully for dry port
projects where greater use could be made
of cheaper land inland from the main quay
for storing containers.
The CP-Train, it argues, would be a
more efficient solution than multi-trailer
train sets (MTS), particularly for travel
distances of more than 1000m. Civil engineering
costs would be higher than for
MTS, but are more than made up by the
release of valuable waterfront land.
Proving ground
As noted, the new site will also be employed
to demonstrate TTS’s AGV cassette
handler. This represents a notable
breakthrough in container handling in
that it is an active system, unlike the passive
Gottwald-type AGV used in lo-lo
container terminals which must be handled
under a crane.
Only Kalmar’s robotised straddle carrier
system (for Patrick) goes one better
and is able to stack/retrieve as well. TTS
made a presentation to P&ONL/ECT for
their Euromax project in Rotterdam.
They were interested, but it was probably
too late by that stage to change their ideas.
In any event, ECT has had good experience
of operating Gottwald AGVs and the
German company remains favourite to
win the AGV contract at Euromax.
The TTS AGV, as already noted originally
developed for the Integration project
in conjunction with Liftec, is a low height,
self-powered translifter which can enter
a cassette tunnel and leave in the same
direction. Prior to this, Liftec had developed
its own AGV translifter for SSAB
Oxelösund (see below) but this resembles
an integrated tug and lifter and accordingly
cannot drive through. TTS considers
there is a place for both systems and is
marketing both designs.
The new demonstration site will also
be employed to develop and refine the
designs, particularly the drive-through low
profile machine. Currently TTS Liftec is
investigating ways of lowering the machine.
While the engine size problems
have been overcome - the unit now incorporates
a Mercedes Benz OM906 flat
design as employed on buses - the flywheel
driving the hydraulic pump still has
to be made smaller.
Tyre sizes have also been re-examined.
The AGV now runs on Michelin 225/
75-R15 pneumatic tyres. Each of the 24
tyres (six axles) is capable of a loading of
4100kg at 20 kph.
Laser probe
Some observers, however, still question
the use of laser guidance and navigation
systems in an outdoor environment. While
it is the simplest and least expensive form
of control and requires no supporting infrastructure
other than a few reflectors, it
has yet to be employed in an automated
container terminal.
Embedded transducers, as employed
by Gottwald at ECT, CTA and (soon)
Euromax, were considered by TTS to be
somewhat inflexible and be unable to
work inside a ro-ro ship. Similarly, DGPS
was discounted as the configuration of the
low-slung translifter does not permit an
aerial mounting, which would also be in
Vänern hold-up
One innovative project in which TTS
is involved with its IPSI trestle and
kerb trailer system (WorldCargo News,
September 2004, p28) appears to be
on hold. The ambitious RWS Lines’
concept of small ro-ros operating between
Lake Vänern ports and
Duisburg is still awaiting the go-ahead
pending contractual commitments
from hauliers. RWS has always stated
that they must be in place before the
ships are ordered.
In addition to designing the ships’
unique internal deck arrangement,
TTS has been involved in the design
of the trailer stowage, which is particularly
tight as there is no room available
between the trailers for lashing.
Instead of its “conventional,” low
height lashing curb system. TTS is
considering a longitudinal lashing wall
into which the trailer is driven.
Instead of lashing the fifth wheel
to the trestle, a support bar - a trestle
without legs - could be used to secure
the trailer. No lateral movement
of the trailer would be possible as it
would be enclosed by the retaining
walls. In this way, it would be possible
to obtain a 2.6m wide trailer lane to
provide five lanes on a ship’s beam of
only 13.35m. ❏
Tel: +358 207 431 120
Fax +358 207 431 121
www.meclift.fi
AGENTS
WANTED
shadow in a container stack and again
would not work on board a ro-ro ship.
Microwave radar systems, as employed by
Patrick’s automated straddle carriers from
Kalmar, were not apparently considered.
Manual help
A feature of the original Liftec AGV is
that it can be manually operated and it is
possible to introduce a self-learning mode.
So, for example, a driver could operate
the AGV over a fixed shuttle run, which
the AGV PLC could then replicate. Although
this feature may not be of much
use in a free-ranging environment such
as a container terminal, it could prove
useful in industrial applications.
Liftec previously supplied this AGV
translifter to SSAB Oxelösund in Sweden.
The machine worked well for three
years and clocked 8000 hours, but became
surplus to requirements when the company
altered the mill’s internal logistics.
Ro-ro translifter business has been
buoyant for TTS-Liftec recently, due
largely to phase 1 of StoraEnso’s NETSS
project. Eight LTH90s for SECUs were
delivered to Barloworld for Forth Ports’
Project Enterprise in Tilbury, nine to
Steveco in Kotka, 10 more to Göteborgs
Hamn and four more to Sea-Ro,
Zeebrugge (already nine there). The 4-
axle LTH90 is the de facto industry standard
for SECU handling.
In a new development, TTS Liftec has
supplied DFDS Tor line with six LTH90
Combi units. These are 45ft long to cope
with SECUs but have a raisable stopper
on the frame for 2 x 20ft/40ft loads. They
are normal width but have fixed lateral
supports at the front end and hydraulically
operated, stowable supports at the
rear to support SECUs when required.
Tyre problems solved
As first covers, TTS Liftec prefers to fit
the LTH90s with 645/250-410 solid resilient
tyres from Watts. Over the years,
practical experience has demonstrated
that these are a good fit for 90 tonne transports
up to a distance of 1000m. For
longer transport distances, one option is
to go the 6-axle LTH120. If the same 90
tonne load is required to be carried, Liftec
can fit slightly larger pneumatic radial tyres
from Michelin. Alternatively, these pneumatic
tyres can be fitted to the LTH90,
but the load has to be reduced.
Two LTH120s have recently gone to
steel works in Finland and an SC30 straddle
carrier has gone to Sandvik in Sweden,
handling steel slabs. This is based on
the SC95 successfully used in Gothenburg
to unload SECUs from rail cars.
Recently Multi-Serv in the UK took
two LTH90s and three LTHH130s for a
Corus operation. The LTHH130s are used
to transport steel slabs heated up to 800
degC. The biggest product is the LTHH360
- a 10.8m long by 7.8m wide platform on
four double bogie axle lines. ❏
32
September 2005

ROLL-ON/ROLL-OFF
WorldCargo
news
It’s a tough road going by sea
A year after P&O European Ferries
announced its pull-out from
Western Channel operations as
of the end of this month and
Louis Dreyfus Lines (LDA), best
known for its Mediterranean
cruise and ferry interests (including
the GLD, its Toulon-
Civitavecchia joint venture with
Grimaldi), will plug the gap.
Portsmouth Commercial
Port and Le Havre port authority
(PAH) have been searching
hard for a replacement to P&O.
Initially Brittany Ferries, perhaps
the obvious candidate, expressed
interest, but in March it withdrew
its candidature.
Starting next month, LDA
will align a large ro-pax ferry, the
1992-built NORMAN SPIRIT, with
capacity for 1850 passengers and
600 cars or 120 lorries.
Only accompanied freight
will be accepted. Initially, LDA
is offering one daily sailing each
way, with departures from Le
Havre at 17.00 hours returning
at 07.30 hours the next morning.
It is hoping to build annual
traffic in due course to 600,000
passengers and 50,000 trucks.
Crossing time has been set
There is speculation that
Cobelfret Ferries is to take over
Simon Group’s port interests.
The Antwerp-based shipping
group has already acquired a 28
per cent stake - 11 per cent stake
in August followed by another
17 per cent this month, through
Montauban SA.
In 2002 Cobelfret agreed a 20
year lease of up to 60 acres of land
at Simon’s Humber Sea Terminal
(HST) on the River Humber, so
already it part-owns its landlord.
Last December the Board of
Simon confirmed that it was in
sale talks with unnamed parties.
Earlier this month, the Board said
that after discussions with the potential
bidder concerning the implication
of its August share purchase,
it “is no longer in discussions
with any party concerning
a possible offer for Simon Group.”
However, the purchase of the
second tranche of shares (from J
O Hambro) appears to have postdated
that announcement, so the
rumours have continued.
Simon’s group turnover for the
six months to 30 June 2005 was
Although the EU’s Marco
Polo programme has attracted
considerable publicity,
there is not as much “steak
in the sandwich” as there ought
to be. Most road-to-sea initiatives
have taken place in the Mediterranean
and a good example is the
GLD - Grimaldi Naples and Louis
Dreyfus Armateurs (LDA) - service
between Toulon and Civitavecchia.
This was set up after the
earlier Toulon-Savona initiative
failed, ostensibly because the distance
was too short and truck fuel
prices were lower than forecast.
Green, white and red
The GLD service is an Italian-flag
operation, which reportedly
New Anglo-services
at 5.5 hours. Support for LDA
will be provided by PAH during
the first year. PAH will also
carry out some modernisation
work in the ferry terminal.
Harwich-IJmuiden
A new ro-pax service is being
started up between Hutchison’s
Harwich International Port
(HIP) and IJmuiden by Nedlines
BV. “Nedlines have signed a fiveyear
agreement with us, which
is excellent news for shippers,
who can now take advantage of
an enhanced range of options
from the port, including the
choice of 57 sailings in both directions
each week,” said HIP’s
COO David Gledhill.
The new service deploys
ENVOY chartered from Finnlines.
It focuses on driver-accompanied
freight and offers a daily
overnight sailing, giving customers
an alternative route next
to the existing ferry operators
on the North Sea and Channel.
Nedlines is a joint venture of
ferry operator Doeksen Transport
Group, financial investor
Schelling Investments and project
initiator Bart Cunnen. ❏
Cobelfret to buy Simon?
£13.208 mill, up 1.8 per cent on
the first half of last year. Ro-ro
revenues rose by 31 per cent from
£4.188 mill to £5.49 mill, due
to the Cobelfret lease at HST that
commenced in October 2004.
Berths 1 and 2 at HST have
been extended, to accommodate
larger Stena vessels due to enter
service next year and larger car
carriers from Korea and Japan.
Simon has also applied for planning
permission to increase the
number of ro-ro berths at HST
from four to six. In January this
year it acquired a 70-acre plot of
land adjacent to HST to underpin
this phase III development.
Negotiations have been ongoing
with a number of lines for the
berth space vacated by Seawheel,
which has been acquired by
Samskip. Simon’s other port operation
is Port Sutton Bridge, located
on The Wash and handling
mainly steel and grain traffic. ❏
● Simon Storage has been sold by
Patron Capital Partners and Fortress
Investment Group to
Canada-based Inter Piepline Fund
for £120 mill (C$260 mill). ❏
means 50 per cent cheaper
crewing costs than using a French
crew. LDA’s new Portsmouth-Le
Havre service (see yellow box) will
also be Italian-flagged.
The GLD service was boosted
by a deal with Gefco covering
southbound transport of new PSA
Peugeot-Citroën automobiles
(WorldCargo News, April 2005,
p31). This should account for
40,000 vehicles/year and reduces
the threshold for breakeven to 60
trailers/sailing. The maximum
trailer intake is 150.
The service is operated with
EUROSTAR VALENCIA and provides
three weekly overnight sailings
each way. Transit time is just 14.5
hours, as the natural “arc” of the
sea route takes miles off the overland
trip. A trucker operating
within the speed limits and taking
compulsory rest time would
take 22 hours on average.
One of the difficulties is that
unaccompanied services do not
appeal to many of the large
number of owner/operators active
More than 25 years experience
with worldwide service
and spare parts net.
in the Italian and French haulage
markets. However, an early and
sizeable supporter of the link is
Transports Gelin, based in Brittany.
The company was quoted as
saying that the tariff of €400
(which includes two meals for the
driver) was less than half the cost
of the equivalent road journey.
This reflects not only fuel savings,
reduced tyre wear, etc but the
avoidance of road tolls in Italy and
Mont Blanc or Fréjus tunnel tolls.
Another Suardiaz
Another recently-established short
sea, ro-ro “hop” is Flota Suardiaz’s
weekly Línea Atlántico service.
Southbound, this calls Vlissingen,
Zeebrugge, Southampton, Santander,
Vigo, Setúbal and Casablanca,
with calls every other week
in the Canaries (Las Palmas and
Tenerife). Northbound the ships
call Setúbal, Vigo and Vlissingen.
Clearly there is plenty of opportunity
for picking and dropping
cargo on the route. Calls at
Gijón are offered on inducement:
BALTICBORG is one of the two new Wagenborg ro-ros deployed in Kappa
Packaging group’s RoRo2Stockholm service
a disappointment for this Spanish
port which has opened a new roro
terminal (WorldCargo News,
April 2005, p23).
Back with headhaul
Ro-ro operators have become
much more adept at marketing
backhaul capacity for third party
general cargo. This is making a
positive contribution to modal
shift, particularly in Nordic flows
where southbound flows are dedicated
to paper product shipments
and ships would normally return
with some waste products for recycling,
but mostly in ballast.
A good recent example is the
Kappa Packaging case in Piteå in
northern Sweden. This is the biggest
kraft liner mill in Europe with
an annual output of more than
700,000 tonnes/year, mostly
shipped out on ro-ros.
Wagenborg has introduced
two, new 10,000 dwt “green” roros,
BALTICBORG and BOTHNIABORG,
for this traffic. Containers, trailers
and uitised timber packs are
loaded on the weatherdeck.
Rolltrailers from the mill are
driven onto the main deck and
tank top and, for optimum stowage,
the cargo is carried sto-ro.
Clear height of the main deck
and the tank top are 5.8m and 5m
News of the world
Further information is given by Mr. Mats Johansson
www.ro-roconstruction.se
• Dramatical cost cut for
stevedoring work
• Faster loading/unloading i.e.
reduction in turnover time.
• Flush deck which can
accommodate any type of
Ro-Ro cargo.
• The minute the tug has
positioned the trailer in its
position it has been secured.
Address:
Indiska Oceanen
S-418 34 Gothenburg, Sweden
Telephone:+46 (0)31-54 90 16
Telefax: +46 (0)31-54 64 30
E-mail: mats.johansson@mcr.se
The Sideloader Specialist
New linkspan installed
Ravestein BV has completed
installation of the new doubledeck
linkspan at the Port of
Dunkirk’s Quai de Ramgate. As
previously reported (WorldCargo
News, April 2005, p31), this is
desgned to cater for the bigger
ro-ro ships which have been introduced
by Norfolk Line.
The twin deck pontoon
has a bridge length of 90m and
the bridge has an 8m wide
centre lane (two-directional)
and two single-direction, 4m
wide side lanes.
The pontoon measures 19m
long by 23.6m wide and 8.8-
10m high. Its freeboard can be
varied by ballasting from 2.6m
to 4.5m. The height of the upper
bridge can be varied hydraulically
between 6.5m and 8.7m.
The SWLs of the bridge and total
linkspan are 220 tonnes and
800 tonnes repsectively. The
linkspan is classed by LRS. ❏
Hammar Maskin AB
SE-517 95 Olsfors, Sweden
Tel: (+46) 33 29 00 00, Fax: (+46) 33 29 00 01
E-mail: hammar@hammarmaskin.se
Internet: www.hammarmaskin.se
HAMMAR – The intelligent way of
handling and distributing containers.
Semitrailer integrated units for 20’– 45’
(20’– 48’) containers.
Truck mounted models for 20’ containers.
Choose from 20, 25, 30, 33 or 36 tonnes
lifting capacity.
No.1 – Now sold in over 70 countries
and territories.
September 2005 33

WorldCargo
news
ROLL-ON/ROLL-OFF
respectively and loading capacity is 5
tonnes/m 2 . Access to the main deck is
via a TTS-designed, 18.5m stern ramp/
door, connecting to weatherdeck and
lower hold via fixed ramps starboard and
port side respectively.
KESS and tell
Outbound, the ships call Bremen, Sheerness
and Terneuzen. Under the banner of
“RoRo2 Stockholm,” Kappa utilises the
northbound capacity to load cars for the
Swedish market in Cuxhaven for K-Line
European Sea Highway for offloading in
Södertälje, close to Stockholm.
The call also provides an opportunity
to take on domestic cargo for northern
Sweden as an alternative to road trunking.
Agreements have also been reached with
some Benelux trailer operators accessing
the Swedish market from Terneuzen.
The ships depart Terneuzen on Friday
afternoons and load cars in Cuxhaven
on Saturdays. They then proceed through
the Kiel Canal to make up the time
needed for the German call and reach
Södertälje on Monday mornings. The initial
agreement with KESS is valid to the
end of this year.
A similar arrangement to utilise northbound
capacity from Tilbury and Rotterdam
to northern Sweden (Umeå) was
earlier reached between Eco Glokal, acting
for Volvo Trucks, and paper shippers
SCA Transforest and M-Reel (WorldCargo
News, July 2002, p12 and April 2003, p29).
US agenda
Modal shift to water is also on the agenda
in the US. As previously reported (World-
Cargo News, March 2005, p20),
Wagenborg won a contract to start up
next year a ropax service on Lake Erie
between Cleveland-Cuyahoga and Ontario’s
Port Stanley. Being international,
the service will be outwith the Jones Act.
Otherwise, could it be competitive?
A US$6 mill federal grant will help
pay for construction of a new ferry terminal
near Cleveland’s North Coast
Harbor. The port authority would finance
the balance (US$4 mill) of the estimated
construction costs and recoup its outlay
by leasing the terminal to Wagenborg.
Indonesian trucks arriving at Jurong’s new, low cost ro-ro facilities. The port wants to bring this
relatively low-cost flexible solution to other SEA countries
Problems remain on the Canadian side,
however, as Transport Canada still wants
to sell off or close Port Stanley.
In addition to its plan, also previously
reported, for a Nanticoke (Ont) and Erie
(Pa) freight ro-ro service with one ship
(Marinelink partnership), Erie-West
Pennsylvania Port Authority is pursuing
the idea of a fast ferry between Erie and
Port Dover. Its proposed vessel would have
a maximum intake of 46 passenger vehicles
(pick-ups, minivans, cars, SUVs).
And Hamilton Port Authority and
Marinelink are still promoting the potential
of a 2-ship, cross-Lake Ontario daily
(overnight) ferry link with the Port of
Oswego, in upper NY state.
Apart from “niche” cross-border Lake
operations which escape US cabotage
constraints, a more general case is now
being made for ro-ro in the US.
It is argued that a shortage of long distance
drivers, rising fuel costs, congested
highways and tougher environmental
regulations will eventually push truck traffic
off the highways and onto ships sailing
up and down the US West Coast.
Worth repeating
This message is familiar not just in Europe,
but also on the USEC (proposed
Boston-NY/NJ truck ferry) and Gulf
Coast (Tex-Mex ro-ro) ranges.
Dr Matt Tedesco, a Seattle-based technical
and management consultant, told
delegates attending the Association of
Pacific Ports annual meeting and conference
in Seattle last month that “the vast
majority of trucking companies are competing
on the basis of driver availability
and capacity...[They] care about short sea
shipping. It offers an opportunity to expand
their market, because there aren’t
enough drivers to go around.”
According to Tedesco most truckers
see major benefits switching to water
mode for trunk haul. Trade is expanding
and is expected to double within 10 years.
Short sea shipping offers a way for
truckers to meet that challenge.
Road and rail are running out of capacity
and expanding the freeways is not
a feasible answer at today’s construction
costs, said Tedesco. Even if the freeway
system were expanded to handle future
traffic there would not be enough drivers
available. Fuel costs will continue to
rise and short sea shipping offers another
option. “Truckers have to be able to compete
on a level of service so we need to
be able to offer next-day service...we are
talking in the order of 27 knots,” he said.
Military, NAFTA?
An additional benefit offered by short
sea shipping, Tedesco said, is military dualuse.
“In the future, the navy, the marines
and military would like to do much more
sea basing. In that kind of an environment
there’s a much greater need for vessels
to provide sustainment to and from
the sea base.” Ro-ros would be one type
of vessel that could prove very promising
for sustaining a sea base.
It is possible that military input would
mitigate some of the Jones Act costs that
would otherwise have to be borne by
commercial operations. Another option
is a “NAFTA Jones Act.” This has already
been proposed by Mexican NAFTA officials.
It would allow Mexican or Canadian
ships to operate US coastal services.
Failing any measures which would
recude coastwise shipping costs, ro-ro
barge services might have to be brought
in. Just now, for example, in the Bay area,
a container barge service between
Sacramento and Oakland is being considered.
This could be lo-lo, but accompanied
ro-ro might work out faster and
only relatively small areas would need to
be given over for truck staging in the two
ports. Whether lo-lo or ro-ro, the idea has
considerable public support as it would
free up the highway.
Far East moves
Singapore’s Jurong port is mainly associated
with bulk cargoes and general cargoes,
but since it was corporatised in 2001
the port has sought to become a multipurpose
operator. Development over the
last five years has focused on lo-lo container
facilities, but last month the port
began operating three ro-ro ramps.
The ramps are open 24 hours/day and
supported by a marshalling area. Cargo is
mostly containers and general cargo
shipped between Singapore and neighbouring
Indonesian Islands such as Batam
and Bintan on landing crafts of less than
500 dwt. Jurong says it built the ramps to
increase the scope of facilities it offers “in
response to market feedback.”
The port is exploring opportunities
overseas, focusing as a start on countries
such as Indonesia, Vietnam, China and
India. It is looking for opportunities in
terminals that probably fall beneath the
radar of the global operators. Demonstrating
its competence in the ro-ro business
will be important to its target market.
Hutchison Port Holdings (HPH) is to
invest in a ro-ro terminal in Thailand’s
Laem Chabang port. A new joint venture
company, formed by an HPH-led
consortium, has been awarded a 30-year
concession to build and operate a new
ro-ro terminal in the port, with the added
capability of handling lo-lo general cargo.
HPH already operates a container
terminal in the port, Thai Laemchabang
Terminal and is developing
more facilities there under the banner
of Hutchison Laemchabang Terminal.
“Thailand is now the automotive
manufacturing hub in South East Asia and
investing in this new ro-ro terminal is
clearly in alignment with our business
strategy,” said John Meredith, HPH’s
group managing director. The ro-ro terminal
will have a quay length of 500m
and depth alongside of 16m.
East London auto hub?
Catering for more new car traffic is also
the main focus of the development plan
for South Africa’s Port of East London.
Capacity at the port’s automotive terminal
is to be increased from 55,000 vehicles/year
today to over 150,000 vehicles/
year to serve the growing automotive sector
in South Africa. New floors are to be
added to blocks A and B, which provide
the existing undercover parking bays,
while Block C is to be constructed at a
cost of R300 mill.
Transnet and the National Port
Authority are considering a proposal
for even greater capacity in order to
turn East London into Africa’s biggest
automotive hub. At present, many of
the vehicles exported through the port
are assembled in Gauteng. While South
Africa’s industrial heartland is likely to
continue to provide most demand, the
East London industrial development zone
(IDZ) hopes to attract more manufacturing
investment. Daimler-Chrysler is to
build the new Mercedes-Benz C class car
at East London from 2007. The IDZ authority
hopes that others will follow suit.
Apart from new money for increased
vehicle capacity, R600 mill is to be spent
on increasing container capacity at the
port. “Our strategy is to grow the Gauteng
to East London corridor,” said port manager
Thami Ntshingil. An inter-disciplinary
project team is looking at all the options
for ro-ro and lo-lo. ❏
CORNER CASTINGS IN STEEL,
ALUMINIUM AND STAINLESS
STEEL, TOGETHER WITH A FULL
RANGE OF TWISTLOCKS AND
ASSOCIATED PRODUCTS.
Tel: (+44) 1388 528248 528860
Fax: (+44) 1388 528879
E-Mail:
admin@cook-blair.co.uk
sales@cook-intermodal.co.uk
Internet:
www.william-cook.co.uk
USA Tel: (847) 719 2680
VISIT us on STAND
D61 at
ITL 2005,
BILBAO
NATIONAL
ACCREDITATION
OF CERTIFICATION
BODIES
Formerly Blair Transport Technology
34
September 2005

ROLL-ON/ROLL-OFF
Höegh Autoliners ramps up investments
Another of the new generation of 6000
+ CEU (car equivalent unit) capacity
PCTCs was named last month in Hamburg
for Höegh Autoliners AS. HÖEGH
BERLIN is the fifth newbuilding in a series
of nine PCTCS built by Daewoo in Okpo
for delivery between 2003 and 2008.
HUAL TOKYO, the first in the series, was
delivered in September last year, four
months ahead of schedule. HÖEGH BERLIN
was delivered three months ahead of
schedule. The sixth vessel is scheduled for
mid-2006, followed by two more in 2007
and the last one in 2008. In June this year,
the fourth vessel in the series, HÖEGH NEW
YORK, was named in New York.
More coming
At that time Höegh Autoliners announced
it had entered into an agreement
with Tsuneishi Corporation in Japan to
build four PCTCs with a capacity of 5200
CEU on a total deck area of 47,000 m 2 .
These are all scheduled for delivery in
2007. “Our growth ambitions are further
strengthened with these four ships,” said
Thor Jørgen Guttormsen, CEO of Höegh
Autoliners. “We are pleased that we could
obtain delivery as early as 2007.” Shipyards
building car carriers are generally
well covered and can only offer open positions
in 2008 or 2009, he noted. “We
experience growing demand from our
customers and these four newbuildings
will be a welcome addition to Höegh
Autoliners’ fleet.”
In total, Höegh Autoliners’ 2003-2008
newbuilding programme covers 20 ships
worth more than US$1.3 bill. In addition
to the 13 PCTCs from Korea and
Japan, two vessels are on order from
Uljanik Shipyard in Croatia for delivery
in the first half of next year (on long term
charter with 49.5 per cent ownership),
while five other new ro-ros on long term
charter from other owners entered service
in HUAL in 2003 and 2004.
Ever present
Höegh Autoliners aims to be wherever
automobiles are built. Last month a
Höegh Autoliners’ ship landed the first
Chinese-built new automobile for Western
Europe in Antwerp. The 200 JMC
Windland SUVs from Shanghai will initially
be sold in Holland and Belgium.
All the ro-ro activities of Norway’s Leif
Höegh & Co were merged into Höegh
Autoliners in March this year, with a current
fleet of 50 vessel and support from
the group’s strong capital investment programme
as outlined above. Leif Höegh
& Co is now a holding company without
any comercial operations or “exter-
nal visibility.” The other core element is
Höegh LNG in which further investment
is also being made, including Floating
Rauma - Finland's leading paper port
!
Midstream Solutions and the SRV (shuttle
and regasification) concept for offshore
and floating LNG facilities. The last seven
open hatch vessels were sold at the end
of last year, followed by the sale of the last
two large bulk carriers in March. Höegh
Fleet Services provides ship management
for ro-ro and LNG vessels, as before.
Quick cargo access
The 199.9m LOA HÖEGH BERLIN has a
capacity for 6100 CEU on 12 decks providing
more than 30,000 l/m for cars. The
B&W 7S60MCx1Set main engine with
36,970 hp enables the ship to operate with
a service speed of 20.5 knots. Along with
WorldCargo
news
the other ships in the series, construction
and supply of key components of the roro
access systems including internal car
decks and ramps and stern/quarter ramps
for loading and dishcarge were contracted
by DSME to TTS Ships Equipment AB
in Göteborg, part of Norway’s TTS Marine
ASA group.
TTS is alo supplying the complete roro
access systems for two more 4900 CEU
ro-ro ships being built at Uljanik for Israel’s
Ray Shipping, including internal
ramps and doors and the stern/quarter
and side ramps. The equipment is scheduled
for delivery next January and in August
2007 respectively. The two ships are
options under an earlier contract for two
PCTCs between the Croatian yard and
Ray Shipping. These ships are nearing
completion. ❏
Greener seas
Wallenius Wilhelmsen’s latest “green” ship,
the 6500 CEU capacity PCTC TORONTO,
has been named in the Port of Baltimore.
The 20,228 dwt ship is one of a new series
of ships that combines double-bottomed
fuel tanks and solid ballast with
cargo space that maximises capacity and
flexibility to carry cars and a wide range
of other ro-ro cargoes including construction
and agricultural equipment.
The series received the ShipPax award
for Outstanding R-Ro cargo Decks in
2004. TORONTO’s sister ship TOLEDO was
named in Sydney in April this year.
TORONTO is the third in a series of six
PCTCs built by Mitsubishi in Japan and
one of 14 new ships that will be put into
service by Wallenius Wilhelmsen in the
next two years.
The advanced hull and propellor design
and yard-patened stator fins are expected
to deliver a 10 per cent reduction
in fuel consumption. Wallenius
Wilhelmsen’s goals include reaching an
average of 1.5 per cent sulphur in fuel
oil, minimising emissions, the use of tinfree
anti-foulant bottom paints, a ballast
water exchange system, CFC- and
HCFC-free cooling systems in refrigeration
plants and biodegradable oil in the
stern tubes.
Wallenius Wilhelmsen, jointly owned
by Wallenius Lines of Sweden and Wilh.
Wilhelmsen of Norway, is behind the
“zero emissions” concept vehicle carrier
ES (“environmentally sound”) Orcelle
(WorldCargo News, March 2005, p17). ❏
September 2005 35

WorldCargo
news
Getting a grip on the paperwork
One important manufacturer of
FLT attachments, Germany-based
Hans H Meyer GmbH, is releasing
a new range of 180 deg. rotating
paper roll clamps for operation
in ports and terminals with a
new rotation system that has been
internationally patented This follows
the recent launch of a new
series of 360 deg rotating articulating
arm clamps.
Meyer’s programme comprises
rotating and non-rotating clamps
for handling of one or more rolls,
tissue roll clamps, rotating and
non-rotating roll upenders, tower
clamps and other special clamps.
New build shape
The new 180 deg. rotator is based
on a modular design and, claims
Meyer, sets new standards with
regard to long life, maintenance
and service ease. A rotating valve
takes over the supply of hydraulic
oil to the cylinders and brings an
end to hose “chaos.”
All modules are easily accessible
and can be exchanged from
the front so, if there is play within
36
Detail of new rotator fitted to Meyer’s new paper roll clamp series
the rack and pinion it can be easily
and quickly adjusted.
The slim arm construction facilitates
exact and damage-free
clamping, adds the company, even
with the tightest stacking. Weight
and lost load centre have been
optimised to ensure the clamps
have high residual capacities and
make best use of FLT capacity.
Meyer offers a large number
of different coatings for the surface
of the pads to suit every application
and paper quality. There
AURAMO OY
P.O.Box 78, FIN-01511 Vantaa, Finland
tel: +358-9-82931
fax: +358-9-8701037
e-mail: sales.fi@bolzoni-auramo.com
are designs for unsplit or split pads
(two pads per arm). The pads can
be exchanged and are interchangeable
between unsplit and
split pad arms.
Powerful hydraulics
The clamp cylinders are equipped
with check valves in the shape of
cartridges. This means that when
clamping, the hydraulic pressure
remains in the cylinder only - the
rest of the hydraulic system is
without pressure. In addition the
www.bolzoni-auramo.com
cylinders are equipped with easy
test connections that enable a simple
and exact check of the clamping
pressure. There are also clamps
with fixed or articulating short
arms for smaller rolls. The build
design with optimum kinematics
achieves high clamping power for
safe handling, says Meyer.
To enable the clamps to work
longer hours with less frequent
maintenance intervals, high tensile
bolts are used within bushings
and these are equipped with grease
nipples at the arm/back connection.
This guarantees long maintenance
intervals and easy exchangeability
for many years. The
modular build design enables, for
example, a clamp with a fixed
short arm to be converted into a
clamp with articulating short arm,
maximising the unit’s flexibility. A
high proportion of uniform parts
in the mechanical and hydraulic
components ensures quick and
flexible availability of spare parts.
The full range of Meyer’s FLT
attachments runs from 1 to 16 ton
capacity. Life cycle costs of all
THINK NEW
THINK INTELLIGENT
Bolzoni Auramo Group is the leading European manufacturer of lift truck
attachments. The group has a strong focus on innovative tools for the
best damage-free handling solutions.
BOLZONI S.P.A.
29027 Casoni di Podenzano, Piacenza, Italy
tel: +39-0523-555511
fax: +39-0523-524087
e-mail: sales.it@bolzoni-auramo.com
types of attachments are keenly
observed, says the company, so
special attention is given to modular
build, low maintenance, simple
service and wear parts when
developing new products.
AR in the frame
There is no immediate product
news from Bolzoni Auramo, following
its earlier launch of the AR
series of 180 deg rotating paper
roll clamps (WorldCargo News,
April 2005, p33). There are five
capacity classes available ranging
from 1750 to 4600 kg and they
covere standard roll diameters up
to 1860mm, not 1830mm as previously
reported.
The high torque rack-andpinion
rotation unit is said to be
up to twice as fast as conventional
gear systems. The clamps can be
fitted to any FLT and have builtin
facilities for easy pressure testing.
All wearing components, including
hoses, can be changed
without special skills or tools.
On the production side, the
company has started up a joint
venture manufacturing plant in
Shanghai to help it tap into the
growing Chinese FLT market.
Bolzoni Auramo (Shanghai) Forklift
Truck Attachment Co Ltd is
FOREST PRODUCTS
UK operator Convoys Ltd, part of News International, has taken delivery
of its first two PaperTech pulp clamps, at its facilities at Chatham Dock.
Supplied through B&B Attachments, the model PP4080T clamps have a
capacity of 4000kg at 800mm load centre and have 1400mm long, thin
profile arms. They incorporate sideshift and a quick release rear mounting for
easy fitting and removal. With a frame width of 1560mm, they are within
the profile of the FLTs and provide an opening range of between 610 and
2230mm, allowing one or two packs of woodpulp to be handled. Convoys
receives around 150,000 tonnes/year of woodpulp for intermediate storage
and onward trucking to the receivers
Kalmar shows its Kraft
The cabs of five Kalmar DCE80-
6 clamp trucks supplied recently
to Kappa Kraftliner in Piteå, Sweden
are fitted with 180 deg rotating
seats. Kappa’s engineer K-G
Fältmark says that the mill is producing
increasingly broad and
heavy rolls and this imposes specific
requirements on the FLTs
which are used to handle them.
“They must be capable of lifting
and carrying two rolls at a
time, which restricts the driver’s
view when driving forwards,” said
Fältmark. “The rotating driver’s
seat enables the trucks to be driven
safely in reverse and is thus a crucial
prerequisite for safe, fast and
efficient handling.”
The cabs are Kalmar’s Spirit
Delta Space type, designed to
optimise driver comfort and safety.
The integral double roll clamps are
from Cascade and incorporate tilt
control to prevent rolls being damaged
when unloaded. The pad
plates have been extended by 40
per cent to ensure precise and gentle
grip on the rolls. Currently the
average roll weight is 2.3 tonnes
and the top weight is 4.3 tonnes.
The diesel-powered trucks
operate within the warehouse and
also load trucks and trains. To help
with air quality in the warehouse,
they are fitted with PM filters and
catalytic exhaust purification.
They handle around 40 per cent
of the mill’s output of 700,000
tonnes/year.
controlled by Bolzoni Auramo
and its partner is Tiger Group, its
distributor for China.
Initially the plant will produce
the hook-on sideshifter range for
the local market but there are plans
to extend gradually the number
and complexity of products made
locally. Bolzoni Auramo has also
appointed a new dealer for FLT
attachments and hand pallet trucks
(but not lift tables) in Hungary,
Mar-Go Kft Ltd, near Budapest.
Forking out
Cascade Corporation, the world’s
biggest FLT attachments manufacturer,
has introduced a new 5500lb
capacity fork positioner that uses
radio frequency (RF) hydraulic
control to position the forks. It
recommends the 55K sideshifting
fork positioner for solid tyre trucks
in warehousing and distribution
applications. The no-weld design
and compatibility with OEM load
backrests makes it extremely easy
to install, says the company.
When the 55K fork positioner
is installed on a truck with one
auxiliary valve, the RF hydraulic
control permits the use of the single
auxiliary valve to control both
the sideshift and fork positioning
functions. ❏
The mill, which is the biggest
for kraftliner production in Europe,
also operates an automatic
loading system using conveyors
and trailers with recessed floors.
SCA job
Swedish SCA’s paper mill at
Witzenhausen near Kassel in Germany
has invested in 21 Kalmar
DCE 80-6 FLTs to handle paper
reels and waste materials. Last
year the mill processed 318,000
tonnes of waste paper into
300,000 tonnes of cardboard
packaging.
The FLTs have been fitted
with special lifting gear with a
6.25m lifting height. They are
equipped with inclined cylinders
above the air-conditioned Spirit
Delta driver’s cabin to deal with
the torsion forces that arise when
picking up paper reels. A protective
grid has been inserted be-
September 2005

FOREST PRODUCTS
WorldCargo
news
Tilbury’s automated terminal hits the ground running
The capital-intensive (£34 mill by Forth
Ports plc) paper terminal for StoraEnso
at the Port of Tilbury is now up and running
on schedule and within budget.
Some elements of the system have been
employed previously in paper mills or industrial/commodity
distribution centres,
but this is the first time they have been
integrated into what is the world’s first
fully automated paper import and distribution
centre.
The terminal is currently handling
three DFDS ships/week from Göteborg
with SECUs and three Finnlines vessels
from Finland loaded conventionally with
flats, containers on rolltrailers and also storo
traffic. It is intended that all traffic will
come via baseport Göteborg in SECUs
by 2006, although Finnlines has a two
year contract to feed “conventional” paper
traffic to the terminal.
Fast start
Construction work started in March 2004,
with the automated high bay warehouse
requiring significant piling to stabilise the
30m high racking system and mast cranes
Trancel unit loading the receival bay
in estuarial flood, marsh soil conditions.
Tilbury engineers gained access to the site
in April started trial operations on 1st July
and the plant went live late July!
The terminal has a planned throughput
of 735,000 tonnes/year for years 1
and 2, increasing to > 800,000 tonnes/
year when the full Finnish SECU operation
cuts in. The facility will also handle
some 16,000 trailers, general cargo,
wheeled traffic and containers from
DFDS and Finnlines. Finnish containerised
paper flows will amount to some
64,500 tonnes while sto-ro will contribute
166,500 tonnes until this operation
becomes a full SECU service with the
StoraEnso big boxes stuffed at the Gulf
of Bothnia (NETSS phase 2) and Kotka
for transhipment at Göteborg. Initially,
some 504,000 tonnes/year of paper products,
predominantly reels, will be carried
in the SECUs.
Hi-tech or low bay
The terminal essentially comprises two
sections: a conventional, manually operated,
low bay warehouse and the automated
high bay warehouse, where most
of the technology (and cost) is located.
To gain an idea of the efficiency of the
latter installation, its 9263 m 2 provides
storage for 372,781 tonnes of paper products
in 29,120 separate racked cubicles.
In comparison, the 33,000 m 2 low bay
warehouse has a theoretical capacity of
32,664 reels totalling 150,383 tonnes
(Port of Tilbury figures).
The main contractor for the automated
handling system is Swisslog,
headquartered in Buchs/Aarau, Switzerland.
Swisslog is well known in automation
circles but is a new entrant to the
port sector. The same is true of the main
sub-contractors such as Accalon, which
supplied the automated stacking cranes
Automated SECU door opening (Grey or
Mark 2 ECU)
Below: Reel being removed from that bay to
the conveyor system
Below: Almost made it! Scanner gate before
reel entry into high bay warehouse
tween the inclined cylinders to protect
the cab. The trucks are fitted with 85
kw Perkins low-emission engine installed
with soot filters, automated Bolzoni-
Auramo clamps, converter transmission
and pneumatic tyres.
The FLTs are shared by two drivers
and operate 24 hours/day, each clocking
4000-500 hours/year. Between 06.00 and
and 22.00 they unload around 120 truckand-trailer
units with the waste paper
being stacked in the open air. At least
three DCE 80-6s unload the trucks, three
are employed in loading and further machines
are used for feeding balls into the
paper machine, which has to be fed constantly.
Another FLT removes the finished
paper reels, weighing up to 3.5 tonnes,
from the apron conveyor and takes them
to the warehouse. ❏
September 2005 37

WorldCargo
news
and conveyor system; Cimcorp,
which was responsible for the
vacuum clamp robotic overhead
gantry cranes; Baumer with its
camera and optical scanning systems;
and Nedcon with its racking
system. The only supplier that
has previous experience in the
port sector, specifically with
SECU handling at Zeebrugge, was
Trancel, although the road trailer
loading system is a new development
for them as well.
Swisslog was project leader for
design, engineeering and commissioning
and holds the management
contract for at least three
years, although it is envisaged that
port employees will be trained to
operate the system, so longer term
Swisslog engineers may not be
needed on site full-time.
Belt and braces
The low bay warehouse was included
in the project to provide
flexibility and “insurance” in the
event of a catastrophic failure of
the automation system. However,
it would not be able to cope with
the total traffic flows and primarily
serves to handle clamp truck
handled paper reels for storage and
loading through conventional
38
All the new clamp trucks (all from Hyster and Taylor) are fitted with automated
AFC (adaptive force control) clamps from Cascade
trailer loading bays. It is controlled
through the same computer
management system as the automated
high bay warehouse, although
manual intervention is directed
by cab-mounted screens.
The configuration of this
warehouse is similar to the
FinnTerminal on the other side of
the Tilbury dock system, except
the bays are sited diagonally to the
access roadways instead of at 90
deg. The warehouse, which as a
clear height of 7.9m, has 10 in
load/out doors for cassettes and
trailers plus six docking bays at the
rear of the facility for clamp truck
trailer loading.
Handling is by means of
Hyster open cab 3t, 4t and 5.5t
mast trucks equipped with Cascade
automated (“intelligent”)
pressure sensing clamps as well as
Taylor THC-300 FLTs, also fitted
with Cascade clamps, to handle
jumbo reels. The Hyster FLTs are
shod with “white” scuff-free solid
tyres, but the Taylors have black
resilient tyres which have marked
the treated concrete floor of the
warehouse. All the handling and
terminal rolling equipment is supplied
through Barloworld.
Two way flow
There is no cargo distinction between
the high bay automated
warehouse and the adjacent low
bay area, with the exception that
the “automated” SECU boxes, denoted
by their grey colour instead
of red for the original flat floor
SECUs, are fed only into the automated
storage bays. The grey
boxes are discharged manually by
the clamp trucks which are then
instructed via Swisslog’s warehouse
management system
(WMS), either to place the reel
or pallet in a designated slot in the
low bay warehouse or into the
automated stacking system.
One of the constraints is that
only the grey SECUs can be discharged
automatically using the
Trancel system. This was originally
developed for the Sea-Ro terminal
in Zeebrugge and was not part
of the original “Stora big box”
“spec.” The Trancel system of 40ft
long, pneumatically-elevated tines
require a channelled SECU floor
in which to slide and then lift to
pick up the entire cargo and transfer
it to the warehouse platform.
In Zeebrugge, the reels are removed
and placed into storage by
clamp trucks whereas at Tilbury,
the two grey SECU automated
receival bays are each emptied by
means of an automated overhead
crane fitted with a vacuum clamp,
which is also employed for automated
truck loading.
Grey area
The discharge operation starts
when the grey SECU is backed
into the single discharge bay by a
Liftec LTH90 translifter and
Terberg RT382 slidable cab tractor
unit. Once in place, the doors
are unlocked manually and then
full automation takes over. The
doors are automatically opened by
two hinged arms and the travelling,
rail-mounted Trancel discharger
which serves both adjacent
automated receival/loading
bays, is activated. This railmounted
device then withdraws
the complete SECU contents in
one move, places it on its loadbed
and traverses to either of the two
adjacent automated receival bays.
Once the load is locked onto
the bay, the Trancel system places
it in the receival area and is then
available to discharge another
SECU. As SECU discharge is
faster that individual reel removal
from the automated feed station,
only one SECU discharge bay is
needed. The empty SECU can be
removed and replaced by a full one
to allow the traversing Trancel device
to load the second station.
In a vacuum
The paper reels are removed from
the feeding station by an overhead
Cimcorp crane fitted with a visual
system for reel identification and
spotting. A small prong in the centre
of the vacuum clamp breaks
the protective paper and applies
suction to the interior of the reel
as well as the top of the wrapping
paper to ensure a stronger grip.
Although the Finnish automation
group Cimcorp has previously
worked with StoraEnso on paper
handling projects, its main activity
is in the industrial materials
handling sector.
The reel is placed on a slave
board, on which it will sit until it
leaves the system, by the overhead
crane onto the Accalon roller conveyor
system which then transfers
it, via a scanning gate, to the high
bay warehouse. With the identification
and destiny of the reel now
acknowledged by the WMS realtime
program, the reel is directed
to one of the seven Accalon 30m
tall, stacking/retrieval cranes.
Due to the configuration of
the warehouse structure with a
rigid centre support structure, five
bays are handled by a double-sided
crane which can stack/retrieve on
both its left and right sides. Another
two cranes are configured
for single-sided handling.
FOREST PRODUCTS
Fowl play!
A feature of Project Enterprise
that owes more to traditional
skills than modern day technology
is its “tame” hawk, to
scare off pigeons attracted to
the adjacent grain silos!
Low flying birds inside the
warehouse could trigger sensitive
automation alarms as
well as create a mess. To date,
visits of the hawk have proved
highly successful in keeping
pigeons at bay. ❏
The Accalon cranes are essentially
high speed, vertical mast
cranes supported by a single rail
at ground level and steadied by
another track at the roof of the
warehouse. They are fed by individual
load stations off the main
conveyor line according to the
programmed storage destination
for the reel or pallet.
The vertical storage/retrieval
cranes can also be manually operated.
There are occasions when
one of the warehouse staff may
have to travel up in the crane, suitably
equipped with a full harness,
to clean out the bays of any debris,
such as torn paper, which can
affect the laser scanning system.
The conveyor system operates
anti-clockwise and can simultaneously
handle both cell charging
and retrieval. It is possible, for example,
for one crane to retrieve
reels from the conveyor line for
stacking while another can retrieve
reels from the racks to place
on the conveyor line. This will
then automatically deliver it to
one of the two automatic trailer
loading stations, or to a clamp
truck zone for removal if no autoload
road trailers are available.
Work station
To ensure that the reel has the
right dimensions, is not damaged
and can be safely put in its designated
storage rack before it enters
the high bay warehouse, it passes
through a screen where its bar
code is scanned, its position on the
slave board checked (particularly
important for reels placed in the
system by clamp trucks) and it is
checked for is damage.
If the reel is cleared, it proceeds
into the high bay warehouse. If it
is rejected, it is directed into a loop
in the conveyor line where it can
be manually inspected or have the
bar code read at a work station.
The operator who drives the tractors
to place the SECUs or road
trailers in position and who also
oversees the Trancel cross dock
loader, makes periodic checks on
the work station to determine the
cause of the reel rejection.
It could be a simple case of the
load not being centralised or
slightly overhanging the slave
board or a small tear in the wrapping
which the laser scanner assumes
is a major fault in the reel.
Once the problem is identified,
the load is released back into the
main conveyor line up-stream of
the scanner, which it must pass
again before being allowed into
the high bay warehouse.
If the reject “sidings” are full,
the load will enter the high bay
building, but by-pass the cranes
and continue round the main conveyor
loop until there is space in
the work station line.
Shrinking problem
One problem that would normally
be dealt with easily by a
manual system but could not be
accepted by the auto system was
due to bar code read-out.
At the Swedish mills, packs of
cut photocopier paper are
palletised and passed through a
shrink wrapping machine to secure
and protect them. As soon as
September 2005

FOREST PRODUCTS/CARGO HANDLING
Tapping into the global reach of lift trucks
In a paper launching it new reach stacker,
Mitsubishi Heavy Industries (MHI) calculates
that the global market for reach
stackers grew from 200 to 1300 units/
year in the decade to 2002 - a steeper
growth curve than containerisation itself.
Its figure is much higher than the >
800 units (excluding Kalmar RTCHs)
reckoned for 2004 output in WorldCargo
News, December 2004 edition. Although
the market has grown again this year, it is
still thought to be under 1000 units.
However, this equipment area is notoriously
difficult to survey accurately. It
the shrink wrap is in place, the bar code
is automatically applied.
When the shrink wrapping contracts
to hold the cargo in place, the bar code
label crinkles. It can normally be read
manually if it is smoothed out, but not
automatically. Accordingly the scanning
system rejected these pallets. Once the
shipper was aware of the problem, different
procedures were put in place and it is
no longer a problem.
The increasing popularity of the reach
stacker has encouraged more lift truck
manufacturers to enter the market
may be the case that established players
deliberately understate their estimates of
market size when talking on the record,
in order to discourage new entrants. For
certain, WorldCargo News is not in a position
to say that it knows better than MHI.
Whatever the exact numbers, most of
the growth has been captured by European
suppliers. Asian FLT manufacturers
tended to treat the container handling
market as the heavy segment of their range
and were slow to embrace the reach
stacker. This is changing, however. Reach
stacker manufacturers in China and India
report strong order books for local
customers, while two manufacturers in
Japan are looking to the export market.
Boom up in India
Indital Construction Machinery (ICM)
has been building reach stackers at it facility
in Bangalore since 1989. Managing
director Ravi Kumar said demand has
more than doubled in the last 12 months
from 40 units in 2003/04 to over 90 units
this year (a figure some think too high).
Previously ICM targeted exports and
sold one machine to a customer in Tanzania
but it is now struggling to meet
domestic demand alone. It has built up
capacity from 30 units/year to 50 and a
second expansion is under way to boost
that to 75 by March 2006. “Even if we
touch this figure, we would not be able
to cater for Indian demand,” says Kumar.
ICM developed its current Contstar
WorldCargo
news
Former Fantuzzi group CEO Davide
Bertozzi is now with Linde
Auto trailer loading
Another feature of the Tilbury project that
breaks new ground, although using existing
technology, is the Trancel automatic
trailer loading system. It requires specially
modified road trailers, supplied by the
haulier C&H, fitted with a false load floor
into which five recessed channels are incorporated,
each of which has an air-operated
cover.
The trailer load, as requested by the
user who has direct input into the WMS,
is selected from the high bay warehouse,
removed by the stacking cranes, transported
by conveyor to the vehicle loading
station and lifted from the conveyor
onto the Trancel loader by the automated
overhead vacuum clamp gantry.
When the load is made up, the road
trailer is backed into position and the tines
of the Trancel device raised and moved
forward into the trailer. These tines are
aligned with the channels in the trailer
floor. At this stage the channels are raised
but when the load is in place, the covers
are lowered to allow the reels to sit on
the trailer floor and the tines removed.
However, unlike the SECU, which sits
on the ground, the trailer has a suspension
system and the Trancel system needs
a fully-aligned and steady base. Accordingly
the trailers are equipped with a fifth
wheel king pin aft of the rear axles that
mate with a standard fifth wheel mounted
at the end of the loading bay. Once the
trailer is locked onto this, the air suspension
is relaxed and the full weight taken
on the rear fifth wheel coupling.
Considerable care must be taken when
reversing the trailer onto the loading bay
as it must be placed at exactly 90 deg. to
the loading dock or else the tines carrying
the reels will not mate fully with the
channels in the trailer floor. As with reversing
the SECU into the discharge bay,
the tractor driver relies on aligning the
trailer with lines painted on the floor. But
in the case of the trailer, he does not have
the advantage of rear steering and relies
on the tractor unit for manouevrability.
Cross-dock
An off-site rail cross-dock facility has also
been constructed to handle both incoming
and outgoing traffic, although as yet
the two planned inboard trains from
Langebrugge with Zeebrugge cargo via
the Channel Tunnel are not yet in the
schedule. Instead, any Zeebrugge import
cargo from Göteborg is transported by
road to Tilbury, although this is considered
a very temporary solution.
The rail cross-dock, located adjacent
to Tilbury’s main container rail terminal,
will serve five weekly trains to Selby,
Knowsley, Deanside and Avonmouth, The
covered platform and rail track is similar
to that at Zeebrugge and features four
dock leveller SECU slots for direct clamp
truck handling plus an automated Trancel
profile inserter to discharge the grey
SECUs. These are then loaded manually
as the UK rail system does not have covered
rail cars capable, as yet, of automated
loading. ❏
KALMAR REACHSTACKERS
NO.1 CHOICE FOR REACHING CUSTOMER EXPECTATIONS
More operators choose Kalmar Reachstackers than any other make. Why?
Because Kalmar gives them a wider choice of models to perfectly suit their
applications in both toplift and combi-lift combinations. And the reliability, easy
maintenance and outstanding all-round performance of Kalmar Reachstackers
meets their operational expectations every time.
For more information about Kalmar Reachstackers and the full range of worldbeating
container handling technology, visit our website or contact your Kalmar
Representative.
www.kalmarind.com
September 2005 39

WorldCargo
news
CARGO HANDLING
Mitsubishi Heavy Industries has finally added
its name to the list of reach stacker suppliers
reach stacker based on it early experience
with seven reach stackers delivered to
Container Corporation’s (CONCOR)
Tughlakabad New Delhi terminal. As previously
reported ICM delivered a
Contstar CS320-5 to Cochin Port Trust
last year and has built 24 reach stackers
since then. The current order book has
13 more units for delivery this year to
customers including Tanzania Port Authority
(1), Jawaharlal Nehru Port Trust
(2), Roadwings International (5) and
Paramount Heavy Carriers (2).
ICM also has confirmed orders for six
heavy FLTs in the 12 to 25t range and
eight ECH machines including an ECT
06-3 (denoting 6t capacity stacking 3
high) and its newly-released CS 150-5, a
dedicated ECH reach stacker with a 6t
capacity and 5-high stacking.
Italian connection
As its name “Indital” makes clear, ICM
has a link with Italy - the birthplace of
the reach stacker. It uses the design team
at MT Engineering in Massa, headed by
Claudio Fontanini. MT designs structures
for ICM’s range of reach stackers, FLTs
and mobile cranes. It also assists with component
selection where necessary.
Hydraulic circuitry, component selection
and sourcing are performed by Argo
Hytos of Modena, Italy. The line up includes
six FLTs in the 12 to 32t capacity
range, the Contstar series of laden and
empty handling reach stackers and 6t and
8t ECH mast trucks.
Experience the
progress.
Liebherr-Werk Nenzing GmbH
P.O. Box 10, A-6710 Nenzing/Austria
Tel.: +43 5525 606-725
Fax: +43 5525 606-447
reachstacker@liebherr.com
www.liebherr.com
The Group
Indital model CS 320-5. The company says
it is expanding capacity again to meet strong
demand from Indian operators
The Contstar CS320-5 stacks 45t
boxes 5-high in the first row and is ICM’s
most popular design. ICM fabricates the
chassis, boom, spreader and oil/fuel tanks
and fits imported driveline and hydraulic
components. Engine options are a Volvo
TAD942VE or a Caterpillar C-9, both
with a ZF 4WG 311 transmission.
The Italian connection is reflected in
the high number of components sourced
from Italy including drive and steer axles
(OMCI), slew gear reduction unit
(Comer), hydraulic control valves
(Walvoil), steering unit (Sauer Danfoss),
and the load moment indicator (3B6).
Other components include SKF bearings,
an Igus cable chain and slew gear
from Rothe Erde. A number of other
components can be purchased from
within India including counterweight,
electrical components, tyres and rims, hydraulic
hoses, cylinders and fittings.
Kumar says service is particularly important
in India where “nothing but the
best machine, with adequate service and
spares support can survive.” Requirements
include 21 hours operation per day, guaranteed
availability of 85 per cent, service
personnel on site within three hours of a
breakdown and an average fuel consumption
of no more than 13-14 litres/hour.
In trying to meet these requirements,
manufacturers encounter poor diesel
quality, contaminated oils and unhealthy
maintenance practices. ICM services the
New Delhi and Calcutta markets from
its headquarters in Bangalore, while
Mumbai and Chennai are served through
distributors. Spares, it claims, are always
available within 24 hours maximum.
Pick and carry
ICM is also enjoying success with its mobile
cranes with a non-telescopic boom.
Kumar explains that these, like reach
stackers, “come under the category of
counterbalanced handling machines” with
front wheel drive, rear wheel steering and
no outriggers. Instead of a spreader the
cranes have a hook block and wire rope
Reach stacker
instead of RTG
When the Port of Cork, Ireland
needed to provide equipment at
Ringaskiddy Deepwater Terminal to
handle containers from Grimaldi’s
vessels, it initially looked to a vintage
3 + 1/1 over 2 hydraulic RTG that
was surplus at the Tivoli container terminal,
and purchased a second-hand
SMV reach stacker as back-up.
But it found that mixing the two
was not ideal and it also suffered
equipment problems. “Both items are
unreliable with the RTG in particular
being on it last legs,” says engineering
services manager Denis Healy.
The port has decided to tender for
a new reach stacker and retain the old
SMV machine as back-up. “Our operations
and maintenance department
feel that this is the best arrangement
for us, with the primary and back-up
plant being compatible,” added Healy.
“Operations are also happy bearing
in mind service frequency, container
numbers, dwell times and so on
that this is the best system for us.” ❏
40
September 2005

CARGO HANDLING
WorldCargo
news
and can be made with lifting capacities
from 5 to 60t.
Its main models are the HC-15 and
HC-18 which are built on a smaller chassis
than reach stackers. The hoist works
on the same principle as a standard truck
crane; a winch is fitted to the rear end of
the boom and a single line rope passes
around a sheave at the front end into
multiple sheaves at the head and hook
block.
Kumar says the design was pioneered
by Belotti in Italy in the 1940s (about 20
years before it introduced the reach
stacker).The advantage is an economical,
manoeuvrable crane that can travel with
a load for a short distance as there are no
outriggers. An 8t unit was one of the first
machines that ICM ever built.
Two from Japan
TCM starting making reach stackers in
Japan in 2002 and, as noted, MHI has now
entered the market. TCM says it has sold
19 machines including two units exported
to customers in Pakistan and Guatemala.
TCM is clearly building momentum
in Japan and has sold nine units this year
to customers including Kamigumi and
Bridgestone Logistics in Fukuoka and
Yusen Kairiki Unyu in Hokkaido.
MHI has noted the trend and says
reach stackers are more efficient than
FLTs. Its new machine has a first row capacity
of 45t up to the 4th tier and 42t in
the 5th. Capacity in the second row is
29t to 4-high and in the third row 15t to
3-high. MHI points out that a loaded
container usually weighs no more than
30.5t so almost all containers can be
placed in the second row.
The hydraulic system uses variable
displacement pumps controlled by a load
sensing circuit. Bom lifting, lowering and
telescoping are controlled by a number
of pump circuits that are independent of
each other to enable simultaneous operation
and speed control of the different
functions. MHI says this is “impossible
with other manufacturers’ equipment.”
The reach stacker is controlled with a
Reach stacker from Dalian Forklift Co Ltd
CANbus network with three controllers:
one above the spreader, one in the cab
and the third on the chassis. There is a
touch screen LCD display in the cab giving
machine status including tachometer,
fuel gauge, spreader position, lift weight,
error messages and operational history.
To prevent an overturn due to improper
lifting, in particular in the second
and third rows, the machine is fitted with
a “failsafe” system that stops lifting before
an unsafe position is reached. Another
safety function prevents maximum SWL
being exceeded in other situations.
Made in China
In China, Dalian Forklift Co Ltd (DFC)
has a longstanding relationship with MHI
New light
truck series
Komatsu has launched a new family of
FLTs in the 1-3.5t capacity range, the
AX50/BX50 series. Features include a
refined hydraulic lifting system, new cab
design and vibration reduction system.
The BX50 109 is available in 2.0t, 2.5t,
and 3.0t capacities and is marketed as a
“full-scale 1-ton model body with 2.0t
class truck capabilities.”
The 109 series is suitable for container
stuffing and stripping duties as its narrow
1090mm width and 2050mm turning
radius mean it is very manoeuvrable. It is
fitted with the same high-rigidity mast as
the BX50 2-ton series and features a new
soft and stable cushion tyre (SSCT)
deigned to improve stability without the
vibration transmission of a conventional
solid tyre. The SSCT features air holes on
each side and is especially designed for
flat floors. Where the surface or operating
conditions are inappropriate Komatsu
offers a standard cushion tyre.
For the new range the mast has been
redesigned and features a flattened rail
section with greater inside width (475mm
with a 3-stage and 375mm with a 2-stage
mast) and a lowered position of the 3-
stage mast centre cylinder and tilt stay.
The counterweight has been redesigned
to prevent hot air blowing onto
the operator while reversing and the tail
pipe relocated to the lowest point so as
to eliminate stains from exhaust gas. Other
areas Komatsu has targeted for improvement
include reducing the number of lubrication
points in the steering system
with the optimum combination of bushings
and seals.
The BX50 models are available with
Komatsu’s “Super Lift Hydraulic System”
that uses a tandem type hydraulic system
directly mounted on the engine. One
pump operates the power steering and the
other the lifting system. Low idle lifting
speed is up to 18 m/sec without pedal
acceleration with a full load, a 100 per
cent increase on the previous model.
Vibration reduction has come in for
particular attention with another evolution
in Komatsu’s original suspension cab
design. With the new dual floating structure
the cab is suspended on wide-set
front mount and high position rearmount
and the power train is similarly
“floated” on the frame. A universal joint
is used to reduce engine and motion vibrations
on the front axle.
The result, says Komatsu, is a 50 per
cent reduction in vibration through the
seat, floor plate and accelerator and a 60
per cent reduction in steering vibration.
Komatsu is rolling out production of the
new models gradually. They are currently
in production in Japan and Europe and
production at a new plant in China starts
this autumn. Production in the USA will
start in early 2006. ❏
September 2005 41

WorldCargo
news
42
There is nothing quite like Liebherr’s
curved boom LRS 645. Here it shows
its ability to pick a 3-high container
in the third row without disturbing the
third tier of the first two rows
covering FLTs, including the
heavy 15-30t range, laden container
handlers up to 42t and ECH
machines. In 2000 the company
purchased drawings from Fantuzzi
Regianne in a one-off deal and
began building reach stackers.
DFC’s Jeff Liu says almost 40 units
have been delivered since then,
including six built so far this year
with another two in production.
DFC fabricates the chassis and
8-52 to.
used container forklift trucks
and terminal equipment
Forklift trucks,
reachstackers
and terminal equipment
Cap. Type Year Liftheight
7 t. Kalmar DCD70-40E5 01 15800 mm
8 t. Kalmar DB8-600 86 5000 mm
10 t. Kalmar DC10-600 87 5000 mm
12 t. SMV SL600A 97 9000 mm
15 t. Kalmar DCD15-12 02 4000 mm
16 t. Svetruck 16120-38 95 5000 mm
25 t. Svetruck 25120-45 97 4000 mm
28 t. Svetruck 28120-45 full free lift 89 5600 mm
42 t. Kalmar DC42-1200 87 7000 mm
Reachstackers
41 t. Sisu RSD4118TL4 96 12100 mm
41 t. Linde C4130TL5 99 15900 mm
42 t. Linde C4230TL5 02 15900 mm
45 t. Terex TFC4517 99 14790 mm
45 t. SMV 4535TAL5 96 14900 mm
N.C.NIELSEN A/S · DK-7860 BALLING · DENMARK
TEL. +45 99 83 83 83 · FAX +45 97 56 46 24
www.nc-nielsen.dk · linde@nc-nielsen.dk
Cap. Type Year Liftheight
Terminal tractors
17 t. Mafi MTL17 swapbodymover 97 630 mm
25 t. Mafi MT25 4x2 98 1000 mm
25 t. Sisu TT131-A2 4x2 95 1000 mm
28 t. Terberg YT180 4x2 03 898 mm
30 t. Mafi MT30R 4x2 90 1000 mm
30 t. Sisu TR160 4x4 94 1000 mm
30 t. Kalmar TB3042 4x2 96 1000 mm
30 t. CVS/Ferrari FT 225 4x4 96 1000 mm
32 t. Sisu TT162 4x2 00 1075 mm
34 t. Terberg YT220 4x2 00 1000 mm
34 t. Terberg YT220 4x2 01 1000 mm
35 t. Terberg RT28 4x4 97 1000 mm
36 t. Mafi MT36R 4x4 97 1000 mm
36 t. Terberg RT26 4x4 93 1000 mm
ncnielsen
boom in Dalian and fits imported
components such as Cummins engines,
Kessler axles, Parker or
Clark hydraulics, Elme spreader.
All machines built so far have
been for Chinese customers. Liu
says DFC has machines in most
major port locations. He adds that
reach stacker orders are at about
the same level as container handling
mast trucks.
Selling to Asia
It is fair to say that the Asian market
is divided into two distinct
categories: larger customers such
as global port operators or big regional
players often placing big
orders for new berths or greenfield
terminals; and low volume orders
from smaller players that are sometimes
not put to tender. Here wellconnected
local agents are crucial
and brand reputation depends
greatly on parts and service.
It is sometimes said that in certain
markets, particularly Japan and
Korea, having a domestically
branded machine is key, but this
can be overstated. Komatsu sold
seven Linde reach stackers in Japan
last year and is expecting even
more business this year. A major
factor in this success is it ability to
support the machines through the
existing Komatsu network.
Another moot point is the extent
to which local fabrication
delivers an advantage. Speaking of
India, Kumar says it can be vital -
contracts from ports and government
organisations such as
CONCOR “give the contractors
only 30 to 45 days to position
the machines.” To cope with this
ICM keeps sufficient inventory
levels to reduce delivery time “to
the barest minimum possible.”
Short lead times
Kalmar’s reach stacker manager
Per Rosengren says a 30 day request
is nothing out of the ordinary
across much of Asia. If the
customer wants one or two machines
then Kalmar might be able
to accommodate a short delivery
time or help with rental units. But
orders are increasingly for larger
unit numbers and in that case at
present no manufacturer can deliver
in less than two months.
So far Fantuzzi is the only one
of the major European manufacturers
to have begun fabricating
heavy lift trucks in China and its
investment has lifted its market
share. Fantuzzi appears particularly
well-placed to fill the bigger orders
from its factory in
Zhangzhou. Yantian International
HANSE-MASCHINEN
Handels GmbH ❖ Hamburg-Germany
used forklift trucks, reachstacker
& tugmaster for sale:
cap. make type year features
45 to Kalmar reachstacker 2002 5-high
45 to CVS Ferrari reachstacker 1996 5-high
42 to Kalmar reachstacker 1999 5-high
42 to Belotti reachstacker 1992 4-high
41 to Kalmar reachstacker 1996 4-high
28 to Svetruck forklift truck 2002 5,0m lift
28 to Hyster forklift truck 1992 5,5m lift
25 to Sisu roro-tractor 1992/94 4x4
15 to Svetruck forklift truck 1996 6,0m lift
10 to Kalmar reachstacker 2001 6-high
9 to Svetruck containerlifter 1998/99 6-high
8 to Svetruck containerlifter 1995 4-high
7 to SMV containerlifter 1996 6-high
more details: www.hanse-maschinen.com
e-mail: info@hanse-maschinen.com
Tel: +49-40-51 51 50 Fax: +49-40-511 31 04
Container Terminal has ordered
24 FDC25K8 empty stackers that,
when delivered, will bring the total
number of Fantuzzi machines
at the terminal to 99.
Fantuzzi has also won the second
tranche of a large order from
China’s Ministry of Railways for
reach stackers for the Ganzhou-
Longyan Railway Project funded
by development aid. Fantuzzi was
awarded the contract for 14 machines
for US$5,213,781.86. Earlier
MoR orders were won by
Kalmar and CVS Ferrari.
Kalmar is making a major investment
in a new facility at
Shanghai’s Lingang Industrial Park
at the foot of the Donghai bridge
to Yangshan but at this stage has
not announced plans for the facility
beyond assembling terminal
tractors. Rosengren says assembly
is always under consideration and
Shanghai would be a “natural expansion
point” but Kalmar is not
stating it intentions at this stage.
It has, however, opened a new
training centre in Shekou where
it offers courses for operators and
maintenance personnel. This is
part of Kalmar’s strategy to move
“downstream in the supply chain”
away from steel cutting and focus
on development, marketing, assembly
and service.
Fantuzzi in CIS
Fantuzzi group is also making a
bid for higher sales in Russia/
CIS markets and its Moscow
sales company, Fantuzzi Eurasia,
has been busy.
Eurasian International Transport
and Logistic Centre and Ural
Container, both in Yekaterinberg,
each ordered one dedicated CS
7.5S6 ECH reach stacker. Fantuzzi
Eurasia will reportedly open a
service centre in this remote Siberian
city. As previously speculated
(WorldCargo News, December
2004, p22), Multi-Link has received
an MHC 200 mobile harbour
crane for its “Moby Dick”
terminal at Kronstadt, near
Petersburg. The crane joined two
laden-handling Fantuzzi reach
stackers in operation in Kronstadt
since the beginning of the year.
Linde’s appointment
Linde is another company thought
to be looking at boosting its Asian
presence. This is evidenced by the
recent appointment of Davide
Bertozzi, former managing director
and CEO of Fantuzzi group,
as international business development
manager.
Linde would not comment
on Bertozzi’s rôle, but it is clear
that the company is considering
how to become a more focused
player in the container
handling equipment market.
Recently, the German financial
press has again speculated that
Linde AG was preparing to merge
its gas interests with those of BOC
in the UK and sell off the whole
of its FLT division, including the
Linde HTD plant in Wales.
Linde strongly denied the reports.
On the contrary, it appears
to be making a determined effort
to become more involved in the
container handling industry.
Interestingly, Kalmar’s CEO
Christer Granskog recently described
his company’s competitors
CARGO HANDLING
Australia’s CRT group, which is now part of Queensland Rail, is an important
customer for Kalmar reach stackers
as falling into three categories:
customer-focused companies,
crane companies and truck manufacturers.
He listed Linde, Hyster,
SMV and Svetruck within the
truck manufacturer category.
Big Aussie deals
There is one (possibly two) major
tenders currently under way in the
Australian market. One for as
many as 50 machines is likely to
cover a wide range of FLTs as well
as container handlers. Being a relatively
small market, such large orders
influence things for several
years after they are placed. Previously
MLA Holdings has filled a
big order from BHP Steel with
MHI FLTs from 1-11.5t capacity
and Fantuzzi 16 and 42t lift trucks
and a range of sideloaders.
Fantuzzi maintains it relationship
with MLA but its Australian
subsidiary, Fantuzzi Reggiane
Australasia Pty Ltd, is going
through some changes. Founding
CEO Terry Mulqueen has been
replaced by Mike Ritchie, although
Mulqueen has been retained
in a consultancy rôle until
certain key tenders are concluded.
Kalmar’s Australian MD Bengt
Larson says the market for reach
stackers is still small, but improving
and this year will be better
than 2004. Surprisingly, a “nonslewing
crane” operator’s license
is needed to operate a reach
stacker and this is more difficult
and expensive to obtain than a
FLT license. However, Larsson and
other suppliers say this is not a
major impediment once operators
understand the real benefit of a
reach stacker.
In recent months Kalmar has
delivered two DRS4527-S5
ContMasters to Patrick Logistics
in Laverton, Victoria and a
ContChamp DRF450-70S5SX
to each of Colin Rees Transport’s
(CRT) facilities in Guildford,
NSW and Altona, Victoria.
Stepping up
CRT is an example of an Australian
operator that recently made
the switch to reach stackers and is
continuing with the concept. It
began with a ContMaster DRS
4540 S5 with a 7m wheelbase at
it Melbourne facility in 2002 and
has now moved to the higher
“spec” DRF ContChamp series.
The machines for Laverton
and Guildford will be fitted with
jacks for 30t lifting from the second
rail. Other recent orders for
Kalmar include two DCE75-6HE
FLTs with legacy vacuum suction
clamps for Norske Skøg’s paper
operation at Albury.
Finally, SMV Konecranes has
reported the delivery of three new
generation (TB) reach stackers to
customers in Venezuela -
Intershipping, Grupo Hersan and
Lemont Estibas.
Another five machines are due
to be delivered to Venezuela this
year, with Rentacarga, a first-time
customer, ordering four reach
stackers. “All markets are very important
for us but this is an excellent
example of us gaining market
share, as we have had only had
one or two machines orders in
Venezuela before,” said SMV’s
managing director KG
Salomonsson. ❏
September 2005

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Linde Material Handling

WorldCargo
news
CARGO HANDLING
Spreader manufacturers ride a high tide
With ship-to-shore and yard gantry
crane orders running at record levels,
spreader manufacturers have had their
work cut out to meet demand and several
are taking steps to increase production
capacity.
Bromma has expanded its main production
plant in Ipoh, Malaysia. Elme has
announced further expansion of its plant
in Älmhult, Sweden (see below) and Stinis
is adding a new, 1400 m 2 assembly plant
in Krimpen aan de Lek (near Rotterdam),
with full start-up by the end of this year.
This shows confidence in the future, since
land in the Rotterdam area is expensive.
44
Spreader suppliers are faced with record
crane buying patterns and continuing
demand for research and development
Stinis has also found a new site to build
straddle carrier spreaders (cf twin 20 types
for Noell) and this will free up capacity
for still more crane spreaders in Krimpen.
The company’s planned output next year
is about 40 per cent up on production
for this year (all spreaders) and production
this year is more thn 50 per cent
above output in 2004. A big order for 29
Long-Twin spreaders was received recently
from a leading North Continent
terminal operator with terminals in
southern Europe as well.
Good start
In January and February alone Bromma
reported sales of almost 150 spreaders and
later it forecast that spreader sales for the
Elme launched its separating centre twin 20
spreader, with a lateral misalignment
adjustment feature, earlier this year. The
company says that it is expanding production
capacity to handle increased demand for crane
and lift truck spreaders
year would top the 600 mark - ship-toshore
cranes, mobile harbour cranes and
yard cranes. Bromma also manages the
Kalmar spreader production plant in
Tampere. This business is entirely separate,
although Bromma is able to make a
few of its own spreaders there as well.
Looking west
The company also reported a crop of new
orders on the North American west coast,
with a total of 39 spreaders during January
2005, representing a record month for
the region. The contracts included 13
STS45s (Bromma’s separating centre twin
20 model) to APM Terminals, Los Angeles,
17 YSX40E Marathon all-electric
spreaders to P&O Ports [Canada] for
Centerm, Vancouver and nine STS45s to
Long Beach Container Terminal. All the
spreaders are equipped with Bromma’s
SCS2 spreader condition monitoring and
diagnostics technology.
Bromma then reported record first
quarter sales for its Marathon yard crane
spreader family. Of the total of 96 Marathons
sold during the period, 79 were allelectric
spreaders.
Orders continued to roll in in the second
quarter. In June KCI Konecranes
fordered 13 all-eectric Marathons - 11
YSX40E spreaders for RTGs at Malta
Freeport and two YSX45E spreaders for
service in Multi-Link terminal operations.
KCI Konecranes also purchased four shipto-shore
crane spreaders for use at Malta
Freeport.
Other contracts included one from
Gulf Port Cranes (GPC), part of Gulf Piping
Group, Abu Dhabi, for another 17
Marathon all-electric spreaders in connection
with RTGs for Marport, Turkey.
This took GPC’s total order to 44 allelectric
spreaders over the past 18 months.
Two contracts were received from the
Port of Felixstowe for a total of 21 allelectric
Marathons and ZPMC ordered
18 all-electric Marathons for delivery with
new RTGs to DPA Jebel Ali.
Third quarter orders include: 13 Marathon
spreaders ordered by KCI
Konecranes for RTGs for the Port of
Houston Authority; 10 Marathon spreaders
for Georgia Port Authority; 25 Marathon
separating twin-lift yard crane
spreaders for delivery to Modern Terminals,
Xiamen; and another 20 Marathon
all-electric spreaders for GPC.
Bromma has also taken direct charge
of its own Far East sales by buying out
Portek’s 50 per cent stake in Bromma Far
East (WorldCargo News, August 2005, p3).
This chimes well with Kalmar Industries’
general “keep it in the family” approach
to sales and marketing. Possibly, too,
Portek’s growing rôle as a terminal operator
was creating conflicts of interest.
Here to stay
The all-electric yard crane spreader is here
to stay and it rounds off the environmental
“credentials” of all-electric RTGs available
so far from KCI Konecranes and
Kalmar. On the ship-to-shore crane side,
there is still widespread reluctance to go
all-electric. Most of the pioneering work
in this field has been done by Bubenzer -
a newcomer to the spreader field but an
acknowledged leader in harbour crane
braking systems.
September 2005

CARGO HANDLING
ZPMC twin hoist crane for 2 x 40/45ft lifts
However, Ram Spreaders has also now
announced a new all-electric twin 20
spreader range (series 3900), starting at
the top with a separating centre type
(3910), the prototype of which is being
built in Singapore (WorldCargo News, June
2005, p3). It is possible that Ram would
welcome initial testing by PSA, which in
the past has been an important proving
ground for other Ram products, such as
ShockAbsorb for its ship-to-shore crane
spreaders. Ram says that it is close to announcing
another significant product development.
No information was available
in time for this article, but it could be
related to twin 40/45ft handling.
The latest developments from
Bubenzer are the Eagle and the Red Kite,
twin 20 telescoping spreaders with 45ft
stops for ship-to-shore cranes and yard
cranes respectively. Eagle is rated at 41
tonnes SWL at 45ft, 50 tonnes at 40ft and
65 tonnes in twin 20 mode.
Tare is 12,800 kg, Red Kite has a tare
weight of 10,500 kg and has an SWL of
60 tonnes in twin 20 mode. Both spreaders
are built to DIN 15018, classification
H2 B4 (2 million cycles), the same as the
Hawk and Falcon single lift 20-40-45
models for ship-to-shore and yard cranes.
Red Kite is provided with movable gather
guides and torque force of 3000 Nm is
the same as on Eagle and Hawk.
40:40 vision?
Twin 20 or separating centre twin 20
spreaders account for an ever bigger share
of spreaders supplied with new ship-toshore
cranes. Almost inevitably terminal
operators and shipping lines are looking
for increases in productivity handling 40/
45ft containers. 40ft containers account
for roughly half the current global population
of around 12.2 mill ISO containers
and their influence is particularly
marked on certain trade routes. (In contrast,
although the population of 45ft ISO
containers has grown rapidly, they still
number only about 150,000).
As previously discussed in WorldCargo
News, there are three known approaches
to the problem (four if Ram is doing
something as well), and the “jury is still
out.” The ZPMC twin hoist solution is
in service on new cranes suplied to DPA
Jebel Ali. The hoists are actually fitted with
Stinis Long-Twins. Given big enough
cranes and hoist power, this system could
be applied to 4 x 20ft lifts as well.
Bromma is also taking this line with
some of its various Tandem designs. Its
proposed T45 is a separating centre twin
20 Tandem, able to lift two 40fts or 45fts
side by side or four 20fts and separate each
pair of 20fts by up to 1.5m.
Tare weight is given as 31 tonnes and
SWL in double twin 20 mode is given as
2 x 65 tonnes, so the crane would need
to be able to carry 165 tonnes on the
ropes. Bromma itself concedes that this is
unrealistic, but 115-135 tonnes on the
crane ropes looks feasible. A variation on
the T45 concept is Tandem Quattro
(WorldCargo News, June 2005, p29).
Payback?
Bromma has put considerable work
into Tandem over the past few years
but until recently it was all taken up in
testing and trials - the telescopic 40/
45 Tandem (APMT Algeciras) and fixed
40 Tandem (Uniport Rotterdam).
A commercial breakthrough came
with Hutchison’s order for a 40/45 Tandem
for retrofitting to a crane in one of
its Chinese terminals. With chronic trade
imbalances, there are opportunities to
unload 40ft empties in export ports and
reload them in import ports two at a time.
As empties are carried high up on deck,
possible problems using tandems in the
cells could be avoided.
The third approach is the Stinis split
headblock design which can accommodate
two (“tandem”) spreaders or just one.
A prototype of this is to be tested shortly
on a Noell crane by APM Terminals in
Rotterdam, Stinis unveiled this idea several
years ago (WorldCargo News, June
2002, p4). Again, subject to crane hoist
power, each spreader could be a twin 20
or a Long-Twin each lifting two 20ft
loaded containers or a 40ft or 45ft.
Elme expands again
As noted above, Sweden-based Elme
(Elmhults Konstruktions AB) is expanding
its production facilities in Älmhult.
The company says it is doing this to meet
growing demand, particularly for crane
spreaders “where we are continually receiving
market share.”
It says that the order books for crane
and truck spreaders are at an all-time
WorldCargo
news
There are indications that major terminal
operators are close to placing significant orders
to achieve twin 40ft/45ft handling capability.
This shows Bromma’s 40/45 Tandem in
earlier trials with APM Terminals in Algeciras
high in both Europe and the Far East
and that “output for this year will exceed
700 units.”
Elme last added new buildings in 2000
and 2001 but these are now at full capacity.
The fact that it needs to grow again,
says Elme, vindicates its strategy of unifying
all production in Sweden. “With
proper investments and lean manufacturing,
our production does not have to be
moved to low cost countries.”
The new investment is worth about
€2 mill. It covers an extension of 2600
m 2 , production machinery and additional
September 2005 45

WorldCargo
news
CARGO HANDLING
Left: VDL Smits Spreader Systems is
supplying spearating centre twin 20 spreaders
on two ZPMC cranes for TPS Valparaíso
employess and should be ready before the
end of this year. A new offfice building
will be completed early next year, housing
design technicians, sales and marketing
and after-sales staff.
Recent crane spreader business for
Elme includes a new 40 tonne SWL 20-
40ft unit for the Port of Kaliningrad. According
to port spokesman Jeanne Meiler,
the spreader has been installed on a 50
tonne “Phoenix” multi-purpose portal
crane jointly supplied by Kranbau
Eberswalde and locally-based crane maker
Baltkran more than one year ago.
This is a single point lift crane and,
it is understood, the previous attach-
The five (soon to be six) new RMGs from Gottwald at Hupac’s expanded Busto railhead
in Italy are fitted with DSD (Hillgers) combi-attachments. Hillgers supplied the combiframes
for the six KSR RMGs supplied when Busto was last enlarged three years ago
ment did not have centre of gravity
adjustment. However, the hydraulically-driven
Elme spreader is self-levelling
and is therefore better able to
cope with eccentric loads.
Container throughput is growing
quickly in Kaliningrad, from 27,000 TEU
in 2003 to around 45,000 TEU in 2004
and 35,000 TEU were handled in the first
seven months of this year. Hence there
has been pressure to speed up handling
productivity and the investment in the
Elme spreader seems to be paying off.
It is also understood that Elme recently
secured an order for five or isx
crane spreaders from ECT, Rotterdam.
Earlier this year Elme introduced a separating
centre twn 20 ship-to-shore crane
spreader (WorldCargo News, February
2005, pp45-6).
New pastures
Two former Elme personnel are now
working for Holland-based VDL Smits
Spreader Systems BV, as the company targets
a bigger slice of the crane spreader
market. Beat Zwygart is understood to
be responsible for the Asian market and,
more recently, Frank van Laarhoven has
assumed responsibility for crane spreader
sales in the Dutch and Belgian markets.
Smits already has spreaders on cranes
in the Dutch and Belgian ports but there
is much bigger potential here for the company,
says Van Laarhoven. Elsewhere, new
business for Smits includes CH6550 separating
centre twin 20 spreaders, with gravity
point adjustment, for the two post-
Panamax (18-wide) cranes ordered from
ZPMC by TPS Valparaíso, slated for delivery
next February.
Smits is also continuing to work on a
lightweight version of the CH6550,
where the customer specifies an SWL of
2 x 25 tonnes instead of 2 x 32.5 tonnes.
In one case, the customer is said to be a
leading carrier/terminal operator.
Busy Earls
New business for Canada-based Earls Industries
Ltd includes two twin 20 spreaders
and headblock assemblies for the Port
of Portland (Or), in connection with the
new, post-Panamax cranes which the port
has ordered from ZPMC, slated for delivery
next April.
The spreaders weigh 11.48 tonnes and
the customised headblocks 2.95 tonnes.
These bring the number of spreaders purchased
by the port from Earls to 10, starting
from 1994. In that time it has also
supplied replacement headblocks for virtually
all the container canes in the port
so the extra headblock associated with the
new ZPMC crane is sutiable as a spare
for all the other cranes.
In addition, Earl’s has delivered a separating
centre twin 20 (ST20) spreader to
the Port of Houston - its first spreader in
this port - along with three overheight
attachments. Two ST20s are headed for
Global Terminals, New Jersey and three
have gone to TSI, Vancouver (BC) in connection
with the three cranes recently delivered
by ZPMC (two for Vanterm and
one at Deltaport). In addition, Earls says
it is supplying ST20 spreaders for RTGs
slated for delivery by ZPMC to TSI’s
Vanterm facility this month.
Earls says it has thus far delivered a
total of 45 ST20s to eight locations - 15
to Maher Terminals, NJ, 12 to TSI, six to
CSX Caucedo (now run by DPI), five to
the Port of Seattle, three to PRPA Philadelphia,
and one each to Houston and
APM Terminals in Tacoma. ❏
46
September 2005

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REEFER INDUSTRY
WorldCargo
news
Reefer machinery builders scroll ahead
Producers of reefer container machinery
have rarely been as busy
as in recent years as they have
strived to meet a sizeable and sustained
year-on-year growth in demand.
Annual production of reefer machines
has increased by almost 10 per cent on
average during each of the past five years,
boosting output from around 50,000 machines
of maritime build in 1999 to almost
80,000 last year (see Table 1). The
forecast for 2005 is around 86,000, depending
on the performance of the reefer
industry during the final quarter.
All four established reefer machinery
producers - Carrier Transicold, Thermo
King Corp, Daikin Industries and
Mitsubishi Reefer - benefited from
record orders during the opening half of
2005, when over 45,000 units are reckoned
to have been delivered.
This longstanding quartet has been
joined by a newcomer in the shape of
Maersk Container Industri (MCI), which
has carried out its first series manufacture
of the new StarCool machine
launched late in 2004 (see WorldCargo
News November 2004, p60). Around
1500 units are due for construction this
year at MCI’s reefer factory in Qingdao,
all for sister company, Maersk Sealand.
No third party sales are planned as yet,
until the units are further field tested and
a more comprehensive after-sales network
has been established.
Picking up
Reefer demand only slackened slightly
throughout the summer months, allowing
manufacturers some time for staff
breaks and routine maintenance, and it
is expected to pick up again in the fourth
quarter. In this respect, the refrigerated
container market is currently holding up
more strongly than its dry freight counterpart,
while the outlook for reefer demand
remains upbeat for 2006 as well.
Output has been driven up most recently
by shipping lines, which directly
purchased roughly 70 per cent of all
reefer boxes produced in 2004, equivalent
to over 55,000 units. They are expected
to take an even higher share (75
per cent or greater) in 2005.
Production for leasing companies last
peaked in 2003, with these buyers taking
far fewer in the two years since. The
inexorable shift towards the 40ft high
cube reefer has continued as well, with
over 85 per cent of all new machines now
fitted into containers of this size. The
balance goes for 20ft end-use. As such,
there has long been a decreasing tendency
on the part of some machinery
suppliers to offer a separate 20ft model,
while the former price differential (of a
few per cent) existing between machines
of 20ft and 40ft size has shrunk to almost
nothing.
Carrier still produces a specific 20ft
model, while most other suppliers usually
advise the fitting of their 40ft machinery
to 20ft reefer bodies. This offers
the benefit of a proportionally higher capacity
rating, which is often desirable as
20ft equipment is still predominantly
used to carry deep frozen perishables,
requiring high performing refrigeration.
With close to 50 per cent of reefer container
units now equipped with scroll compressors,
and the recent scaling up of production,
machinery prices have been forced down to
their lowest level in many years
Price drop
Despite the strength of demand, machinery
prices have generally fallen in recent
years and are today at a very “competitive”
level. Models of the most basic type
can currently be acquired for less than
US$8000, assuming a sizeable order run,
and it is rare now to pay over US$8500-
9000 for any design, even when various
add-ons (such as controlled atmosphere)
are included.
This compares with the US$9000 or
greater paid on average two or three years
ago. Naturally the recent weak US dollar
exchange has helped hold down the prices
of some components, while the earlier reentry
into the market by Daikin, plus the
intensified competition existing between
Carrier and Thermo King, have also
played their part.
The recent relocation of production
by Carrier and Thermo King, respectively
to Singapore and China, has further
helped to force down manufacturing
costs.
Conversely, as the price of reefer machinery
has fallen, the average cost of a
refrigerated body shot up between 2003
All over the world
Antwerp
Dubai
Genoa
Gothenburg
Hamburg
Hong Kong
Lisbon
London
Madras
New York
Rio de Janeiro
San Francisco
Seoul
Shanghai
Singapore
Sydney
Taipei
Tokyo
and 2004, due largely to a sharp rise in
the cost of stainless steel and foaming material.
A 40ft high cube reefer of standard
build increased by over US$1000 in
the year to late 2004, to top US$9000,
although this figure has since dropped
back again to below US$8500.
Scroll impact
The increased uptake of “scroll-platform”
machinery, which features a single
scroll compressor in place of the more
traditional reciprocating version, has also
had an impact on finished machine
prices. Scroll compressors have fallen rapidly
in price as they have become more
commonplace, while their operational efficiency
has improved. The use of a scroll
compressor can also cut machinery
weight and dimensional size.
Table 1: Summary of recent maritime
reefer container machinery output
Year Total R134a R404A Other*
Units (%) (%) (%)
1999 51,000 82.5 7.5 10.0
2000 55,500 86.5 7.5 6.0
2001 52,500 90,5 8.5 1.0
2002 65,500 91.0 9.0 -
2003 71,500 89.5 10.5 -
2004 79,000 88.5 11.5 -
2005** 86,500 87.0 13.0 -
*Mainly R22. **Projected at third quarter
A growing number of shipping lines
have switched to specifying scroll com-
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• Construction materials to suit customer requirements
• Maximum allowable cargo capacity
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Bilbao, Spain
8-10 November 2005
September 2005 47

WorldCargo
news
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Despite the trend towards scroll
compressors, MCI has opted to use a
special reciprocating unit in its
StarCool design
pressor machines when purchasing
new reefers and it now remains
for the leasing sector to be
won over as well. Recent audits
carried out by Thermo King and
Daikin indicate that a rising 44
per cent of all units sold in 2004
were of scroll-platform type (over
35,000 units), with the balance
comprising reciprocating compressors.
Moreover, scroll compressors
featured in around 60 per
cent of all purchases made directly
by shipping lines during last year.
This share is expected to rise
to nearer 80 per cent in 2005, as
other companies (including
Maersk Sealand) have now made
the switch and because of an overall
increase in the volume of orders
being placed generally by
shipping lines. Scroll compressor
machinery is expected to dominate
within a few years, with the
most optimistic prediction suggesting
it might feature in as much
as 50 per cent of all operational
reefer box equipment by 2010.
This would compare with a current
share of below 20 per cent.
Scrolling forward
Thermo King has long been an
advocate of scroll compressor
technology, having launched its
original (CSR-40) design back in
1995. It has since followed up
with the single-scroll MAGNUM
model in late 2002. This followed
Daikin’s introduction of a wholly
redesigned unit (LXE 10E) in
2001, which also featured the exclusive
use of scroll technology.
Mitsubishi had already taken its
development in much the same
direction and not to be outdone,
Carrier brought out its own single-scroll
machine (EliteLINE) in
2001. The latter has undergone a
further refinement during 2005.
One industry estimate suggests
that Carrier built a little over 15
per cent of scroll-operated reefer
machines in 2004, as compared to
over 25 per cent from Thermo
King, almost 50 per cent from
Daikin and around 10 per cent
from Mitsubishi.
The vast majority of Carrier
production is, however, still of
ThinLINE (69NT40) type, featuring
its own proven 06D semi-hermetic
reciprocating compressor,
with these machines remaining a
firm favourite of the leasing sector.
Interestingly, MCI’s StarCool
machine also utilises reciprocating
rather than scroll technology, notwithstanding
the prevailing industry
trend and the recent decision
by Maersk Sealand to opt for scrollbased
machinery from all its third
party suppliers, including Carrier.
However, MCI based its choice on
an extensive evaluation of the market,
opting for a wholly new design
of lightweight reciprocating
compressor, which, at half the usual
weight, is closer to that more normal
for a scroll version. It has, furthermore,
incorporated technology/components
hitherto not associated
with reefer container applications
in order to minimise
power usage, maximise performance
and cut maintenance costs.
Long gestation
The StarCool unit has been the
product of almost seven years of
development, and utilises a specially
adapted aluminium semihermetic
two-stage compressor
from German manufacturer
Bitzer. The latter weighs just 58kg
and operates with R134a as
standard.
A key innovation is the use of
a Danfoss frequency converter to
drive the compressor, which allows
for an infinitely variable capacity
regulation by varying the
motor speed. MCI claims that an
energy saving of up to 30 per cent
is possible, as compared to machinery
using suction modulation,
while the capacity of StarCool is
typically 20 per cent higher than
achieved by most existing R134a
machines, whether fitted with
current-generation scroll or reciprocating
compressors.
The StarCool has shown in tests
that it is able to maintain temperatures
at-30degC in a 50degC ambient
without problems. Moreover,
the overall unit weighs just 460kg,
due to a use of marine-grade aluminium
in the frame section. The
main criticism levelled by rival producers
(and some potential third
Thermo King delivered its 25,000th MAGNUM reefer unit earlier this year
REEFER INDUSTRY
party customers) is that the machinery
is relatively expensive to build
and unlikely to fall in price in the
near future.
Leading the way
Carrier continues to dominate
reefer machinery sales, accounting
for almost 60 per cent of all
machines constructed in 2004.
Around 27 per cent was apportioned
to the leasing sector and
32 per cent to shipping line customers.
The vast majority of all
remaining production went to the
lines, rather than lessors, with
Daikin accounting for over 20 per
cent of total production, Thermo
King almost 15 per cent and
Mitsubishi 5 per cent.
When shipping line purchases
are viewed in isolation, these respective
shares change to 46 per
cent for Carrier, 31 per cent
Daikin, 17 per cent Thermo King
and 6 per cent Mitsubishi. The
current outlook for 2005 is much
the same as last year, although
Carrier may lose a slight share to
Daikin and Thermo King, not to
mention MCI.
Thermo King is continuing to
place great store in its MAGNUM
machine, having notched up total
sales of 25,000 units by July 2005.
It was, at that time, supplying 1300
units to CCNI (Compania Chilena
de Navegacion Inter-oceanica),
which was in the process of doubling
its 40ft high cube reefer fleet
and planning to use the new reefers
to transport Chilean salmon.
Amongst other customers to
have recently bought MAGNUM
machines for the first time is the
banana carrier, Dole Ocean Cargo
Express, which has just acquired
1000 x 40ft reefers. It was attracted
by the potential weight saving offered
by the unit, its low servicing
costs and ability to rapidly pulldown
temperatures. The latter has
proven particularly important, as
Dole does not generally pre-cool
its bananas prior to loading in order
to achieve a faster turnaround.
With Dole carrying over 70,000
container-loads of bananas into the
US every year, the above savings
are expected to add up rapidly.
Thermo King’s production of
MAGNUM machines will again
increase this year, and is likely to
top 10,000 units overall. The
MAGNUM, which is of “40ft capacity”
and utilises a digital scroll
compressor from Copeland, accounted
for 83 per cent of all
reefer machinery manufactured by
Thermo King in 2004 and is expected
to take an even greater
share this year. Steve Bryant, global
director, Thermo King product
marketing (containers), confirmed
that “the [digital] scroll
design is now the leading technology
favoured by shipping lines
for their directly purchased reefer
equipment.”
Moreover, he went on to suggest
that a wholesale shift to scroll
compressor use could represent
“one of the biggest technical
changes to have occurred in the
reefer container industry since the
move to 40ft high cubes in the
early 1990s,” and even surpass the
more recent phase-out and substitution
of R12 and R22 refrigerants.
Bryant explained that the
latter could usually be exchanged
(with R134a or interim blends)
without any necessity for the machine
to be replaced, unless it was
of very old design. This contrasts
with a switch to scroll compressor
use, which operates with altogether
different technology to reciprocating
types.
Energy savings
The MAGNUM unit is claimed
to use 30 per cent less power than
many competing technologies,
thereby cutting carbon dioxide
emissions, while it can hold temperatures
as low as -35degC in an
September 2005

REEFER INDUSTRY
WorldCargo
news
Food safety
standard
Failures in the food supply chain can
be dangerous as well as costly in terms
of company reputation, financial penalties
and shareholder value. Food producers,
manufacturers, handlers or suppliers
know that customers expect
them to identify and control food
safety hazards and the conditions that
impact on food safety.
A new British Standard (BS EN
ISO 22000:2005 Food safety management
systems. Requirements for any organisation
in the food chain), is designed to
help eliminate weak links in the food
supply chain and benefit the consumer
as well as business.
BS EN ISO 22000 specifies the requirements
for a food safety management
system in the food chain where
an organisation needs to demonstrate
that it can control food safety hazards
and provide consistently safe end-products
that meet both the customers’ requirements
and food safety regulations.
The standard combines generally
recognised key elements to ensure food
safety along the food chain, including
interactive communication, system
management, control of food safety
hazards through pre-requisite programmes
and HACCP plans, and continual
improvement and updating of
the management system.
BS EN ISO 22000 is applicable to
any organisation participating in the
food chain, including primary food
producers through to food manufacturers,
including food processors, retail
and food service outlets, feed producers,
transport and storage operators,
producers of equipment and packaging
material and producers of cleaning
agents, additives and ingredients.
Copies of the new standard are
available from BSI Customer Services. Telephone:
+44 (0)20 8996 9001. Fax:
+44 (0)20 8996 7001. Email
orders@bsi-global.co. Price £106,00 plus
P&P (£53.00 for BSI subscribing
members). ❏
ambient of 38degC or greater. This suits
it for the carriage of fish, seafood, ice cream
and other high value commodities, all of
which require hard frozen transport.
The machine also features an advanced
temperature control system, while its low
temperature performance helps combat the
efficiency losses that occur as reefer containers
age and suffer increased heat leakage,
due to insulation breakdown. This can
average 3-5 per cent per annum throughout
a reefer’s service life of up to 15 years
and requires an ever greater compensatory
performance by the machinery.
A central characteristic of the MAG-
NUM is the use of R404A refrigerant,
which has long been favoured by the US
trucking industry and is now gaining
popularity with some shipping companies.
Although the gas is still less common
than the industry-standard, R134a,
its growing use as a shipboard refrigerant
ensures a relatively good supply and it is
now the favoured choice for over 10 per
cent of all new machinery.
Five years ago, R404A was almost
three times more expensive than R134a,
but its price per kilogram has fallen significantly
as usage amongst reefer operators
has increased. However, it remains unpopular
with some operators and most
reefer lessors, which to date have virtually
no reefers charged with R404A
within their combined operating fleet.
Thermo King naturally views the leasing
sector as a key target market, which
has still to be fully won over. Supporting
this initiative is a new reefer leasing entrant,
Magnum Lease, launched earlier this
year by investors in Hong Kong. This
company, as its name suggests, is exclusively
focusing on the lease of 40ft high
cube reefers fitted with MAGNUM machinery
and, although Thermo King itself
has no stake in the business, it is firmly
behind the venture (see page52).
Bryant noted that despite Carrier’s
continued dominance in the area of machinery
sales, Thermo King has committed
to a similar investment in technical
research during recent years as has the
world’s leading supplier. Current emphasis
is being placed on further improving
machine reliability and component life.
Thermo King has also successfully
switched all production from the former
sites in the US and Denmark (originally
acquired from Sabroe Reefer Cool) to a
brand new purpose-built factory in
Suzhou (China). This opened in 2004 and
is already working at full speed, having
trained up local personnel, and is bringing
sizeable cost savings.
Important milestone
Meanwhile Carrier will celebrate an important
milestone itself this month with
the construction of its 500,000th reefer
machine. This comes 37 years after the
company first entered the reefer machinery
sector in 1968, and 17 years since it
achieved sales of 25,000 NT reefer models
(1988). Its annual production has surpassed
45,000 machines in recent years
and is still rising.
According to Scott Pallotta, marketing
director of Carrier Transicold Container
Products Group, the relocation in
2003 of Carrier’s entire reefer machinery
building operation to a newly enlarged
site in Singapore has already brought some
benefit in the form of lower production
costs and rising factory productivity and
The NT ThinLINE range, utilising a standard
reciprocating compressor, remains the mainstay
of Carrier’s output, but sales of its EliteLINE
model, fitted with a scroll compressor, are on
the increase
TRAVEL MAGNUM CLASS
MAGNUM is a totally new way to ship. It's in a class
of it's own. And when it comes to shipping premium
cargo like seafood, Thermo King MAGNUM is the only
container refrigeration unit in the world with the ability
to maintain -35ºC in any ambient temperature.
Seafood shipped at this temperature has been proven to
deliver significant taste and quality benefits over normal
reefer units that can only reach -22ºC. Benefits that
could have far reaching and positive effects on the
future direction of your business.
MAGNUM is a sure-fire investment, it's absolute peace
of mind whatever or whenever you're shipping.
Soon everyone will ship this way.
www.thermoking.com
September 2005 49

WorldCargo
news
REEFER INDUSTRY
enabled Carrier to compete effectively
with Thermo King’s new
Chinese operation and with the
scaled-up production from Daikin.
Indeed, Pallotta stated that the
company’s new dedicated plant
has been hard pressed to keep pace
with demand during the past year.
The mainstay of Carrier’s production
continues to be the NT
ThinLINE range, utilising standard
reciprocating compressor technology,
although the EliteLINE model,
fitted with a RS-105 scroll compressor
from sister company Carlyle
Compressor, provides a scroll-platform
alternative. The slimmer profiled
StreamLINE machine (also
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Reefers, reefer structural parts
martec
international
Martec International
Thomas A. Ewig, Chairman
Tel: (908) 7S6-6222
Fax: (908) 756-2575
tae@martecintl.com
www.martecintl.com
scroll-driven) was developed specifically
for the 20ft market. All Carrier
models operate with R134a as
standard.
The combined annual production
of EliteLINE and Stream-
LINE machinery is still relatively
limited, at several thousand units
in total, but has increased throughout
the past year.
Design upgrade
As indicated earlier, Carrier’s existing
EliteLINE machine has
been subject to a major redesign
in recent months to improve performance,
serviceability and reliability.
The new model (EliteLINE
Van Doorn Container Parts B.V.
Ron Mekkes, General Manager
Tel: 31-10-429-6030
Fax: 31-10-428-0299
r.mekkes@containerparts.nl
www.containerparts.nl
GAVAN Container Products Pty Ltd
Gavin Condon, Managing Director
Tel: +61 (02) 9540 5566
Fax: +61 (02) 9540 5407
gavincondon@gavan.biz
www.gavan.biz
www.iea-containerparts.com
Proven Quality & Safety Driven
•
Full Line of Durable Products
•
Over 80,000 Units in
Operation Worldwide
II) is due for launch in November
at the Intermodal Transport &
Logistics (ITL) exhibition in Bilbao.
Machinery weight has been
reduced and it offers a better airflow
rate, while the internal transport/mixing
of oil has been enhanced
through the adoption of
new methods, which no longer require
an in-built separator.
Pallotta confirmed that the
upgrade came in response to customer
requests, particularly from
Maersk Sealand, and was a reflection
of the gradual growth in sales
of the EliteLINE model.
Nevertheless, Carrier is not
about to turn its back on those
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With an estimated output of over 20,000 LXE10E units, Daikin is on course
to build over half of all scroll compressor-equipped machines this year
(many) buyers that still prefer its
established NT reciprocating
compressor range, arguing that “it
is advantageous to be able to provide
both types, especially given
the shift by all our major competitors
towards an exclusive supply
of scroll-compressor machines.”
According to Pallotta,
many customers, including most
lessors, still prefer the uncomplicated
design, proven performance
and ease of servicing associated
with a reciprocating compressor,
even if it is no longer always the
cheaper option.
Carrier is inevitably having to
face up to a changing market,
however, and suggests that split
between scroll and reciprocating
designs may settle for a while at
50:50 as there now appear to be
fewer buyers switching over to
scroll compressors than last year.
Opposite view
Daikin, in contrast, takes the opposite
view. This Japanese supplier,
which in the late 1990s “came
back from the dead” by radically
revamping its manufacture of
reefer machinery, is now the largest
producer of single-scroll machines,
with almost 18,000 units
sold in 2004.
This figure is certain to exceed
20,000 this year as Daikin has also
achieved exceptional production
in recent months. Its Japanese plant
has been operating on two shifts
Taking Charge As A World Leader In
Reefer Power Connections
ESL Power Systems, Inc. 2800 Palisades Drive, Corona, CA 92880-9427 USA
(800) 922-4188 (951) 739-7020 info@eslpwr.com eslpwr.com
since last year and only witnessed
a slight drop in business during the
summer holiday period. Demand
for production space from October
on is again strong, the company
says.
Healthy sales are still being
made to shipping companies in
both Asia and Europe, with an
order for 2000 of its LXE10E
machines just received from Yang
Ming Marine Transport. The company
claims to be supplying 14 of
the top 22 shipping lines, plus an
additional 12 smaller names, with
at least four others currently conducting
trials. This represents a
fivefold increase in its customer
base since 2000,and is a reflection
of its more globally-orientated
marketing and competitive pricing.
It is also now “routinely quoting
for leasing company business,”
according to David Marjoram,
general manager, refrigeration
business unit, Itochu Europe, represents
Daikin in Europe.
Marjoram indicated that
Daikin is set to construct over half
of all scroll compressor machines
in 2005, hinting that the “tipping
point” at which the industry as a
whole will switch to using this
technology is fast being approached.
Daikin has been carrying out
a continuous programme of refinement
to its existing model and
plans to unveil further improvements
to the basic design shortly.
Mindful of past criticism of the
relatively high power-draw of the
LXE10E model, the company has
been working on a modified energy-saving
system that has been
fully field tested and is due for incorporation
in all newbuild machines
from later this year. It can
also be retrofitted to existing
equipment.
Daikin’s reefer container machinery
clearly benefits from the
manufacturing clout of its parent
organisation, which is the world’s
largest producer of scroll compressors
and sold over one million units
for all industry applications last year.
Most other reefer components are
similarly made in-house, and in
large volumes, which has further
helped keep production costs
down. All Daikin reefer machinery
runs with R134a as standard,
which is a further simplification.
The existing production line
in Japan is highly automated, requiring
a small labour content, and
has been scaled up progressively
to generate additional savings and
maintain high competitiveness.
Nevertheless, Daikin has hinted
that it might soon relocate its
reefer machinery production to
China as it already operates several
factories there, producing air
conditioning equipment, and can
easily acquire qualified staff. A
study evaluating the potential for
such a move was carried out
recently,and suggested that savings
would be made over the longerterm
once the initial cost of factory
start-up was covered.
Holding up
Mitsubishi also currently carries out
all reefer machinery production in
Japan, although its output is far
smaller than Daikin’s and has not
changed significantly in recent
years. It built an estimated 4000 machines
in 2004, the majority of
which were R134a/scroll-driven,
and went to repeat customers, including
Evergreen, NYK and
OOCL, plus a few to Cosco.
A similar sales volume is forecast
for this year, while the company
is continuing to build up its
global presence. Naturally, it would
like to emulate the success of
Daikin, but suggests that some of
the latter’s additional business may
have been won through particularly
aggressive pricing.
A proposed merger between
Mitsubishi’s Refrigeration and Air
Conditioning Division and
Hitachi Air Conditioning Systems,
originally planned for April 2005
(see WorldCargo News July 2004,
p1) did not take place, due to differences
at the “eleventh hour,” but
the two corporate divisions have
since entered into a working collaboration
covering production,
component sourcing, marketing
and technical research. This has
further assisted Mitsubishi in its
tendering for big reefer machinery
orders.
The global network has, meanwhile,
been strengthened by additional
personnel, including the
appointment of a service engineer
solely to cover the market in South
America. ❏
Envirotainer in Japan
Envirotainer, which pioneered the
use of active temperature-controlled
air cargo containers, has enhanced
its container leasing and
cold chain management services
in Japan to help food, healthcare
and pharmaceutical companies
comply with the country’s strict
regulatory requirements.
Envirotainer has been active
in the Japanese market for 10 years
but previously only sold containers
to airlines and freight forwarders.
The decision to launch container
leasing services in Japan, already
provided across the rest of
Envirotainer’s worldwide network,
reflects increased demand from
Japanese importers and exporters
of temperature-sensitive health
care and pharmaceutical products.
Companies within the food,
healthcare and life sciences industries
in Japan will also be able to
take advantage of Envirotainer’s
Cold Chain Management services
to help them manage and meet
internal and external quality requirements
with regard to the integrity
and reliability of their
product cold chain.
To support the growth in its
activities in Japan, Envirotainer has
appointed Nankai Express as its
general sales agent and also established
container fleet inventory
points in Tokyo, Osaka and Nagoya.
“With Nankai Express’s
proven track record in handling
import/export cargo in Japan and
its presence at key airports, we will
be able to meet the increasing demands
of global companies that
see Japan as a key market,” said
Envirotainer CEO Magnus
Welander. ❏
50
September 2005

REEFER INDUSTRY
Keeping fresh food fresh
Although much of the recent focus in the
reefer industry has been on on compressor
design, research has continued in other
areas of technological development.
The provision of controlled or modified
atmosphere (CA or MA) remains an
important add-on feature and both Carrier
and Thermo King offer their own
proven systems to preserve the freshness
of many different commodities. The Carrier
version is known as EverFresh, while
Thermo King provides AFAM+ (Advanced
Fresh Air Management), which is
a microprocessor-driven air exchange system.
The latter has been tested successfully
with over 40 different types of fruit
and vegetable.
One of the best known independent
suppliers of CA (and MA) is TransFRESH
Corp, which, as part of the Performance
Food Group, has been active for almost
40 years and currently protects over
500,000 tonnes of chilled containerised
produce every year. Many tens of thousands
of reefer containers are fitted with
its microprocessor-controlled Tectrol delivery/exit
port and servicing/operational
support is now available at 16 seaports
around the world.
Over a dozen different commodities
are regularly shipped using TransFRESH
CA from the Americas, South East Asia,
Africa and Europe. Amongst recent shipping
line customers is Yang Ming, which
received 1000 x 40ft high cube reefers
fitted with TransFRESH CA capability
in July 2005. The Taiwanese carrier has
worked with TransFRESH since 1996 and
has historically used its system to ship
export produce from California.
Cold chain
world first
In what is claimed to be a world first,
the Adelaide-based national Cold
Chain Centre (CCC) has launched a
new Food Export Logistics Training
(FELT) scheme for all staff in the industry.
The blueprint programme covers
security, food tampering, hydro and
vacuum cooling, packaging atmosphere,
record keeping, Food Act requirements,
and route selection.
CCC chief executive Steve
Houghton said, “Historically the cold
chain business has been too fragmented
and the development of a
whole of industry training programme
has been too difficult to achieve. That
process has been severely hampered by
the fact that there are 81 separate legislative
requirements or industry standards
across the national cold chain industry.”
The nationally-accredited FELT
initiative has a clear mandate: to improve
the safe delivery of fresh produce
“from the farm to the plate” in
Australia, and to overseas markets.
Houghton said the safe delivery of
fresh produce affected the daily lives
of millions of Australians, yet doesn’t
get the attention it deserves from the
majority of the population.
“As an industry we are acutely
aware of the problems associated with
poor food handling,” he said. “There
has been a massive void in the industry
for a programme of this magnitude
for a long time.”
The package is available as hard
copy or on CD and will be outsourced
to nationally-registered training organisations.
The CCC was established by the
South Australian Sea Freight Council
to improve SA’s and Australia’s cold
chain perishable logistics performance
in order to strengthen export competitiveness
in target national and international
markets. The Centre is the
state’s and nation’s best practice solution
provider for all cold chain logistics
problems, providing “virtual” links
to its customers and members around
Australia and in overseas markets, offering
a globally connected service. ❏
TransFRESH is reporting record sales
for 2005, with significant additional shipments
being made from ports in South
America and Africa and many lines in the
process of enlarging or upgrading their
CA capability. “Provisioning containers
with CA has become an attractive option
for those operators wishing to use it
at short notice but which do not necessarily
want to invest in complete installations
at the time the containers are
manufactured,”the company explained.
TransFRESH is carrying out this
provisioning work at many of its servicing
centres around the world, thereby enabling
end-users to rapidly upgrade to CA operation.
The provisioning option only requires
cables and a purging inlet port to
have been installed at the time of machinery
construction, as these are too difficult
to incorporate and seal in the field.
TransFRESH is further offering shipping
lines the option of utilising
remanufactured fan panels, containing the
CA hardware, which obviously saves on
cost. The container operator can choose
to return such equipment to TransFRESH
for complete rebuild, including the replacement
of defective parts and installation
of updated electronics. The renewed
1 High Performance
●Sufficient pull down performance
●Maintains –29°C inside temperature
at high ambient temperature
2 High Reliability
●Anti-corrosion coating
●Trip data protection
-Easy trip data transfer
3 Advanced Dehumidification
●High dehumidification power
-Suitable for transportation of
onion, garlic and flower bulbs
●Low power consumption
4 World Wide Service Network
●13 15 parts depots & 391 327 service agents
●24 hour repair service
(International Area Code +800-4534-4534)
section can subsequently be returned into
the field and fitted into a provisioned unit
within just one hour.
Meanwhile, the company continues to
highlight “the crucial importance of good
post-harvest practices,” which is leading to
an increasing demand for consulting services,
even for products that are not currently
shipped using CA at all. Customers,
in short, are becoming more familiar with
the vital post-harvest steps that have to be
taken before the cargo is stowed prior to
transport and are keen to take advice.
Another company working on a bespoke
CA system is Cargofresh Technologies,
of Germany, which has carried out
further field tests of its existing prototype
during the past year in an effort to
incorporate additional technical enhancements
and reduce production costs.
(14 year History)
WorldCargo
news
Precise details of the design have not
been released but managing director Peter
Wich says that the basic thinking behind
the system remains unchanged and
it is still being targeted at the perishable
airfreight market.
In addition to controlling the concentration
of nitrogen, oxygen, carbon dioxide
and other gases, the membrane-based
Cargofresh CA can also maintain high
humidity within the container, as and
when it is needed.
Cargofresh remains of the opinion that
the uptake of CA by mainstream reefer
operators could be as great as 10 per cent
of the reefer market as a whole once the
concept is wholly proven. This compares
with a current, if increasing, usage rate of
roughly 2-3 per cent by the world’s reefer
container industry. ❏
3-1, Asahi, Nishi biwajima-cho, Kiyosu-City, Aichi Prefecture 452-8561, Japan
Phone : +81-52-503-9312 Fax : +81-52-504-7552 http://mhiks.mhi.co.jp:13081/acrmw/service/
September 2005 51

WorldCargo
news
REEFER INDUSTRY
New lessors join the fray
Little over a year after announcing
that it planned to invest US$500
mill over the next five years to expand
its reefer leasing activities, Marubeni
America Corporation (MAC), parent company
of Carlisle Leasing, has apparently decided
that the reefer container business is
not one it wants to be in after all.
Carlisle, whose circa 115,000 TEU fleet
recently overtook that of GE SeaCo to
make it the world’s largest reefer lessor, is
being touted for sale, but with a price tag
of around US$900 mill, it seems unlikely
that any existing container lessor will be
tempted. After several months of discussions,
final bids are reportedly due to be in
by the middle of this month and a number
of private equity investors are said to be in
the running to take the company over.
A well-known German Bank, which
specialises in transport finance, is also rumoured
to be taking a close look at Carlisle
with a view to placing equity into the
German KG (Kommanditgesellschaft) fund
market and possibly keeping part of it for
its own account.
Either way, now would appear to be a
good time for Marubeni to sell and a good
time for a new owner to come into the
market. Initial capital investment returns
on reefer containers, which have lagged
behind those of standard dry freight
equipment in recent years, have improved
significantly of late. With a strong cash
flow, Carlisle may well prove to be an attractive
buy.
Indeed, the improved returns available
in the reefer leasing market have prompted
a flurry of activity in the sector with at
least three new entrants tossing their hats
into the reefer leasing ring in recent
months.
Magnum Lease Ltd, which claims to
have strong financial backing from German
KG funds, has been formed by Flex-
Magnum Lease has ordered 1000 x 40ft high
cube reefers fitted with MAGNUM machinery
from Shanghai Reeferco
Box Ltd and two other Hong Kong investors
to focus exclusively on the leasing of
reefers equipped with Thermo King’s
MAGNUM scroll compressor/R404A
machinery. Flex-Box, a well known container
trader and agent for a number of
container lessors, is also acting as Magnum
Lease’s agent in Asia.
Hitherto, the leasing sector has declined
to invest in MAGNUM units, but with an
increasing number of lines opting to buy
scroll compressor-equipped reefer machinery,
Magnum Lease clearly sees a market
opportunity. Though Thermo King has no
direct involvement in the company or its
shareholders, it has endorsed the use of the
name Magnum. “It is in our interests to
promote the company,” said Steve Bryant,
global director, of product marketing (container)
for Thermo King.
Magnum Lease is offering long term,
short term and finance lease options and
has already concluded its first term lease
deal with Singaporean operator Pacific International
Lines (PIL), reportedly for 100
x 40ft high cubes.
The latter units were built by PIL affiliate
Shanghai Reeferco (Singamas) and
according to Flex-Box managing director
Henrik Nielsen, Magnum Lease has now
placed an order for 1000 x 40ft high cube
units with the same manufacturer, some of
which will be fitted with Thermo King’s
AFAM+ (Advanced Fresh Air Management)
system.
The company plans to build MAG-
NUM reefers on a continuous basis and
hold them in stock in China or other locations
for immediate delivery. “Magnum
Lease intends to build new reefers in volume
and enter the lease market with an
aggressive approach to rapidly gain market
share,” Nielsen said.
Another new entrant concentrating
exclusively on the reefer leasing market
is Copenhagen-based Arctic Leasing,
formed earlier this year by former Carlisle
Leasing executive Søren Klinge (see
WorldCargo News May 2005, p28). Arctic
plans to build up to 1000 x 40ft high cube
units this year fitted with Carrier, Thermo
King or Daikin machinery according to
customer requirement.
The new company is offering a range
of flexible leasing contracts, including long
term operating leases with purchase options,
short term master leases, sale and
lease back and full payout finance leases.
Though the initial focus will be on 40ft
high cube equipment, Arctic is also prepared
to offer 20ft units, gensets and special
reefer designs, the latter on a lease
purchase basis.
Finally, Hong Kong-based Grand View
Development (GVC), which operates a
fleet of 110,000 TEU of standard dry freight
containers, has made a foray into the reefer
market with a term lease deal with
Sinotrans Container Lines (SCL) for 200
x 40ft high cube units built by Shanghai
Reeferco and fitted with Thermo King
MAGNUM machinery.
GVC has, in fact, had 50 units on lease
to SCL since 2001 but this latest deal marks
the company’s first serious move into the
reefer sector. “We see an opportunity in
the reefer market and intend to explore
future opportunities with our existing customers
as well as with new lessees,” said
GVC president Danny Wong. “While we
do not intend to build reefers on a speculative
basis, we will continue to buy based
on concluded transactions.” ❏
52
September 2005

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TANK CONTAINERS
WorldCargo
news
Focus on customised
tank components
Leading tank component manufacturers are strengthening their
positions by adding new models tailored to specific customer
requirements to their product portfolios
As with every other sector of the tank
container industry, pressures to reduce
unit costs constitute a key driver for tank
component manufacturers. So, while an
ideal world for equipment suppliers might
be one where their products were constantly
being replaced during routine
maintenance, the real world is one where
customers want longer and longer service
lives from the tank components they
purchase without having to pay more for
them.
Component manufacturers are meeting
these changing market needs in innovative
ways, not least through the use
of replaceable valves seats and parts lined
in specialist engineered thermoplastics to
protect against corrosive attack by aggressive
products.
The two leading component suppliers
to the tank container industry, in
terms of their ranges of products on offer,
continue to be Fort Vale and Perolo.
Both companies have been through
changes in recent months and the staffs
of both concerns would argue that they
have been changes for the good. Fort Vale
has opened a new facility in China and
is about to move to a new purpose-built
manufacturing centre in the UK, while
Perolo has been the subject of a management
buyout.
Both companies augment their full
ranges of equipment for the tank container
market with similar packages of
key components for road tankers. The
past 12 months have been spent further
augmenting these product ranges, not
only with longer service life options but
also with models specifically tailored to
various regional markets and dedicated
products.
Fort Vale expands
Fort Vale Engineering Ltd reports that, as
regards its own operation, 2005 has been
an exceptional year in terms of innovation
and service, while the company’s
three-phase expansion programme is on
schedule.
As befits a leading supplier of components
to the tank container sector, one
part of the expansion programme involves
the opening of a distribution facility
in China, a country which has now
become the world’s leading manufacturer
of tanks. In addition to this major parts
centre, which has recently been commissioned
in Shanghai, Fort Vale is proceeding
with the planned expansion and relocation
of its Dutch office and UK head
office and manufacturing site. The new
UK headquarters is a purpose-built facility
10 miles away from the current site
in Nelson, Lancashire.
Fort Vale supplies equipment for both
tank containers and road tankers and,
historically, the tank container sector has
been its core business. “We believe that
we have maintained and strengthened
our role as the world market leader in
the tank container sector at a time when
this market has become increasingly costsensitive,”
states Phil Day, the company’s
business development manager. “We have
done this by developing our core product
range of high-quality components to
increase product longevity, thus resulting
in cost savings to the client.”
Mirroring its portfolio of tank container
products, the Fort Vale range of
road tanker equipment includes five basic
components - the Pennine manlid,
Sealtyt footvalve, Tankpro butterfly valve,
Blacko airline valve and the Super Maxi
relief valve.
“Our involvement with the road
tanker market has always been with an
eye towards gaining growth on a global
basis similar to what we have experienced
with our container tank business,” continues
Day. “Following considerable research
and development work over the
last two to three years, the entire range
of five road tanker products has been
completely redeveloped to incorporate
many innovative advantages. This effort
has been supported by Fort Vale’s recent
investment in a rapid prototyping sys-
tem and continued use of the magma and
finite pro-engineering design software.”
Univalve takes the stage
The most recent product development at
Fort Vale has been the Univalve, a brand
new combination bottom discharge valve
for tank containers. The company points
out that one of the main plus points for
tank operators and lessors is the reduction
in maintenance costs made possible
with the Univalve. This has been achieved
by eliminating the intermediate gaskets
and simplifying the process of changing
the main butterfly seal.
“While the valve assembly uses standard
seals, O rings and closure components
for maximum spares economy and
interchangeability, these are the only features
that are standard on what is a valve
of unique design and one that offers several
advantages over a conventional arrangement,”
comments Day. “The avoidance
of intermediate gaskets, for example,
eliminates a potential leak path, thus
saving many a headache!”
The Univalve assembly comprises a
homogeneous cast footvalve/butterfly
valve body, which results in a more compact,
lightweight assembly than a traditional
three-closure system. An optional,
integral Hastelloy seat area may be incorporated
into the footvalve for maximum
longevity and protection against
crevice corrosion.
“The Univalve is available in a
number of inlet/outlet configurations. It
also boasts improved access to the tank
mounting fasteners and the low profile
butterfly valve has integral TIR and
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@@@@@@@@e?
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 of queuing theories. Hundreds of detailed equations.
Price: £165 or US$245 or €245 including postage and packing.
■ I enclose my cheque or bank draft for £..................US$................. This must be drawn on a UK bank.
■ Please invoice my company - we will mail study on receipt of payment.
■ Please debit my American Express ■ Visa ■ Mastercard ■ (please indicate card and currency used)
■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ Expiry date ■ ■ ■ ■
Signature............................................................ Date..................................................
WCN Publishing: Northbank House, 5 Bridge Street, Leatherhead, Surrey KT22 8BL, UK.
Please make payments to: WCN Publishing WCN PUBLISHING VAT No: 644 2190 53
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CERTIFICATE No. 95/6243
AN INTERNATIONAL COMPANY
Available from WorldCargo News
“Container Terminal
Planning - A Theoretical
Approach”
A major study by Dr Itsuro Watanabe
(Container System Technology)
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September 2005 53
R
@@

WorldCargo
news
TANK CONTAINERS
Left: The new Univalve from Fort Vale - an
alternative bottom discharge valve to the
traditional three-closure system. Right: Fort
Vale’s Hastelloy Highlift footvalve; the red area
signifies the Hastelloy insert
mounting point for a fusible element and
remote closure device,” adds Day
Replaceable seats
Another recent Fort Vale product innovation
stems from the company’s introduction
of the replaceable seat footvalve
concept five years ago. The use of
Hastelloy seats in corrosive and aggressive
product environments has resulted in
a significant reduction in the incidence
of crevice corrosion.
Market feedback and expressions of
customer satisfaction since the concept
We’ve Got You Covered
was launched have been so favourable that
Fort Vale has now applied the Hastelloy
seat principle to its standard Highlift
footvalve body. “The result is a Highlift
footvalve that is lower in cost than the
demountable seat option,” explains Day.
“In addition to the cost advantage,
the valve dimensions are identical to
standard, thus saving on the 5mm increased
length and bottom dead centre
dimensions of the demountable seat
Highlift assembly. This has been achieved
by incorporating a cast Hastelloy insert
fabricated into the seat area of a standard
stainless steel Highlift, which is then
machined to become homogeneous with
the valve body.”
Fort Vale is to make the new Hastelloy
insert Highlift valve available in all configurations,
ie 30deg, 45deg, 90deg, and
with the usual choice of standard flange
drillings.
Valve for viscous liquids
Fort Vale has also developed a new 4in
90deg footvalve specifically for European
road tankers engaged in the transport of
viscous products. Available with either hydraulic
or pneumatic actuators, the unit
is compatible with standard tankpad
drillings and interchangeable with existing
footvalves for this application.
The design is based on the company’s
established Highlift concept, incorporating,
as it does, an internal spring
pod. Fort Vale states that the high-load
spring will crush any crystallised product
residue in the sealing area, ensuring
a leak-proof seal. The spring pod may be
jacked and secured in the open position
for ease of disassembly and to allow the
main seal to be changed safely. The main
seal is a double PTFE envelope with an
elastomer core to allow maximum cargo
compatibility while retaining resilience.
The new 4in 90deg footvalve can be
supplied with an elongated body to accommodate
extra tank cladding if required.
Shaft seals are of a sprung energised
design to reduce PTFE extrusion,
a problem common with chevron seals.
It’s hard to concentrate on the road
ahead of you when you’re worrying
about what pressure relief device you
have behind you. For years, Girard
Equipment has revolutionized the way
corrosives are hauled in acid transports.
Our patented Pressure Relief vent, with
an integral Teflon ® liner, protects the
relief vent’s vital components from
chemical attack. Single function
vents, such as rupture discs,
usually fail at the most inopportune
time, when it’s time to deliver a payload.
This often means a driver must perform
either a dangerous field repair or must
face rejection from the facility
altogether. These are two options that
wouldn’t sit well with any carrier. If
you're planning to purchase a new
trailer or updating an existing
one, insist on Girard products
because "We've Got You Covered".
Girard Equipment, Inc., 3301-A Tremley Point Road, Suite 7 Linden, NJ 07036
800-526-4330 www.girardequip.com
® Teflon is a Registered Trademark of Dupont.
Drive for
quality
After 12 years with Dutch tank lessor
Trifleet Leasing BV, most recently as
director of leasing, Carol de Ronde
Maddox has decided to leave the company
and progress her career on a freelance
basis.
Maddox has formed Maddox
Quality BV, whose scope of activities
will include ISO 9000:2000 pre-audits
and assessments, sales and office
management and specific projects all
with the goal of providing a better
quality of life for both customers and
their employees. Services will be
aimed primarily, but not exclusively,
at the tank container market.
Until the end of 2005, Maddox
will continue to support Trifleet on a
self-employed basis, carrying out
projects in the areas of risk and quality
management and additionally effecting
a smooth transition of her sales
function to Robin Pol, who has been
promoted from technical manager to
director of sales for Trifleet with effect
from September 1. ❏
54
September 2005

TANK CONTAINERS
Perolo’s fusible link device activates closure of tank footvalves in the event of fire
Fort Vale has also developed a
version of the valve specifically for
the US tank truck market. This is
provided with Truck Trailer Manufacturers
Association (TTMA) outlet
drilling and TTMA-recommended
elbow dimensions.
Dry options
The dry bulk tipper and fixed
chassis road tanker market is another
sector to which Fort Vale engineers
have been devoting attention.
Although dry bulk tanks are
predominantly manufactured in
aluminium, there has been a drive
among some leading manufacturers
of such vehicles to change
some of the components to stainless
steel in order to provide a
longer service life.
Fort Vale’s new range of equipment
for the dry bulk tanker market
includes a 600mm discharge
cone, manifold and a blower relief
valve, which features a cowl facility
to deflect air flow downward.
All these components are manufactured
in accordance with Europe’s
new Pressure Equipment
Directive (PED) and can be CEmarked
where applicable.
Finally, as part of the response
to the UK Health & Safety Executive
(HSE)’s Safe Working Practice and
Working at Height initiatives, Fort
Vale has launched a cable-operated
airline ball valve. The unit is connected
to a bottom, framemounted,
manually-operated handle
assembly via a push-pull cable.
“The development of each of
these new Fort Vale components
for the tank container and road
tanker sectors is in line with the
company’s philosophy,” concludes
Day. “That is, to offer an innovative
original product, which provides
cost savings to the operator,
lessor and manufacturer.
“Fort Vale remains committed
to ensuring that its products meet
all current design regulations and
perform fully in accordance with
them. The company continues to
invest in the latest technology and
in a programme of personnel development
and training of its staff
to achieve and exceed these goals.”
Perolo in new guise
Perolo SA of Blaye, some 45 km
from Bordeaux and a long-established
supplier of tank container
and road tanker components, was
the subject of a management
buyout earlier this year, as Gardner
Denver relinquished control to an
in-house team led by Thierry
Bourguignon.
Product development has continued
apace under the new ownership
arrangement, one of the
new products being Hastelloy inserts
for footvalves, echoing developments
at Fort Vale. In respect
of footvalves per se, Perolo has introduced
3in and 4in versions of
its Chemflow 90deg footvalve, a
new unit which completes the
company’s range of equipment for
road tankers serving the chemicals
and foodstuffs sectors.
In response to recently introduced
US regulations, Perolo is
marketing its fusible link device
that activates closure of tank
footvalves in case of fire. The attachment
of the safety system to
the remote control cable ensures
the automatic and immediate closing
of the footvalve when the
temperature reaches 121degC.
Another recent addition to
the package of Perolo safety components
is a high-flow version of
the company’s 3in Superventix
safety relief valve. The flanged
vent valve has been configured
specifically to protect against accidental
overpressure during the
operation of higher capacity tank
containers.
Whereas a number of manufacturers
have recently augmented
their product lines with Tefloncoated
equipment, Perolo has
taken similar steps using Halar,
another specialist engineered thermoplastic
lining designed to protect
against the corrosive attack of
some aggressive products that not
even stainless steel can withstand.
The company is introducing
Halar-coated versions of a wide
range of its equipment.
Relief from Girard
In a similar vein, the most recent
addition to the range of stainless
steel tank container pressure/
vacuum relief vents supplied by
US-based Girard Equipment Inc
is the new Teflon-lined (IMF-TL)
relief valve. All internal wetted
parts are covered with a 0.125in
Girard has recently introduced the IMF-TL Teflon-lined vacuum relief valve
thick Teflon lining to protect the
steelwork from chemical attack by
the more aggressive products carried
in tank containers,
The valve is designed for use
without the need for a rupture
disc between the vent and the
cargo space. The vent is compatible
with a wide variety of seals,
irrespective of manufacturer.
Girard has been fabricating,
testing and certifying pressure/
vacuum relief vents and related
pressure control devices for tanks
for over 30 years. The 316 stainless
steel units are electro-chemically
polished to reduce the possibility
of contamination, while
seals are arranged so that there is
metal contact between the pressure
pallet and the valve body following
initial seal contact. This arrangement
promotes longer seal
life and serves to minimise leakage,
even following total seal failure
such as would occur in a fire.
This summer, Girard introduced
a new air-operated version
of its hydraulic vapour recovery
adaptor for road tankers. Designed
to be compatible with Girard’s existing
hydraulic product line, the
adaptor is configured with the
same housing and seal sets. Girard
points out that the new air-operated
model is particularly suited
for use with tank trailers engaged
in the carriage of acids and other
corrosives as such vehicles often
do not have hydraulic systems. The
vapour recovery adaptor is designed
so that the air pack can be
removed and serviced, if necessary.
Heat tracing
A relatively new name in the tank
components sector, Eltherm of
Germany provides electrical heat
tracing systems, based on the fitting
of resistance heating cable
around the outside shell of the
pressure vessel, to enable the close
temperature control of tank container
cargoes.
The increasing sophistication
and high-value of many of the
cargoes carried in dedicated tanks
today requires control of the temperature
variation to within
±1degC. To manage this degree
of control Eltherm has adopted
the PTFE, FEP and PFA resistance
cabling it originally developed
for industrial production
applications to meet the needs of
tank operators.
Rolf Viehmann, marketing
manager at Eltherm, points out
that the advantages of his company’s
heating cables in tank container
applications include high
PTFE heating cable from Eltherm
enables close temperature control of the
tank contents
chemical and vibration resistance,
ease of repair and maintenance,
efficient heat distribution, resistance
variation without the need
for a transformer, moisture resistance
and a low power output,
which prevents the occurrence of
heat spots on the container shell.
In addition to the cabling,
Eltherm also provides ancillary
equipment such as measuring and
control devices. As tank containers
requiring such sophisticated
heating systems are usually dedicated
to a specific product with
its own unique carriage requirements,
Eltherm advises tank
manufacturers and operators in
WorldCargo
news
the planning phase when the tank
design is still on the drawing
board. ❏
We control our quality . . .
. . . assured through internal manufacturing processes
Unsurpassed
to
t
Service
h
38
years
e I
s
ndu
t
ry
TM
TM
Fort Vale Engineering Ltd.
Head Office & Manufacturing
T : +44 (0)1282 440000
F : +44 (0)1282 440044
Email: sales@fortvale.com
Specialist design
service
Full product range with
industry approvals
Worldwide spares &
technical support
network
www.fortvale.com
© Fort Vale Engineering Ltd. 2005
September 2005 55

FOR SALE - USED EQUIPMENT
3 Reach stackers:
• 2 x PPM TFC45 – 2000
• 1 x PPM TR45-28 CE – 2004
• Very good condition
6 x Empty container handlers:
• 1 x Kalmar DCD70-40E5 – 1997
• 1 x Kalmar DCD80-45E7 – 1998
• 1 x Kalmar/Sisu TD4ECR – 1997
• 1 x Kalmar/Sisu TD5ECR – 1998
• 1 x Kalmar/Sisu TD6ECR – 1993
• 1 x Kalmar/Sisu TD6ECR – 1995
• Very good working condition
5 x Forklift – Frontloader:
• 1 x Kalmar DC42-1200 – 1987
• 1 x Kalmar DC20-1200 – 1993
• 2 x Kalmar DCD136-6 – 2001
• 1 x Fantuzzi FDC160 – 1998
• All in very good working condition
8 x Terminal tractor:
• 1 x Terberg TT17 (4x2) – 1991
• 1 x Terberg YT17 (4x2) – 1996
• 5 x Terberg RT20 (4x4) – 1991/1992/1995/1998
• 1 x Terberg RT22 (4x4) – 2000
• Very good condition