SSG No 20 - Shipgaz

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PORTs & MaRITIME lOGIsTICs Too many ports – too little cargo Oslo port, Kneppeskjær. OslO Havn Around 300 local Norwegian communities borders on coastal waters and about 80 per cent of the population of 4.5 million lives less than ten kilometres from the sea, making the country ideal for sea transport. Despite these favourable geographical conditions for domestic sea transport, it is gradually losing out to road transport, from a 70 per cent share in 1960 to 45 per cent today. Norway However, in the export/import market all of 95 per cent is going by sea, excluding sea transport on the Norwegian Continental Shelf (NCS). Cargo turnover in Norwegian ports in the first quarter of 2007 show a downturn of 1.9 per cent to 44.6 million tons, according to statistics collated by Statistics Norway. 14.7 tons was transported between Norwegian ports, while 29.9 million tons was export/import business. Domestic sea transport is gradually losing out to road transport. However, more and more is transported in containers. During the quarter another 2,683 TEUs were added to 152,259 TEUs compared to the first quarter of 2006. Reduced total cargo turnover According to Statistics Norway total cargo turnover was reduced by 4.6 million tons (2.3 per cent) to 183 million tons from 2005 to 2006 at the big and medium municipal ports and the big private ports, while the smaller ports handled 15.6 million tons, 3.6 million tons less than a year ago. Bergen remains the biggest port by volume, mainly thanks to the oil terminal and refinery at Mongstad. The refinery alone has a turnover of ten million tons per year, of which most is distributed by sea. When it comes to crude oil and products export Mongstad is second in Europe, 60 sCanDInavIan sHIPPInG GaZETTE • OCTOBER 26, 2007
norway’s only iron ore port, narvik, handles around 16 million tons per year. after Rotterdam. Norway’s only iron ore port, Narvik, handles around 16 million tons per year, most of it exports from the Swedish mines at Kiruna. Third on the list, Karmsund, handles around 14 million tons, a lot of it Hydro’s aluminum products from their works at Karmøy. Number five on the list, Tønsberg, needs an explanatory note, as the port area includes Esso’s Slagen Refinery. Container capacity increases Norwegian ports handled 152,250 TEUs, carrying 1.05 million tons during the first quarter of 2007, up from 149,567 TEUs, carrying 1.02 million tons in the first quarter of 2006. Most of the Norwegian container capacity is concentrated around the Oslo Fjord with Oslo as the country’s leading container port with 31 per cent of the traffic. Other important container ports in the Oslo Fjord area are Moss, Larvik, Kristiansand, Grenland and Borg, all with between 11,000 and 15,000 TEUs during the first quarter of the year. The offshore bases Bases servicing the offshore industry are not commercial ports in the traditional sense. Nevertheless these bases, dotted along the Norwegian coast from Stavanger to Hammerfest, provide the umbilical cord by which the platforms and rig offshore are connected to shore based facilities. According to official Norwegian statistics there are 12 companies operating supply bases in Norway, some operating more than one base. Around 600 people work in these operating companies, which has a yearly turnover of just under NOK one billion. The ten most important offshore supply bases in Norway are Coast Center Base, Vestbase, Fjord Base, Risavika/Tananger, Sola Havn, Dusavik, Stordbase, Mongstadbase, Helgelandsbase and Polarbase. We once defined an offshore base as a catalyst of all the different players that provide the services the oil companies NORWAY’S lARGEST PORTS, TURNOVER (1,000 t) 2003 2004 2005 2006 1st Qt 2007 Bergen 76,405 75,635 73,874 67,864 16,284 Narvik 14,145 15,568 15,967 16,074 3,940 Karmsund 13,505 13,360 14,093 14,085 3,790 Grenland 9,773 9,656 9,805 10,155 2,769 Tønsberg 10,520 10,520 9,886 11,491 2,708 Oslo 6,021 6,141 5,978 6,410 1,614 Molde & Romsdal 157 136 203 6,148 1,585 Kristiansund & Nordmøre 1,806 4,546 5,004 5,910 1,237 Mo i Rana 2,983 3,648 3,488 3,428 921 Drammen 2,211 2,823 3,159 2,940 910 Borg 3,538 3,476 3,015 2,951 645 Source: Statistics Norway require – services which include base organisation, installation service, supply vessel operation, helicopter service and a multitude of suppliers providing everything from food to steel piping. Sucked into politics Most Norwegian ports are municipal and as such sucked into local politics. The Port and Seaways Act of 1984 states clearly that ports are to retain financial autonomy and be self-financing. As such the ports ought to be independent. They are not, mainly because they work under the under the keen eye of of the Ministry of Fisheries and Coastal Affairs. This structure has often prevented reform. However, changes in modern logistics, environmental demands and a more progressive transport policy has led to a revision of the present Port and Seaways Act of 1984. The presumption is that a proposal will be put before the Norwegian parliament (Stortinget) before the end of this year. The present act needs modernising to include more recent policy measures. National Transport Plan In 2003 a National Transport Plan (NTP) for the period 2006 to 2015 was adopted to integrate all modes of transport into one national plan. One central objective is to enforce intermodality in the transport sector and to shift more cargo from land to sea. So far the measures embedded in the NTP have not been carried out successfully. Rather, domestic sea transport continues to lose out, particularly to road transport. With the high seaways fees sea transport is for all intent and purposes subsidising road transport. The NTP does not address this problem and, until it does, the balance will not be redressed. A revised NTP for the period 2010 to 2019 is unlikely to grapple PORTs & MaRITIME lOGIsTICs NORWAY’S TEN lARGEST CONTAINER PORTS (TEU turnover) 1st Qt 2007 Oslo 46,903 Moss 14,605 Larvik 11,540 Kristiansand 11,390 Grenland 11,317 Ålesund 9,455 Bodø 8,659 Borg 7,299 Bergen 6,208 Stavanger 5,289 Source: Statistics Norway with the politically thorny balance between the sea and land modes of transport. All they have done so far is to reclassify ports into national ports and other ports. The national ports are supposed to be intermodal, the other ports are either less efficient or do otherwise not qualify according to the European Union. The notion is that Norwegian ports by and large are too small to be a fully integrated link in intermodality, i.e. the transport chain with two or more modes of transport involved. Too many ports When King Eystein ordered a breakwater built at Agdenes in the thirteenth century he started what can only be termed a prolific port building program. We noted earlier that around 300 communities are bordering the sea. They all have their own port, in some cases fishing ports and they are open for business. The abundance of port facilities, but too little cargo to go around, is an inherent of all Norwegian ports. But too reduce the number of ports is politically very difficult, if not impossible. petter arentz sCanDInavIan sHIPPInG GaZETTE • OCTOBER 26, 2007 61
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SSG No 20 - Shipgaz

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