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Bathside Bay gets green light
The UK government has given
the formal go-ahead for
Hutchison Ports (UK) to develop
a new container terminal at
Bathside Bay, to be known as Harwich
International Container Terminal
(HICT).
The announcement comes just
three months after the government
issued its “minded to approve”
decision for this controversial
project, subject to clarification
on a number of points (WorldCargo
News, January 2006 pp18-20).
This is likely to be of some
concern to the Port of London
Authority and P&O Ports (now
DP World) and Shell. The green
light has still not been given for
the London Gateway container/
ro-ro terminal and logistics park
project at the former Shellhaven
in the Thames Estuary, even
though the “minded to approve”
letter in this case was published in
January 2005.
Conditions imposed on
HPUK for HICT to proceed include
provision of compensatory
habitat at nearby Hamford Water,
under the EU’s Habitat Directive,
WorldCargo
news
VOLUME 13 NUMBER 4 • ISSN 1355-0551
Hutchison’s uncontroversial FSR
scheme got the go-ahead last month
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and upgrade of the A120 road
between Hares Green and Harwich.
“Although we have secured
the necessary approvals to construct
the container terminal,” said
HPUK’s CEO Chris Lewis,“permission
is still needed for the required
upgrade to the A120. Securing
these consents will, inevitably,
take some time.
“Work needs to have begun on
the road upgrade before we are
allowed to start construction work
on the first phase of the Bathside
Bay project.This will not be possible
before 2009, at the earliest.”
HICT will provide simultaneous
berthing for four large container
ships along 1400m of deep
water quay, with a depth of 15m
alongside and with 11 ship-toshore
gantry cranes. Storage capacity
will be 52,000 TEU and
dynamic capacity 1.7M TEU/year.
It will have an on-dock
intermodal railhead.
The “minded to” reasoning
makes clear that intermodal rail is
expected to account for about
22.5% of inland distribution. In
practice rail is used for distribution
to the English Midlands and
northern Britain.
HPUK argues that the Haven
cluster, including HICT and its
uncontroversial Felixstowe South
Reconfiguration that got the official
go-ahead last month (1000m
of new quay with 9-10 cranes) will
be the only UK hub capable of
providing sufficient volumes to
support daily shortsea feeder services
to the main feeder ports.“The
increased use of feeder sailings will
help relieve the pressure on the
country’s busy road network,” says
HPUK.
The assumption in the
“minded to” reasoning is that 24%
of HICT’s throughput will be seato-sea
transhipment moves. Overall
demand over the Haven cluster
is forecast to be 4.065M TEU
by 2010 rising to 5.317M TEU
by 2020. Even if one assumes not
only that sea-to-sea accounts for
24% but also that it is all coastwise
and none of it is non-British
o/d traffic, and further assumes a
generous 25% rail share of inland
moves, this means 1.5M FEU
truck trips/year by 2020.
● A public hearing into Mersey
Docks & Harbour Company’s
£80M post-Panamax container
terminal project in the Port of
Liverpool will commence on
26 April.
Eleven years since Le Havre’s
lockless Port 2000 container terminal
project was first unveiled, of
which no less than seven were
taken up by various technical and
feasibility studies, environmental
permits, etc.The site at the mouth
of the Seine is a particularly sensitive
one and no less than 5% of
the total budget of E1B has been
spent on habitat protection and
other environmental concerns.
But at last it’s a reality. At the
end of March, the first 2-berth
terminal, named Terminal de
France (TdF) and operated by
CMA-CGM affiliate GMP, was
officially inaugurated. The 700m
long quay has a depth of 14.5m
alongside at any state of the tide
and is equipped with six 22-wide
cranes from ZPMC on a 35m rail
gauge and twin 40ft hoists.
TdF was further delayed by the
> 5-year conflict over who employs
the crane drivers - the port authority
(PAH) or the terminal operators
who have financed all the
cranes and other superstructures,
but at last the “win-win” compromise
formula promoted by PAH
(WorldCargo News, February 2006,
p32) finally seems to have won out.
The second 2 x 350m berth
module, called Terminal Porte
Océane (TPO) and operated by
Terminaux de Normandie
(AMP Terminals) is now expected
to open on schedule, in
the second half of 2007. Both
GMP and Terminaux de
Normandie have options on a
third 350m berth module.
Up to six more 350m berths
with associated backlands can be
built at Port 2000 and PAH’s president
Jean-Pierre Leconte has
stated that the port’s aim is to double
container throughput to 4M
TEU/year by 2010.An option on
the third terminal has already been
taken by MSC, in association with
Terminaux de Normandie.
A weak point for le Havre remains
inland distribution, with
road accounting for 85%. Despite
improvements in the local road
network, it faces saturation.As also
previously reported (WorldCargo
News, February 2006, p32), inland
distribution overtook inland rail for
the first time in 2005 (98,000 TEU
against 95,000 TEU), but direct
barge access to Port 2000 is not yet
possible, due to failure to agree on
a new canal lock costed at €150M.
Starting next year, trials will be
carried out with river-sea self-propelled
barges, on the Zeebrugge
model. A new on-dock intermodal
railhead, equipped with a ZPMC
RMG (a second arrives next year)
has been set up at Terminal de
France.This will be operated by a
mixed company under the rubric
of SIATH.
The French track authority,
RFF, is investing €92M to improve
train formation capabilities and
main line access. However, PAH’s
long hopes of a direct rail link to
eastern France/Germany that
would bypass the congested Paris
region remain unfulfilled.
● In January the Port of La Rochelle-La
Pallice joined the ranks
8-52 to.
used container forklift trucks
and terminal equipment
Forklift trucks,
reachstackers
and terminal equipment
Cap. Type Year Liftheight
8 t. Svetruck ECS42/5H 01 12500 mm
8 t. SMV SL6ECA 00 17890 mm
10 t. Kalmar DC10-600 87 5500 mm
12 t. Svetruck 1260-30 99 5500 mm
15 t. Kalmar 15120-35 02 4000 mm
16 t. Svetruck 16120-38 96 4000 mm
16 t. Svetruck 16120-38 04 4500 mm
18 t. SMV SL18-1200A 95 3000 mm
25 t. Svetruck 25120-45 92 4000 mm
25 t. SMV SL25-1200A 99 5000 mm
28 t. Svetruck 28120-45 full free lift 99 5500 mm
30 t. LMV 30D 76 5000 mm
42 t. Kalmar DC42-1200 triplex 87 7050 mm
45 t. Svetruck 45120-57 94 7000 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
PORT NEWS
Le Havre’s Port 2000
project inaugurated
CMA-CGM’s TOSCA makes the inaugural call at Terminal de France
Cap. Type Year Liftheight
Reachstackers
10 t. SMV SC108TA6 03 15800 mm
41 t. Linde C4130TL5 97 15900 mm
45 t. CVS/Ferrari 178H1 94 14700 mm
46 t. Hyster RS46-30IH 96 14750 mm
Terminal tractors
17 t. Mafi MTL17 swapbodymover 97 630 mm
25 t. Douglas NS8/220/4 4x4 92 1000 mm
25 t. Terberg TT20 4x4 97 1000 mm
25 t. Terberg TT20 4x2 97 1000 mm
32 t. Sisu TRX191 4x4 99 1000 mm
34 t. Terberg YT220 4x2 01 1000 mm
34 t. Terberg TT222 4x2 02 1000 mm
35 t. Kalmar TA3544 4x4 95 1000 mm
36 t. Mafi MT36R 4x4 97 1000 mm
ncnielsen
of France’s premier ports, the ports
autonomes. This means the state
becomes directly involved in the
port’s projects.
The port is investing €8M this
year (50% up on 2005), notably
in new equipment.Three old grab
cranes are being replaced by a single
new crane with a capacity of
700 tph. Work on a 160m quay
extension with 10 hectares of
backland has been started. It
should be completed in 2008.
Vladivostock
gears up
Russia’s Far East Port of
Vladivostok has been acquiring
new handling machinery and upgrading
existing handling equipment.The
port has signed a contract
with Gottwald PortTechnology
for two HMK 170 EG harbour
mobile cranes for 4-rope
grabbing, for delivery this year.
Last year the port acquired two
new Bromma spreaders for its
container cranes, and Noell in
Germany supplied it with components
to upgrade its two Sokol
portal cranes.
Two 1.5t and two 4t FLTs
from Toyota were acquired, while
Potecs Corp in Korea delivered
five lifting magnets for handling
scrap and pig-iron. Uneco, one of
the stevedores in the port, acquired
two Mantsinen rubber-tyred hydraulic
cranes on Cat excavator
platforms, equipped with scrap
and timber grabs.Two reach stackers
are due to be delivered shortly.
The separate Vladivostock
Fishing Seaport was also active on
the equipment side, acquiring four
Kirovets wharf cranes from
SevMorMontage for a total price
of €1.1M. Under their respective
renewal programmes for 2005-
2015, the two ports plan to form
specialised handling divisions.
Riga plan
The Port of Riga plans to invest
US$88M in a new container terminal
on the northern part of the
island of Kundzinsala. This will
require Latvian Railways to build
a new line, as the exisitng lines are
on the south side of the island.
General manager Leonid
Loginov says the project will enjoy
EU loan support, but the private
sector will also be called on
to invest substantially. Informal
talks have been held with Chinese
and Russian firms, but a European
tender will have to be organised.
Loginov believes the north
side of the island is the right place
for development. The existing
container terminal, Baltic Container
Terminal (BCT), is on the
south side and is only 50% utilised.
Presently there are two major
stevedores operating on
Kundzinsala, BCT and Man-Tess.
4
April 2006