“Over the past 18 to 24 months, approximately 50% of the programs we have been following have been delayed or postponed because of the economy. However, other new customers and organisations have increased their interest in training simulation. In fact, over the past 30 days we have been awarded contracts to purchase 12 new crane and MHE training simulators. In addition, we are planning for an additional 6 training systems to be awarded to GlobalSim over the next 60 to 90 days. We have not seen any actual program cancellations, just delays.” Also emphasising the positive news CMLabs’ Paoletta says that the company’s Vortex Simulators are well positioned for this type of economic climate as they can be offered using common, off-the-shelf display systems which keep acquisition and maintenance costs comparatively low.  “For example, a Vortex Ship-to-Shore crane operator training simulator using a set of flat-panel LCD displays offers equivalent visualisation quality and training value as projection based systems.  However, the LCD based system is much more affordable and requires much less maintenance. Other customers have benefited from government stimulus grants to put towards the purchase of simulators. Several grants were available, in late 2009, for apprenticeship training innovation and for investment in “green” training technologies. Simulation-based training systems were considered a green approach to training and some customers were able to finance the purchase of simulators through such grants. This kept our sales pipeline healthy.”

Technology advances
In terms on innovation Paoletta highlights the advancement of real-time physics simulation. He explains that computer graphics processors are now so much more powerful than they were just a few years ago. They can now support physics simulation software packages that require higher computing power to provide high levels of accuracy.  This has enabled modern simulators to offer extremely realistic virtual environments, in terms of physical behaviour. With improved realism and accuracy, the operational skills learned through a simulator are even more directly transferable to the real world. This realism in physics also enables the accurate simulation of more complex activities, such as tandem crane lifts, sub-sea lifts and of more complex heavy equipment. Other innovations to note include the ability to integrate multiple roles into a single virtual environment. The Vortex Simulators, for example, now enable trainees to take on the roles of operator, signalman and rigger in the same virtual environment for complete team-based learning. Advances in IT technologies and display technologies are also making simulators more affordable. In particular, the lower cost flat-panel display systems can now offer the same quality visuals as the projection-display systems which were more commonly used in the past. Flat-panel displays systems also have a smaller footprint and require much less maintenance. Stauffer also highlights several significant technology advances that have directly benefited the training simulation industry. Like Paoletta, Stauffer cites advances made to image generation technology, physics modeling, and software development tools. “Current generation video boards provide high fidelity and very realistic out-the-window scenes during trainer operation. Coupled with low cost display systems, this allows the student to become more immersed in the training scenario and helps to suspend disbelief,” says Stauffer. He points out that several new commercial packages are available that provide for an extremely high degree of fidelity with the software that models the physical characteristics of the operational cranes/MHE. “These tools allow our engineers to more accurately program how the equipment reacts to student or environmental actions. By developing the trainer software using current generation tools, a larger percentage of the effort is reusable for future projects and less development intensive. Each of these advances has helped in the development of training simulators that provide a very high degree of fidelity at a more affordable cost,” concludes Stauffer.

Reporting success in challenging times
Recent US successes highlighted by CMLabs include orders for Vortex simulators and products from University of Southern California, FAMU-FSU College of Engineering, Montana Operating Engineers Apprenticeship and Training. For PNI Training (based in Stavanger, Norway) the company delivered a training simulator for all crane types. This simulator is unique as it will integrate the functions of a complete lift team in a single virtual environment. Students acting as crane operator, signaller and rigger will each work from their own workstation and have to communicate and collaborate to successfully complete complex lift exercises. This is a unique capability for crane operator training simulators and CMLabs will bring this capability into its port crane simulators as well. GlobalSim lists a healthy order book received over the past 6 months including for the Port of Antwerp, Belgium an ML6000 crane and MHE training system configured with models for a ship-to-shore crane, mobile harbour crane, and straddle carrier; also for  Port of Antwerp an ML4000 crane training system upgrade and  ML5000 straddle carrier upgrade; for Port of the Americas, Puerto Rico – ML4000 crane training system configured with models for a ship-to-shore crane and mobile harbour crane; for US Army Transportation School, USA – eleven ML3000 forklift training systems configured with a model for a heavy lift forklift; for Royaume Du Maroc Agance Nationale Des Ports, Morocco – ML6000 crane and MHE training system configured with models for a ship-to-shore crane, mobile harbour crane, RTG crane, boom jib crane, and straddle carrier; for CSX Intermodal, USA – ML4000 crane training system configured with a model for a cantilevered rail-mounted container crane; for US Navy Reserve Training School, USA – ten ML3000 forklift training systems configured with a model for a heavy lift forklift.

 “Almost no orders were cancelled during the past year and a half, which was very important to enable us to continue production,” says Export Manager Frank Oerlemans. “In good cooperation with customers we agreed to reduce the speed of deliveries from the second quarter of 2009, which enabled us to slow down the production level at an early stage in the crisis and to allow customers to receive the ordered tractors only when they were needed. At this moment the market is stable and picking up only little by little. In our view it will still take a while before we will really see signs of recovery.” Cargotec, which produces the Kalmar range of terminal tractors, has also noted that it will be a gradual process before the market fully recovers, particularly in port-based terminal operations. “The demand for forklift trucks and terminal tractors was lower in 2009 than in the previous year due to lower industrial production and distribution centre activity. There are tentative positive signs visible in the order intake for industrial business, however uncertainty continues in port terminal business,” says Mikko Vuojolainen, Vice President of the company’s terminal tractors division. “In particular, very few customers are in need of adding more equipment to their operation, which was a very typical reason for investments a few years ago. Instead, current business often involves replacement or isolated greenfield-type investments from our customers.” Heath Parsons, Vice President of sales at Texas-based firm Capacity, concurs that reacting to the downturn is a long-term challenge: “Yes, Capacity has seen some positive signs in the market. However, things continue to be erratic. Although the downturn has affected some planned projects on the customer side, Capacity has continued to push forward with organisational improvements and product design and launches.”

Changing Times

Capacity has introduced a number of product enhancements to its trademark Trailer Jockey range of tractors in recent years. These include a new electrical system, which incorporates instrument panel design, with the primary objective of eliminating unnecessary wires, and easing electrical troubleshooting, as well as decreasing electrical issues. A further development of the Trailer Jockey range has been the elimination of the hood, which was previously required to check oil and transmission levels. These points are now located on the frame side and accessible from the ground. This has created a one-piece design, eliminating accessory parts, brackets, rust points, and so forth. The new Vista cab design also includes a new dash design for improved driver ergonomics and interaction. Safety is a key issue amongst the company’s other enhancements to the range. The Trailer Jockey fuel tank steps have been increased in depth from six to ten inches, while all walkways and handrails on the terminal tractors are now ‘safety yellow’ as standard (unless otherwise requested by the customer). Other notable recent enhancements to the Trailer Jockey include an optional 72-inch cab height, and an optional all-new heating ventilation air conditioning (HVAC) system, improving current average output from 52 Fahrenheit to 38 Fahrenheit, as well as enhancing the reliability and expected life of hoses, clamps and adaptors. Across the board, reducing fuel consumption is a priority for companies operating in the terminal tractor market, both in the interests of lowering costs and complying with new emissions legislation. “Our development department is working on the implementation of the new line of greener engines that will be required in the coming years,” says Terberg’s Oerlemans. “We will have to comply with the Euromot 3B / Tier 4i regulations as we produce off-road equipment. In our case these engines will be executed with a selective catalytic reduction (SCR) catalyst. This means that we will have to find the space for this catalyst in the exhaust stack and a tank for the needed AdBlue liquid. In the 4×2 yard tractors we have already delivered several units with an engine that complies with the latest Euro 5 on-road standards. This engine is equipped with approximately the same additional gear as needed for Euromot 3B… For the 4×4, ro-ro tractor it is more complicated as all the space is already in use for driveline and other components. However, we have almost finished the first prototype 4×4 tractor with this new engine incorporated.” The first model equipped with this Euro 5 diesel engine was delivered to Dutch customer Verzinkerij Heerhugowaard, which specialises in thermal galvanizing of steel. When equipped with this engine, the Terberg YT222 terminal tractor can meet the Euro 5 exhaust emission standard without a particulate filter. Terberg also states that this tractor offers a significant logistical enhancement, affording simple lifting and lowering, with the hydraulic lift of the fifth wheel eliminating the need to operate the trailer’s support legs. To ease the work of the driver when maneuvering, and for maximum traction, the tractor is equipped with an Allison automatic gearbox, type 3000, with four forward speeds. The automatic locking of the torque converter, Lock-Up, ensures that as little energy as possible is lost in the gearbox. An as-standard feature of Terberg tractors, this is designed to ensure the lowest friction losses and the best possible performance. One of the most prominent, environmentally friendly developments of Capacity’s terminal tractor technology is the company’s PHETT (pluggable hybrid electric terminal tractor) model. Introduced last year, Capacity is now in full production of this model, which it boasts is the first of its kind in the world and offers up to 65% fuel savings compared to its diesel counterparts. The company states that the PHETT has a full return on investment (ROI) of less than four years, via the reduction of fuel expense and maintenance expense of the engine and transmission. Driven by a Baldor/Reliance AC traction motor, the PHETT’s power is stored in 52 lead-acid batteries and it can run for up to half a day following an overnight charge, purportedly at a cost of less than 65 cents. Its development period took just 10 months from the original concept to delivering the vehicle, with the first prototype put into action at the Port of Houston. In battery mode, the PHETT gives off zero noise and exhaust emissions, and even when its diesel ‘gen-set’ engine-generator mode kicks in, Capacity says that it affords a 30% reduction in decibel emissions in comparison to other models. The initial outlay for this hybrid model may be higher, but the long-term operational and maintenance savings are more than ample compensation. Priding itself on its ‘green’ range of products, Capacity has also offered liquid natural gas and compressed natural gas terminal tractor solutions since 2008, and is set to launch its ZETT (zero emission terminal truck) model later this year. The ZETT will operate for a minimum of 16 hours before taking 15 minutes to refuel with hydrogen. Further to Capacity’s research and development efforts, the company is also scheduled to launch a V-10 gasoline engine in late 2010, and in 2011 it will introduce methanol
technology as an alternative power option.  Late last year, Cargotec announced that it had agreed to work with Singapore Technologies Kinetics Ltd to finalise the development of and then launch a hydraulic hybrid feature for Kalmar terminal tractors. The first of these hybrid models was unveiled at PSA Singapore Terminals, which currently operates a fleet of hundreds of Kalmar tractors. “Since the beginning of prototype integration for our Kalmar terminal tractor, we have been very excited to assist in this effort. The first Kalmar terminal tractor with a hybrid capability was delivered to Singapore for field-testing in October and has performed well,” said Vuojolainen. “The hybrid package recovers braking energy and releases it during acceleration, thus reducing fuel consumption and emissions by approximately 15%.” Indeed, the company has placed a focus on proactively responding to environmental legislation in its terminal tractor design. “The most important factor is that we are introducing new engines, not just updating the older models,” explains Timo Matikainen, Cargotec’s director of heavy terminal tractors and responsible for unit sales in Europe. “We mainly use Cummings, Volvo and Sisu Diesel engines and these will now feature a SCR (urea) system, which is added to the exhaust pipe. The change does not affect capacity but significantly reduces emissions, especially of nitrogen oxides… We are always carefully planning ahead to offer solutions that meet the latest standards. Work has already started to meet the Stage 4 regulations with an emphasis on particulate filtration.”

Comforting Developments

A further development for Cargotec came when it announced at the end of 2009 that it had taken its system for testing its terminal tractors to “a new level” by employing a custom-built dynamometer and loading system at its Tampere facility in Finland. When tested at the facility, a terminal tractor is driven to the test room and parked on the dynamometer’s rollers, which can be adjusted according to the wheelbase. The loading system places a weight of up to 50 tonnes on the fifth wheel of the terminal tractor, and the lift boom’s active tilting can be tested by a maximum of 10 degrees, thereby simulating various working conditions. The dynamometer tests the engine, transmission, axles, and brakes as well as the lifting capacity, stability, various temperatures and axle loads. In addition, the hydraulic pressure, pneumatic pressure, and electrics are tested onsite.  “The dynamometer gives objective results for the terminal tractors without the possibility for human error. We will also use the system for developing new products – ie by driving simulated, controlled tests and measuring the performance of the tractor at its maximum levels,” said Matikainen. “Tests are not affected by outside temperature or other external conditions. We receive numeric and graphic data, which can be used in comparing specifications. Our customers can also visit us and observe the testing as well as obtain a report of the test results.” Alongside lowering maintenance expense and total cost of ownership (TCO), Terberg states that it focused when developing its new ro-ro tractor model on ergonomic enhancements and increasing space for the driver. One of the new technologies incorporated into the tractors is the rotating seat assembly. This sliding/rotating mechanism allows the driver optimised visibility, positioned very close to the side window. The company has concentrated on ensuring this seat can withstand significant use with minimal wear and tear, testing it through thousands of rotations. A further feature of the new ro-ro tractor cab is its increased roof height, allowing for more driver vision around the cabin. The cab is built across the full width of the tractor chassis to optimise noise insulation, a design facet Terberg states it has already proven via its yard tractor range, which it boasts provides “the benchmark in the industry.” Cargotec developed its current Kalmar icon series of terminal tractors in cooperation with drivers and specialists in ergonomics. The cab features a swivelling seat with adjustment features, a fully adjustable steering column, and a number of dimensional improvements to provide more head, elbow and leg room. The cabin’s front and corner curved windows and interior design have also reduced reflections and cabin noise considerably, complementing the improved visibility afforded by larger windows that include fewer and narrower window posts. The dashboard height is lower to give the driver a better view, while, in response to drivers’ wishes, other extras like multiple storage compartments, two bottle holders, a power output for mobile phone chargers, a glove locker, and space for two radio stacks have been accommodated within the cabin’s interior.

Driver comfort and ease of operation were top priorities when Cargotec redesigned its TT612d terminal tractors in mid-2008. The cab was altered to include a taller, rear doorway, and only one, low step separates the cabin from the rear deck, intended to facilitate a smooth entry and exit for the driver. The company’s TT616i load-on, load-off (lo-lo) model of terminal tractor was launched in January last year, again with a focus on customising the machine to meet exact customer demands, with optional features to control noise levels and emissions.

Evolutionary Road

With manufacturers so dedicated to product innovations and customisation, there is plenty of noteworthy news within the terminal tractor market. Indeed, within the space of this article, World Port Development has only been able to briefly touch upon developments. The continued evolution of terminal tractors, operators’ continued demand for the machines, and changes to emissions regulations all work to underline that this market will provide plenty more stimulation for discourse over the next few years.

 But the findings of the study were quite disappointing as it raised issues such as high investment costs, space issues, but more importantly the concept could only be used on rivers or ‘protected’ ports. As soon as the wind picks up the waves make the concept useless, as the barge becomes unstable (it starts to roll resulting in the swinging of the spreader which will make it very difficult for the driver to connect to the container.  However, there are some supporters of the floating crane technology. According to Mario Terenzio, Technical Manager at Logmarin Advisors, Italy:

 “Floating terminal facility technology has matured and there is a wealth of knowledge arising from many examples of floating terminals in operation all over the world, and the trend towards the utilisation of this alternative is still growing.” Terenzio illustrates this with examples, such as Indonesia, the home for the largest population of floating cranes. “As many as over 45 units are supporting the Indonesia coal supply chain and there are many other cases in coal, iron ore, copper and aggregates markets where commodities are moved solely thanks to the introduction of the floating terminals,” he continued. Other examples include deep-sea ports with inland waterway transport connections, such as Hong Kong, Shanghai, Constanza in Romania and Northern European hubs – the potential home for container floating trans-shipment terminals. “In those terminals the floating crane could be berthed on the seaside of the mother container vessel moored alongside the shore terminal, to enhance terminal productivity, to  mitigate container terminal congestion, or to trans-ship containers from the mother vessel to the feeder vessels for coastal or river final destination. Other potential markets are represented by ports affected by restrictions on draught, lock dimensions, beam or LOA which prevent them receiving the modern fleet of container vessels. The floating crane concept can be deployed for mid-stream trans-shipment operations between larger container vessels and feeder ships,” says Terenzio. But he points out that due to the operational issues associated with the trans-shipment of the containers, such as the necessary accuracy of positioning the spreader above the containers and the container positioning itself, this kind of operation has to be carried out in relative sheltered area with maximum waves height up to one meter and winds of not more than about 50km/h. Nevertheless, the potential for a floating container crane terminal is growing and Logmarin, jointly with Liebherr, have designed a new floating crane, with buffer storage for containers handling (see last year’s article). Although project implementation has been put on hold for the time being, due to the global economic downturn and the deep crisis in the container sector, the intentions are there.

So a verdict for a safe and affordable floating container crane concept is still under discussion, and all is not lost.  Floating crane manufacturers are busy promoting their cranes to the bulk industry and it seems that the global economic downturn might have not affected their business. “We have seen a very stable order situation since we started in the floating crane market with 2009 being very similar to 2008 even with the economic downturn,” said Enno Kramer, Managing Director at NKM Noell Special Cranes, the Netherlands. “On the floating lemniscates cranes we increased our market share that more or less compensates for what the market as a whole has been doing. The outlook for 2010 is at least as good as the previous years and might get better. At the moment we do see a definite worldwide increase of interest in our cranes as things are clearly picking up again.” Similar statements are coming from Genoa-based Logmarin.  “Despite the 2009 global economic downturn, Logmarin’s business grew by 24% compared with the previous year. And the outlook for 2010 is so far very promising,” said Terenzio. “Two floating cranes designed by us are at the construction stage and a large floating terminal is at the final designing stage. These floating facilities will commence their services within 2010.”

Another floating crane manufacturer, Gottwald Port Technology from Germany has also been doing well in the bulk industry. Over the last 5 years, the company sold seventeen floating crane concepts and in 2009 received two orders from Associated Terminals (AT), operating on the Mississippi River in Louisiana, USA. At the end of September AT placed an order for a Generation 5, G HPK 6400 B floating crane – preceding a similar order placed in August 2009, which brings the total number of floating cranes ordered by AT to four and a total of ten Gottwald floating cranes working on the Mississippi River.

Order round-up

NKM Noell Cranes report that their latest order is a 40 tonnes floating Lemniscate crane that will operate in Amsterdam, the Netherlands.  According to Kramer, floating Lemniscate cranes have a lot of definite advantages as the balancing with a separate moving ballast weight gives a lower centre of gravity and much better balancing of the jibs. This results in less pontoon movements, less power consumption and the possibility to use a narrower pontoon giving the crane a better reach.  In addition, their cranes are equipped with flywheel technology providing storage of energy when lowering the load. This reduces not only fuel consumption but also the stored energy is used to partly power the crane while the diesel generator is ramping up when there is a sudden increase in power demand by the crane. This results in significantly reduced emissions.  The company has also designed separate rooms for electrical and mechanical equipment – avoiding the need for operation personnel to go through either of them when accessing the crane.
 Another point is driver ergonomics.  One of the main developments is a specially designed suspension for the operators’ cabin, isolating it from any vibrations in the rest of the crane. The company have also installed an elevator for access to the operator cabin, a first on floating Lemniscate cranes. Furthermore they have eliminated most moving parts apart from hoisting, resulting in continued crane operations even if there is a breakdown of a single drive. The latest order from AT – the Generation 5, G HPK 6400 B floating crane, is a variant of Model 6 and derived from Gottwald mobile harbour crane technology. The crane is designed as a 4-rope grab crane for heavy-duty bulk handling with a grab capacity on the ropes of 50 tonnes up to a radius of 31m. It can be used alongside ships of all sizes and, depending on the terminal and operating conditions, is designed for handling rates of up to 1,000tph. Logmarin Advisors and sister company Interprogetti recognised the potential of floating terminal solutions as a viable alternative to shore-based infrastructure and set itself the objective of developing off-shore client-oriented solutions to overcome each client’s specific logistical bottleneck.  At the end of 2008, the floating crane Princesse Abby – designed by Logmarin/Interprogetti – was inaugurated by PT Mitra Swire CTM (an Indonesian JV between PT Mitra Bahtera Segarasejati and Swire CTM Bulk Logistics). They gave Logmarin the opportunity to design a new floating crane concept by way of finding a balance between the operational requirements and cost, thereby giving the best value for money. The result was “motion damping” bilge keels, which were fitted on each side of about 3/4 length of the pontoon; structural anti-rolling fins were also fitted in way of the stern skegs, making the floating crane concept less sensitive to the adverse weather conditions as compared with the standard floating cranes. Logmarin worked closely with its partner Liebherr and incorporated specific features for open water and heavy duty conditions, four-rope grab configuration and the latest state-of-the-art Liebherr Canbus crane control system. The cargo gathering and crane cycle time is further enhanced by using a Peiner 24.3 cubic meter four-rope scissor lobster grab. During the last 12 months over 3.5 million tonnes of coal have been loaded by the single Liebherr crane fitted on the Princesse Abby. Its daily loading performance is steadily in excess of its guaranteed contractual loading rate of 18.000 tonnes (best daily average performance 27.63 tonnes).  “There are not a lot of single floating cranes that can boost a throughput quantity like this, while working in open sea,” said Terenzio. “This basic floating crane design can be further enhanced to meet specific requirements of the client – for example it can be self-propelled, fit with sheltered area for steel products, containers, heavy lift, larger storage capacity, etc.”

The Prince Rupert Port Authority and Maher Terminals have also instituted performance standards that include having import containers loaded and moving within 3.5 days. Recently concluded labour agreements were designed to ensure a high level of labour stability at Pacific Gateway ports, railways and throughout the supply chain through 2010. Furthermore, the national Government of Canada and the Government of BC are committed to keeping goods moving and have quickly ended past labour disruptions. In addition to port, rail, road and infrastructure expansion to increase capacity, other efficiency measures to reduce bottlenecks and congestion and enhance competitiveness include efforts to develop smart systems that reduce commercial vehicle stops at weigh-in stations, a Government of Canada commitment of over C$430 million to more efficient border crossings, as well as increasing the number of border security and marine ports officers. Below we highlight the recent achievements of Canada’s major ports and report on their current plans.

Port of Prince Rupert

The Port of Prince Rupert has sailed safely through the receding global economic storm, recording its highest volume throughput since 1997. The port handled 12,173,672 tonnes of cargo in 2009, up 15 percent over 2008 volumes.  The higher volumes in 2009 were not driven by one line of business, but were up for most Prince Rupert facilities including containers and bulk cargo. The Fairview Container Terminal handled 265,259 TEU in 2009, a 45.9 percent increase over 2008, despite the global economic downturn that has resulted in declining container traffic through other North American West Coast ports. Prince Rupert Port Authority President & CEO Don Krusel says over the first two full years of operations, Fairview Terminal and CN’s North American network has provided shippers unparalleled reliability, speed and cost efficiency year round. “We are confident that the Port of Prince Rupert and our partners, including CN, Maher Terminals, longshore workers and the shipping lines, have demonstrated the competitive advantages of the Port of Prince Rupert as a gateway for transpacific container trade,” notes Krusel. “Our continued growth reflects the increasing confidence and satisfaction of our customers with the quality of service they are receiving through the Prince Rupert Gateway.” On the bulk cargo side of the business, Prince Rupert Grain (PRG) volumes jumped 35.1 percent to 5,080,834 tonnes, the terminal’s highest throughput since 1994. Wheat shipments, the core of PRG’s business, were up 55.8 percent to 4,638,010 tonnes, offsetting decreases in volumes for barley, canola and grain pellets. Ridley Terminals Inc experienced a surge in coal volumes in the second half 2009, following a weak first half, to push total traffic to 4,159,679 tonnes. This was down 14.2 percent for the year compared to 2008. While overall metallurgical and thermal coal volumes declined 30.9 percent due to weak global demand, this was significantly offset by strong increases in coking coal (110.5 percent), petroleum coke (46.4 percent) and wood pellets (108.7 percent). In the cruise business, passenger traffic was down 46.8 percent as a result of the loss of a weekly cruise vessel port of call in 2009. Looking ahead in 2010, Krusel says the port remains focused on growing container volumes and furthering the progress of the Phase 2 expansion of the Fairview Container Terminal. A second priority is the development of the Ridley Industrial Park to accommodate new terminal and logistic services development to support the expansion of the Port of Prince Rupert. “We have not only created a new trade corridor for trans-pacific container trade, but also have drawn the attention of the shipping world and opened the door to a multitude of new investment and development opportunities.”

Port of Montreal

The Port of Montreal’s market diversification mitigated the impact of the global economic crisis on its 2009 traffic results, recently announced the Montreal Port Authority. In fact, container traffic with the Mediterranean grew 5.5% while marine grain shipping traffic also rose, recording a 14.7% increase over the previous year. Overall throughput at the grain terminal (ships, trains and trucks) in 2009 totalled 2,418,559 tonnes, an increase of 4.4%. “The diversification of our markets puts the Port of Montreal in a strong position to benefit from the economic recovery. Moreover, recent growth in certain types of dry bulk cargo traffic, such as iron ore, could be a harbinger of economic recovery,” stated the President and Chief Executive Officer of the Montreal Port Authority, Ms Sylvie Vachon.   All traffic combined, the drop in volume handled at the Port of Montreal was 12% compared to 2008, reaching 24.5 million tonnes. The volume of containerised cargo recorded a 15.4% decrease, to total just over 11.3 million tonnes. In the number of full and empty TEU, the decrease amounted to 15.3% over the same period in 2008, to total 1,247,690 TEU.  The volume of bulk cargo experienced an 8.7% decline, reaching just over 13 million tonnes. The volumes of petroleum products remained essentially the same with an increase of 0.4%. The Montreal Port Authority (MPA) operates the world’s largest inland port. It is a leader among container ports, through which more than 24.5 million tonnes of cargo transited in 2009. More than 1,260,000 TEU were handled at the Port of Montreal in 2009. The Port of Montreal owns its own rail network, operated directly on the piers. It is linked to two major railways and a highway system. The Port also operates a grain terminal and a marine passenger terminal. All other terminals are operated by private stevedoring firms.

Port Metro Vancouver

This January Port Metro Vancouver’s new third berth at Deltaport officially opened for business. The new berth is a $400 million investment in the future of Canada’s Pacific Gateway. Deltaport is the largest container terminal in Canada, handling approximately 45 percent of the containerised cargo that moves through Canada’s west coast and more than half of the containerised cargo through Port Metro Vancouver. The new third berth will increase Deltaport’s capacity by 50 percent. Deltaport’s expansion project is in direct response to the growing needs of Canadian industry and consumer demand. The $400 million infrastructure investment was completed on-budget and on-time by Port Metro Vancouver and Global Container Terminals. “Over the next 10 years, container traffic through the west coast is expected to double,” said PMV President and Chief Executive Robin Silvester. “The new berth at Deltaport is part of a long-term plan to strengthen Canada’s Pacific Gateway and ensure our ability to accommodate the growth in container trade in particular with Pacific Rim economies like China.” Last year, PMV’s container throughput fell 14% to 2.15m TEU, but recent months have shown a moderate rise as the global recession loses momentum. Meanwhile, a project to build a new three-berth terminal at Deltaport, known as the Terminal 2 project, remains part of PMV’s corporate plans, though actual completion has been delayed until about 2020.