This principle is an increasingly important operating cost factor as global port and associated infrastructure investment increases to accommodate larger containerized trade volumes and the larger vessels now entering into service in the global containership fleet.

Addressing the Terminal Operations Conference & Exhibition (TOC) Europe 2011, Mr. Ross pointed out that the total cost of crane ownership is not reflected only by the purchase price, but is comprised of several functions, including expenses associated with late delivery, operational performance, running costs and design specifications which may vary from the original ordered parameters. “The cost of third-party inspection services ranges from 0.8% to 3.6% of the purchase price of an STS Crane, but the cost of terminal downtime resulting from malfunctioning or improperly installed cranes can run as high as $35,000 per day” cautioned Mr. Ross. Other unfavorable consequences of operating delays caused by crane handover following delivery by the manufacturer for ports and terminals included penalties mandated by concession contracts and lost business opportunities as vessels are redirected and reputations tarnished. Crane issues can be plotted graphically as a “Bath Tub” curve, Mr. Ross pointed out, with most defects and problems occurring in the initial phase of implementation, and toward the end of the equipment’s lifespan, with minimal problems during the crane’s expected operating career. This critical operating phase of the crane lifecycle can be extended through the use of expert crane inspection and commissioning supervision, he explained.

CES, which is a separate business unit within APM Terminals, has managed the inspection and commissioning of more than 150 STS Cranes and more than 300 stacking cranes, including the newest cranes capable of accommodating the world’s largest container ships. This expertise is available to assist ports and terminals globally.

With around 70 trains each day, the railway lines at the Port of Gothenburg are the busiest in the country. Rail traffic is handled by several different operators. At present, shunting is managed by Green Cargo, although over the years several other companies have applied for a permit to handle shunting at the port. To regulate shunting operations and achieve equal conditions for all rail operators, the Port of Gothenburg decided to invite tenders for this service. A further reason for putting the service out to tender was that shunting should provide a good basis for increasing both volume and productivity at all the terminals at the Port of Gothenburg.   The successful tender was submitted by the Norwegian company Baneservice Skandinavia AB. The company is already responsible for operating the multi-modal terminal in Gothenburg and the Bro Terminal in Stockholm on behalf of Coop. “We would like to welcome Baneservice Skandinavia to the Port of Gothenburg. Their flexible arrangement will facilitate the continued expansion of rail traffic to and from the Port of Gothenburg,” states Magnus Kårestedt, Port of Gothenburg chief executive. “The contract with the Port of Gothenburg is important as it allows us to reinforce our presence in the Gothenburg region and contribute to even more freight switching from road to rail,” states Tone Manum, President of Baneservice Skandinavia.

“The Philippines continues to be one of the leading exporters of bananas being the third largest banana exporter in the world and the leader in Asia.  DIPSSCOR’s container market share in the Port of Davao of 70 percent is largely a result of the expanding global banana trade,” says Julien Domingo, DIPSSCOR general manager.

“Banana exports from the Philippines are mostly produced in Mindanao with Sasa Wharf as the key port handling the delicate commodity.  Traders have been shifting the shipping of bananas from reefer ships to reefer containers, a more cost-efficient and safer way of transporting the fruit,” he added. 

From a previous capacity of 144 reefer containers, DIPSSCOR recently doubled this to 288 reefers.  Three racks were constructed and installed with 48 plugs of 440 volts each complete with power supply stations.  Reefers may be stacked up to four tiers, with each rack having six rows and two sides.   The racks also have back-up 1.5 MVA power generators and 1.5 MVA step down transformers. 

Reefer facility operations are automated using state of the art digital technology.  Two 45 ton-capacity reach stackers were recently purchased to complement the three rubber tired gantries increasing reefer container handling activities in the terminal.  This is on top of the three rubber tired gantries that were commissioned last year when the Philippine Ports Authority (PPA) turned over the operations of the Sasa Wharf reefer facility to DIPSSCOR.  The RTGs, the first to be introduced in the port, were key in the safe handling of reefers and in optimizing container yard space.

DIPSSCOR, an ICTSI group company, is the largest cargo handler and port services provider in the Port of Davao in Mindanao, southern Philippines.  ICTSI, headquartered in Manila, Philippines, is a leading port management company involved in the operations and development of 22 marine terminals and port projects in 17 countries worldwide. 

The first ship was the NYK Rigel. International ports of call on the service are Busan, South Korea; Shanghai, Xiamen, Da Chan Bay, Hong Kong and Yantian, China; Manzanillo, Panama; and Kingston, Jamaica.

Exports from South Carolina to North Asia continue to demonstrate strong growth. The Southeast U.S. is an expanding consumer base for import goods and continues to grow in population. Over the past 10 years, population growth in the South outpaced any other U.S. region at 14.3 percent, according to 2010 Census figures.

The SCE2 adds 52 ship calls a year, boosting economic impacts and jobs across the local maritime community and expanding business opportunities for the hundreds of South Carolina companies that rely on international trade.