BTJ 5/2011 - Baltic Press

More documents

Recommendations

Info

ReportP O R T S & T E R M I N A L S D I R E C T LY I N V O LV E D I N T H E B A LT I C S E A C O N TA I N E R L I N E R N E T W O R K 2 0 1 1PORTS TERMINALS CODE PORTS TERMINALS CODE PORTS TERMINALS CODEB A L T I C C O U N T R I E SMalmö Northern Harbour Northern Harbour Immingham Exxtor Terminal ExxtorDENMARKNorrköping Norrköping Port Terminal NPTNordic Terminal 1 Nordic Terminal 1Aalborg Aalborg Container Terminal ACTPampus TerminalPampusLiverpool Royal Seaforth Container Terminal RSCTAarhus APM Terminals – Cargo Service APMT-CSOxelösund Stålhamnen StålhamnenSheerness Container Park Container ParkCopenhagen Copenhagen Container Terminal CCTSödertälje Sydhamnen SydhamnenSouthampton DP World Southampton DP WorldEsbjerg Esbjerg Container Terminal ECTStockholm Container Terminal Frihamnen FrihamnenTeesport Teesport Container Terminals TCTFredericia Fredericia Container Terminal FCTSundsvall Interforest Terminal InterforestTilbury Short Sea Container Terminal SSCTESTONIAUmeå Holmsund HolmsundTyne Deepwater Container Terminal DCTTallinn Muuga Container Terminal MuugaVarberg Varberg Container Terminal VCTI B E R I A & M E D I T E R R A N E A NFINLANDVästerås Västra Hamnen Västra Hamnen ITALYHamina Hamina Multimodal Terminals (Steveco) HMT (Steveco)W E S T E R N E U R O P EGioia Tauro Medcenter Container Terminal MCTHelsinki Vuosaari (Finnsteve) Vuosaari (Finnsteve) BELGIUMEGYPTVuosaari (Multi-Link Terminals)Vuosaari (Multi-Link) Antwerp DP World Antwerp Gateway Antwerp Gateway Suez Canal Zone Terminal CZTVuosaari (Steveco)Vuosaari (Steveco)DP World DelwaidedokDelwaidedokGREECEKemi Ajos AjosIndependent Maritime TerminalIMTPiraeus Piraeus Container Terminal PCTKokkola All Weather Terminal AWTMSC Home TerminalMSC HomeMALTAKotka Mussalo (Steveco) Mussalo (Steveco)PSA Deurganck TerminalDeurganckMarsaxlokk Marsaxlokk Terminal MarsaxlokkOulu Oritkari OritkariPSA Europa TerminalEuropaMOROCCOPori Hacklin Terminal Hacklin TerminalPSA Noordzee TerminalNoordzeeAgadir Agadir Container Terminal ACTRaumaRauma Container Terminal (RaumaRCT (RaumaSchelde Container Terminal NoordSCTNCasablanca Casablanca Container Terminal CCTStevedoring)Stevedoring)Ghent Ghent Container Terminal GCTPORTUGALTornio Röyttä RöyttäZeebrugge APM Terminals Zeebrugge APMTLisbonTerminal de Contentores de Santa Apolónia Santa ApolóniaTurku Finnsteve FinnstevePSA Container Handling ZeebruggeCHZ(Sogatus)GERMANYFAROE ISLANDSLeixões Terminal de Contentores de Leixões TCLBremerhaven Eurogate CT Bremerhaven Eurogate CTBTórshavn Tórshavn Molin MolinSPAINMSC Gate BremerhavenMSC GateKollafjørðurKollafjørðurAlgeciras APM Terminals Algeciras APMTNTB North Sea Terminal Bremerhaven NTBFRANCEBilbao Abra Terminales Marítimas AMTCuxhaven Cuxport Terminal 1 CuxportDunkirk Nord France Terminal International NFTIGijón Terminal de Contenedores de Gijón TCGHamburg Buss Hansa Terminal Buss HansaLe Havre CNMP Atlantique CNMP Atlantique Valencia Valencia Container Terminal VCTC. Steinweg (Süd-West Terminal) C. Steinweg – SWT ICELANDTURKEYBuss Kuhwerder TerminalKuhwerderGrundartangi GRT – Grundartangi GRTAmbarli Ambarli Shipowners Port AmbarliEurogate CT HamburgEurogate CTHReydarfjordur Reydarfjördur – Mjóeyri MjóeyriGemlik Gemport GemportHHLA CT AltenwerderHHLA CTAReykjavik Holtabakki Terminals HoltabakkiIzmir Izmir Container Terminal ICTHHLA CT BurchardkaiHHLA CTBReykjavik Eimskip Sundabakki Kleppsbakki SundabakkiIzmit Korfezi Evyap Terminal EvyapHHLA CT TollerortHHLA CTTKleppsbakkiN O R T H A M E R I C AUnikai TerminalUnikaiVestmannaeyjar VEY – Vestmannaeyjar Binnabryggja Skalinn VEYCANADALATVIAIRELANDHalifax South Ends Terminals South Ends TerminalsRiga Baltic Container Terminal BCTDublin Portroe – Ocean Terminal PortroeUSARiga Container TerminalRCTNORWAYBaltimore Dunkalk Marine Terminal DunkalkRiga Universal TerminalRUTBrevik NorthSea Terminal NSTNew York APM Terminals Port Elisabeth APMTLITHUANIADrammen SSG Container Terminal SSGNorfolk Norfolk International Terminal NITKlaipėda Klaipėda Container Terminal KCTFredrikstad Fredrikstad Container Terminal FCTPort Newark FAPS FAPSKlaipėdos SmeltėSmelteHalden Norske Skog Norske SkogL A T I N A M E R I C APOLANDKristiansand KST Terminal KSTCOSTA RICAGdańsk Deepwater Container Terminal Gdańsk DCTLarvik Larvik Container Terminal LCTLimón Terminal de Moin MoinGdańsk Container TerminalGTKRevkai SydRevkai SydECUADORGdynia Baltic Container Terminal Gdynia BCTMoss Moss Container Terminal MCTGuayaquil Container & Multipurpose Terminals Guayaquil CMTGGdynia Container TerminalGCTOslo Oslo Container Terminal OCTMEXICOSzczecin DB Port Szczecin DB PortSjursøya Container TerminalSCTAltamira Infraestructura Portuaria Mexicana IPMRUSSIATHE NETHERLANDSVeracruz ICAVE ICAVEKaliningrad Baltiysk Container Terminal BCTAmsterdam MEO Terminal/Velsen Noord Velsen Noord PANAMAKaliningrad Sea Commercial PortKSCPRotterdam APM Terminals Rotterdam APMTBalboa Balboa Container Terminal BCTSt. Petersburg First Container Terminal FCTECT CityECT CityManzanillo Manzanillo International Terminal MITFourth Stevedoring Company4 th SCECT DeltaECT DeltaPanama Panama Canal Terminal PCTMoby DikMoby DikECT EuromaxECT EMXF A R E A S TNeva-Metall TerminalNMTInterforest TerminalInterforestMALAYSIAPetrolesportPLPKramer Rotterdam Container Terminal KramerTanjung Pelabuhan Tanjung Pelepas Terminal Pelabuhan TanjungRusmarine Forwarding TerminalRFTRotterdam Shortsea TerminalsRSTPelepasSWEDENUniport Multipurpose TerminalsUniportSOUTH KOREAÅhus Åhus Container Terminal ACTTHE UNITED KINGDOMKwangyang Terminal 2 Terminal 2Gävle Gävle Container Terminal GCTFelixstowe Trinity Terminal TrinityCHINAGothenburg Skandia Container Terminal SkandiaGrangemouth Grangemouth Container Terminal GCTHong Kong Modern Terminals Modern TerminalsHalmstad Halmstad Container Terminal HCTGreenock Greenock Ocean Terminal GOTNingbo Terminal 3 Terminal 3Kattegat TerminalKattegatHull Hull Container Terminal HCTShanghai SGH Shengdong Terminal SGHHelsingborg Vasthamnen Container Terminal VasthamnenKing George DockKing George Dock Yantian Yantian International Container Terminals YICTT h e B a l t i c S e a C o n t a i n e r M a p 2 0 1 1 p r o j e c t h a s b e e n k i n d l y s u p p o r t e d b y :32 | Baltic Transport Journal | 5/2011
ReportRecent global trade and transport developments and their impact on Baltic container portsFierce competitionShipping lines are investing in larger ships to take advantage of the economies of scale, but they are alsoforming unusual alliances to ensure that they are able to fully utilise their ships. They need deepwaterports that can handle the bigger ships, which is likely to mean fewer port calls and the elimination ofsecondary calls from rotations on the main arterial routes.In 2009 most countries, with the exceptionof Poland, experienced a decrease inGDP. Initially, there was a huge surplusof tonnage, which caused problems. It wasreduced during 2010, so that only 2% of thefleet was actually in lay-up, compared to 9% in2009. There was a greater use of slow or evensuper slow steaming, which again ate up thesurplus of tonnage, and is now becoming thestandard. Major shipping lines, such as Maerskand CMA, announced huge profits in 2010 tocounter effect the huge losses in 2009. However,in the first half of 2011 we can again seea decline in profit and the cancellation of somemain arterial services. This is the first sign of therenewed negative pressures on the market andthat’s largely because of the severity of the underlyingsupply/demand position.East Baltic: container port demand to2020The total demand at Baltic container portsis expected to grow somewhere from 38% to60% to about 5.68 mln TEU by 2015, and bya further 55%-65% to just over 10 mln TEU by2020. Baltic Russian ports will increase by 42%-72% to 3.8 mln TEU by 2015 and to 6.8 mlnTEU by 2020. Polish ports will increase to 1.43mln TEU, and by a further 49% to 2.1 mln TEU,respectively. There will be a relatively minor increasein capacity in Scandinavian ports – from7.41 mln TEU in 2009 to 8.22 mln TEU in 2020(+10.9%), in contrast to an increase of 88% incontainer handling capacities in the main Balticports (chiefly in Baltic Russia). It is importantto note that some of the expansion plans, set tostart in 2009, have been delayed and many developmentsare now subject to demand.As far as container port capacity is concerned,the main development areas are inBaltic Russia. St. Petersburg’s First ContainerTerminal introduced a new berth in 2009; Petrolesport– will have a possible new terminalin 2020; and Moby Dik terminal is expectingfurther capacity development in 2013. Ust-Luga has a great potential due to its geographicallocation as well as the speed of the levelof its ongoing development (i.e. dredging theaccess channel to 17 m, scheduled to be finishedthis year, as well as Gulftainer Group’sinvestment in the terminal Yug-2), but that isnot all. Terminals operating within the Portof St. Petersburg are restricted as to the extentthey are able to grow; there’s a certain level ofvolumes they can handle and they have alreadyreached maximum capacity. Ust-Luga will beable to handle cargo, but the biggest difficultyfor this port is in winter time, when the threatof icing appears, stopping the biggest vesselsfrom entering the port.In other Baltic ports ongoing investmentscan be observed too, such as KlaipėdosSmeltė container terminal’s berth extensionand dredging works or the construction of anew container terminal in the Port of Tallinnwhich finished in July 2010, and is expectedto be operational in the third quarter of 2013.In Latvia, Riga Container Terminal is now reconstructingits access channel to a depth of 17m – with works planned for 2012-2015; constructionof the NKT terminal is also underway,following land reclamation. In Poland,Gdynia’s quay extension was delayed from2016-2017 but is now expected by 2020.What is happening to the container fleet?We are in the middle of a size-based revolutionfor container ships. The role of 10,000+TEU vessels has increased dramatically, drivenby scale economics and competitive pressures.The decision to proceed with the Panama Canalexpansion in 2014 was a key factor for speedingup this process, too, and will accelerate the penetrationof larger ships into the Atlantic. Thecurrent increase in order books for large vesselswill result in too much tonnage, given the recentdecline in economic growth. Transpacific andAsia-Europe services are able to accommodatemost of the largest units, but the rest will haveto cascade to secondary trade routes – North-South or transatlantic trades – where we will see6,000 TEU ships, which are probably a little toobig for such demands. Obviously, fuel is a bigcost, so lines are taking full advantage of overtonnage by slowing vessels down. The main resultsare fewer direct port calls, more transhipmentand more feeders.Since 2005 there has been a substantial increasein 8,000 TEU and 8,000+ TEU containerships. By the end of 2010 there was 2.7 mlnPhoto: DCTTEU of 8,000 TEU vessels, compared to 1.8 mlnTEU in 2009 and 16,000 TEU in 2005. A hugeincrease (+700%) in 13,000 or 14,000 TEU vesselsby 2015 is also forecasted. More recently thefocus is on the development of 12,500-14,500TEU vessels – but the most resilient companiesare already looking forward to further developmentand 18,000 TEU Triple E-Class ships aretheir main target.Ports have to respond to this, as there arebigger requirements to receive such ships; this isespecially related to the quay’s depth. Approximately16-17 m alongside is necessary to handlethe biggest ships with a suitable quay clearanceof 10-15%. They will also need more yardspace to handle larger sizes of consignments.Terminals’ productivity has recently improved,but ongoing increases are still necessary. Suchports as Gdańsk, Aarhus and Gothenburg withthe necessary depths are able to take advantageof the situation, and this is why more deepwaterterminals are being constructed, suchas at Klaipėdos Smeltė. This will result in anincrease in the number of available deepwaterports, but with the likely reduction in mainlinecalls overall, this will create tremendouscompetition between the deepwater terminalsall vying for the big vessels. However, it is alsolikely that we will see a rise in the size of feedervessels, which will cover ports that cannot handlethe larger ships. Some ports may have tosettle for this size of vessel and type of operationinstead of the main arterial trade vessels.Steve WrayOcean Shipping Consultants5/2011 | Baltic Transport Journal | 33
Page 2: NETWORKINGINTELLIGENTLYWe can manag
Page 5 and 6: Contents25ReportBaltic containeriza
Page 7 and 8: BTJ calendar of events- continuedIs
Page 10: What’s new?Gothenburg’s Skandia
Page 14: MaritimeThe shipping sector within
Page 17 and 18: Question of competing technologiesL
Page 22 and 23: Maritimeships to the sea, since the
Page 25 and 26: ReportBaltic containerizationA guid
Page 27 and 28: Reportfleet of this size. It seems
Page 29 and 30: B A LT I C S E A C O N TA I N E R L
Page 31: ReportOPERATOR/SERVICE PORTS/COUNTR
Page 35 and 36: Reportchains are altered in a major
Page 37 and 38: Project part-financedProject part-f
Page 39 and 40: Project part-financedProject part-f
Page 41 and 42: possible scenarios is the use of Li
Page 43 and 44: FocusRailwaysPhoto: Port of Gothenb
Page 45 and 46: FocusThe following examples, howeve
Page 47 and 48: FocusPhoto: CERPhoto: DB SchenkerOn
Page 49 and 50: to do so. But the social returns of
Page 51 and 52: In order to make condition-based ma
Page 53 and 54: Logisticslegislative compliance and
Page 55 and 56: Tall ships bid farewell to the summ
Page 57 and 58: Caravelle of the jet eraPostcards f
Page 60: FREE to attendExhibition & Conferen

BTJ 5/2011 - Baltic Press

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?