australian ports news apn vol. 1 no. 3

Lucinda’s 5.76kLucinda’s 5.76kJetty ReopensJetty Reopens

Ports AustraliaConference held in

Adelaide, October 2012

Pages 11-15

WRAP UP

Pages 4-10

Publisher: AUSTRALIAN PORTS NEWS PTY LTD ACN 149 194 909 ABN 81 149 194 909

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- Australian Ports News www.austportsnews.com.au

EditorialContributions

Port Authorities including all industries represented within Port Authorities, associated Associations and Organisations are invited to submit editorial, photo input highlighting Port expansions, new technology being introduced to Port precincts, purchases of major equipment to assist in port handling, new senior appointments, including all associated news matters related to the smooth and effi cient operation of all Port precincts to appear in all future issues of the Australian Ports News, free of charge to allow and inform our Australasian readership. In the fi rst instance, please contact the publisher,

Tom Cook for further details on:

(07) 5478 9432 or email:

[email protected]

Web: www.austportsnews.com.au

In this issue:• Ports News The PHPA Paves the Way with

State-of-the-art Technology Page 3• Ports Conference shows a

strength of purpose Ports Conference Feature Pages 4 - 10• Lucinda’s 5.7k jetty reopens after

Cyclone Yasi pounding Pages 11-15• Ports News Page 16• Ports News $1.6 billion Port Redevelopment Page 17• The Journey Begins and Ends

with Bulk Cargo Services Pages 18 -19• Ports News The PHPA Utah Export Facility

Celebrates Another Successful Year of Operations

Page 20• Asciano’s Port Botany

redevelopment project gets underway

Pages 21 - 23• Spotlight on New Zealand Ports Pages 24 - 25• Independent marine fender tests

reveal risks of recycled over virgin rubber

Pages 26 - 27• Ports News Page 28• Larger than life Vulcan C400/5

Container Handler Page 29• Ports News Pages 30-31

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THE draft Stevedoring Code of Practice being developed under the

auspices of Safe Work Australia needs to meet the general principles of best practice design of regulation before it can be put in place, according to the Australian Logistics Council (ALC).

Responding to claims made by the MUA as part of their national rally, Michael Kilgariff, ALC Managing Director said Australia’s major stevedores are committed to a Code of Practice that is performance and risk based and is in line with the Work Health and Safety legislative framework.

“ALC members recognise the benefi ts of establishing a Code of Practice that is workable, practical and one that enhances safety outcomes,” Mr Kilgariff said.

“There is no evidence that a highly prescriptive code will drive the safety outcomes being sought and ensure safety risks are as low as reasonably practicable”, he said.

“The previous draft Code failed to meet seven key principles set down by the Offi ce of Best Practice Regulation for the design of regulations,” he said.

These include ensuring the Code of Practice is:

• not overly prescriptive

• accessible, transparent and accountable

• employs the minimum necessary to achieve objectives

Stevedoring Code of Practice Needs to Refl ect Best Practice

Above: Michael Kilgariff, ALC Managing Director

• integrated and consistent with other laws

• mindful of the compliance burden imposed

“ALC supports Codes of Practice, as evidenced by our development of the National Logistics Safety Code which is designed to drive safety outcomes across the supply chain.

“The previous draft Code of Practice did not meet the general principles of best practice design of regulation and clearly requires further work,” he said.

THE Port Assets (Authorised Transactions) Bill had been

debated and passed by the NSW legislative assembly and is likely go to the Legislative Council (upper house).

Paul Zalai director of advocacy entity Freight & Trade Alliance (FTA) Pty Ltd has expressed concerns that the introduction of new fees associated with the Bill will be set and received by the new private port operator. Zalai highlights references in the Bill that the fees will be payable by “the owners of cargo” and “persons who operate

Consultation required on port fees and reforms

road or rail cargo transport services as part of the port-related supply chain”.

“We need a greater understanding of what fees will be introduced and what regulatory safeguards will be in place to ensure that this does not simply result in yet another cost of doing business for the NSW export and import trade sectors” Zalai said.

Zalai acknowledged the rationale to privatise Port Botany and Port Kembla allowing the NSW government to gain much needed revenue adding that it also provides potential benefi ts for commerce “it is envisaged that the new port operators will focus on effi ciency gains through better use of existing assets and co-ordination of resources”.

Zalai also highlighted the importance of the Port Botany Landside Improvement Strategy (PBLIS) stating that it has signifi cantly reduced truck queues, delays to deliveries and waiting time detention fees “we need to know how this important reform initiative will be managed under the new port arrangements to ensure that we build on the results achieved to date”.

“Whilst the government may have all of the answers, the FTA position is that the Bill should be deferred until an appropriate level of industry consultation has been completed to address these concerns” Zalai said

Above: Mr Paul Zalai

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THE Port Hedland Port Authority is yet again setting the benchmark

as the world’s leading bulk export port, by installing the latest state-of-the-art digital communications technology into the Shipping Control Tower.

As part of the PHPA’s commitment to continuously improving the management of vessel movements through the port, the PHPA has upgraded its digital communications system at its Shipping Control Tower in Port Hedland.

The PHPA has installed the DX-Altus

Radio Management System, which will provide operators with a more effi cient and quieter working environment.

The Port Authority’s CEO Roger Johnston welcomed the latest communications equipment to the Shipping Control Tower, which plays an important role in the effectiveness and effi ciency of port operations.

“With vessel movements continuing to grow at the port, the PHPA required a dispatch system that would allow additional Vessel Traffi c Service Offi cers (VTSO) to more effectively communicate with a wide range of port staff and users,” Mr Johnston said.

“The latest technology also provides acoustic shock protection to eliminate feedback caused by radio interference, improving Occupational Health & Safety (OH&S) for operators,” he said.

The easy-to-use touch screen console features the latest marine chart overlays and clearer voice and video recording to improve operator performance.

Two operators will now be able to communicate to Marine Pilots, helicopters, large iron ore carriers and small commercial craft simultaneously.

Other benefi ts of the technology include:• User-friendly touch-screen console

providing effi ciency and minimal training• Remote Channel Change- Operators can

simply and remotely change the channel they are accessing on the radio between international VHF marine band channels

• Onsite technical teams are not required Above: Denholm Barrett-Lennard (Vessel Traffi c Services Offi cer)

The PHPA Paves the Way with State-of-the-art Technologybecause technical support and monitoring can be done remotely and instantly from Perth

• Technology will be able to meet the growth in operations

• The establishment of an additional

operator position• Simpler incident playback

Mr Johnston said the latest state-of-the-art communications technology is testimony to the port’s commitment to improving procedures and demonstrating best practice.

Above: Control Tower

www.austportsnews.com.au Australian Ports News -


APART FROM regular ‘council’

meetings, each Biennial

Conference held, provides an

opportunity for the ports sector to examine

and address those common issues. It’s also

an opportunity for its members to expand

their related networks at both a business

and social level.

Prior to the 43rd Biennial Ports

Conference, Ports Australia under the

auspices of Chairman, Gary Webb and CEO

David Anderson was determined to put

together a programme for the Conference

that would serve to highlight and address

the key risks and challenges associated

with ongoing industry sector growth.

According to Gary Webb, “It was paramount that during our council meeting prior to the conference and during the event itself that we promoted, not just discussion related to the changing operational and strategic environment for port managers generated by such things as growing vessel numbers and the accommodation of changing ship sizes, but also to address key areas of risk including environment and workplace management. A key goal was to drive home the message that our ports are the largest freight hubs across Australia and deserving of priority in public policy development.

That they contribute greatly to maintaining and improving Australia’s standard of living in terms of providing the latest products available from across the globe and in assisting the export of the things we produce. It’s the reason that the channels which provide access to our ports are therefore critical pieces of national infrastructure and dredging is paramount to ensure that such access is not impeded.”

CEO David Anderson added, “The mining and resource sector is also extremely relevant in terms of Australia’s economic welfare and unless we can maintain effi cient port egress and local access to our ports there is the potential to lose the opportunity to maximise the potential that our resources and energy sectors offer.

Robust growth is also being experienced in our container and freight bulk trades and so the ports sector must not back away from relentlessly seeking protection for landside road and rail port access corridors, freight precincts and buffer zones. There must be recognition that dredging our channels is an imperative, not an indulgence.

Ports Conference showsa strength of purpose

There will always be a responsibility to minimise environmental impact as far as any infrastructure development is concerned and it can be a complex process. Accordingly, we must continue to develop constructive relationship with all levels of government, our communities and supply chain stakeholders to provide ownership of future port development to all stakeholders.”

So the scene was set and Ports

Australia’s 43rd Biennial Conference

was impressive to say the least.

In attendance were over 200 delegates

from ports and associated service

companies from around Australia

including representation from Papua

New Guinea, the Cook Islands,

Canada, India and the U.S.

The well-organised event, conducted

by Ports Australia was held at The Hilton

Adelaide on 23rd – 26th October 2012. I

Ports Australia was partnered by Flinders

Ports, a private company which operates

seven South Australian Ports under their

CEO Vincent Tremaine, who is also Deputy

Chairman of Ports Australia. As an observer

I found it to be an extremely professional

event and one that explored many issues

faced by the managers representing over 60

ports.

Host, Vincent Tremaine certainly agrees.

“The Members of Ports Australia, while diverse in their respective characteristics, share many common interests related to infrastructure, approvals, development and fi nancing, government involvement at all levels, environmental concerns and importantly, both the direction and the critical role played by the ports in the movement of freight.

The conference serves a highly constructive purpose as it brings us all together in the one room and provides an opportunity to put our heads together, to share our experiences and discuss the common issues we all face. We also mix socially during the event and network with port service providers and agency representatives which has its own inherent benefi ts. I think under those terms the 43rd Biennial Ports Conference was a huge success and it was a privilege to be involved in the convening of such an important event.”

The Conference kicked off with a cocktail

party sponsored by Svitzer which was held

at the historic Ayers House.

Vincent Tremaine welcomed the delegates

on behalf of Ports Australia and the function

presented the ideal opportunity for all

the delegates to mingle socially, make

new friends and renew old acquaintances,

prior to the commencement of the offi cial

conference.

Although there were other social

opportunities such as a Gala Dinner at the

Adelaide Town Hall, sponsored by Aurecon;

a tour of Flinders Ports and a Celebration

Dinner at Adelaide Oval (sponsored by

Flinders Ports) to end proceedings, the real

business of the conference was conducted

over two days within the confi nes of the

Hilton Adelaide Hotel.

Over the duration of the Conference, each

session, lunch or event was sponsored and

those sponsors included; Klein Systems

Group Ltd; Clayton Utz; GHD and Hyder

Consulting.

Chairman of Ports Australia, Gary Webb,

offi cially launched the Conference on the

morning of Wednesday 24th October prior to

introducing the Hon. Anthony Albanese MP,

Minister for Infrastructure and Transport,

who delivered the Opening Address.

(Highlights of Mr Albanese’s speech are

featured on page 8).

Over the next two days it was a busy

schedule as delegates attended consecutive

presentations on a variety of relevant issues

delivered by key industry fi gures.

On Day One, Phil Ruthven from

IBISWorld presented the Keynote Address

on Global Setting and Australian Ports;

2013 and Beyond followed by Port

Consultant, David Bayne. David from

Drewry Shipping Consultants reviewed

shipping industry trends into the future.

Forecasting Demand for Mineral

Commodities and Energy was the subject

delivered by John Barber, Senior Economist

– Resources, at the Bureau of Resources

and Energy Economics (BREE).

Jammie Penm, Chief Commodity

Analyst, from the Australian Bureau of

Agricultural and Resource Economics and

Sciences (ABARES) presented; Outlook

for Agricultural Exports and Global Food

Demand.

What’s wrong with the Fair Work

Act? Was a highly topical issue explored

by Andrew Stewart, Professor of Law

at the University of Adelaide and this

was followed by Tony Wilks, Managing

Director of Tony Wilks and Associates,

who presented; Key Issues in Preparing for

EBA Negotiations.

Paul Moss, Manager, Industrial Relations

Policy, Chamber of Commerce & Industry

of WA delivered a talk on; Industrial

Pressures and the Resources Boom

Privatisation of Australia’s Ports was

a subject covered by Russell Smith, who

is the CEO for the Port of Brisbane and

his presentation was followed by Ian

Greer, Managing Director, Corporate

and Government Ratings at Standard and

Poor’s. Ian provided an outlook on how

best to seek infrastructure fi nancing.

In a relative topic, Luke Parsons, Director,

Infrastructure Advisory, Deloitte Touche

Tohmatsu highlighted Port Infrastructure

Expansions and the; Evolving Role of

Private Financing.

The following morning commenced early

with a Ministerial Address by the Hon.

Patrick Conlon MP, Minister for Transport

and Infrastructure in South Australia.

Mr Conlon spoke about Infrastructure

Development in that state.

On Day Two the Key Note Address,

Ports - What Measure of Regulation? Was

provided by Joe Dimasi, Commissioner,

Australian Competition and Consumer

Commission (ACCC). This address inspired

interesting interaction from the fl oor on a

range of competition issues impacting on

ports and port services.

International guest speaker, Mr Jerry

Wood who is the Director of Transportation

and Engineering, Gateway Cities Council

It was in 1916 that the ports of Australia held their fi rst

interstate harbour conference in Melbourne, but the ports

sector has come a long way since those early days. Today, as

the peak body representing the port stakeholder community,

Ports Australia now performs a critical role in representing

and addressing strategic and logistical issues faced by port

and marine authorities throughout Australia.

David Anderson - CEO, Ports Australia

BY KEVIN GLANCY

AUSTRALIAN PORTS NEWS

SENIOR JOURNALIST

Gary Webb - Chairman, Ports Australia

Australian Ports News - www.austportsnews.com.au

of Governments (USA) gave an insight into

his experience in; Integrating Port Business

with Landside Freight Management. This

was a particularly interesting account of

counties based around the Ports of Los

Angeles and Long Beach working with

industry to develop effi cient and low

emissions freight solutions.

Jerry’s presentation was followed by

an interactive session involving various

delegates and industry fi gures. Sonia

Adams, Chief Marketing Offi cer for GHD

moderated the session related to; Supply

Chain Partners.

The afternoon session commenced

with the topic; Responding to Growth

and Environmental Risk, a presentation

delivered by Brad Fish, CEO of North

Queensland Bulk Ports Corporation.

Brad was followed by Mark Flanigan,

First Assistant Secretary, Department

of Sustainability, Environment, Water,

Population and Communities, who

delivered a presentation entitled;

Streamlining Environmental Regulation.

Disaster recovery and business

continuity was the theme for the remaining

sessions and included a presentation from

Peter Davie, Chief Executive, Lyttleton

Port Company Ltd who refl ected on the

recovery of the Lyttleton Port following the

earthquakes of 2010 and 2011.

Risk Management and Climate

Events was the topic covered by David

Hodgkinson, Special Counsel for climate

change for Clayton Utz. His presentation

was followed by Marcus John, who spoke

about; Port Property and Liability Risk

Issues. Marcus is the Managing Director of

Thomas Miller (Australasia) Pty Ltd.

The 43rd and highly successful, Biennial

Ports Australia Conference formally

concluded at 5.15pm on Thursday, October

25th 2012 prior to the delegates attending

the Celebration Dinner at Adelaide Oval

where guests were entertained by the sharp

wit of one, HG Nelson.

To say that the Conference was a success

in terms of its strength and signifi cance

would be an understatement. Many

delegates travelled long distances to attend

including Mr Stanley Alphonse CEO of

PNG Ports Corporation and Adviser, Ian

Hayden Smart. The Cook Islands Port

Authority was also represented by its

General Manager, Nooroa (Bim) Tou.

Apart from delegates from the main ‘city’

ports in Australia others came from far and

wide, to name but a few of the ‘outer’ ports,

amongst 60 plus ports that were represented,

there were delegates from Esperance Ports,

Bunbury Port Authority, Newcastle Port

Corporation, Geraldton Port Authority,

Dampier Port Authority, Townsville

Port, Gladstone Ports Corporation, Port

Hedland Port Authority, Port Kembla

Port Corporation, Port of Portland, North

Queensland Bulk Ports Corporation, Far

North Queensland Ports Corporation,

Tasports, Darwin Ports Corporation and

Port of Hastings Development Authority.

Many of the suppliers and associated

industries sent delegates including

Moorsure, KBR, Svitzer, PB Towage,

Flinders Logistics, Drewry, GHD, Clayton

Utz, Klein Systems Group, TT Club, Ertech

Geomarine, Coastal Tug & Barge and GPR

Dehler, as well as the sponsor companies

previously mentioned. State and federal

government Departments were also broadly

represented.

Overall, the Conference highlighted

both the strength of purpose and unity

amongst those involved in the port sector.

Ports Australia succeeded in bringing

together those who control the management

and operation of our ports to tackle

common issues and undoubtedly stronger

networks were created at the Conference

which will be of great benefi t.

Australia may well be a continent but

it is also an island and as our population

continues to expand our reliance on our

ports will become even greater. The

infrastructure required in maintaining the

effi ciency of the port sector to meet those

growing needs is an issue that will need to

be resolved by both government and the

private sector.

Road and channel access to our ports

to assist in the smooth transport of freight

and shipping is ‘paramount’ as Chairman

of Ports Australia, Gary Webb indicated.

There’s also no doubt that the management

and operation of Australia’s ports is a far

more important task than most people

realise.

Generally, as far as the media is

concerned, Australians are told little about

the critical role ports play in the economic

welfare of this country.

News is usually confi ned to the mention

of a workplace dispute on the wharves.

But if there’s one thing to be learnt by

those who live and work beyond the

ports it is that; without those facilities and

the people, whose expertise ensures their

smooth operation, we would be far less

well off.

Our ports are fundamental to the quality

and standard of living we all enjoy. They

make the connection to the world outside

and all that it has to offer. Through their

gates we gain access to the commodities we

need and can deliver to the world the goods

we wish to sell.

Whilst in the main, airlines deliver

people; our ports continue to do the hard

yards, handling heavy freight, bulk cargo

and liquids, livestock, minerals and

resources. They provide a safe harbour for

our own ships, cruise ships and foreign

vessels in all shapes and sizes from across

the globe.

They manage a process that never

stops and add billions of dollars to our

economy. It’s why governments at all

levels must provide support for the ports

industry, not just by way of rhetoric but

by concrete actions to ensure that

logistically our national ports system works

in real and practical terms, because without

our network of ports we would still be

living in the past and our future would be

less bright.

Attending the 43rd Biennial Ports

Conference opened my eyes and I am

grateful for the experience.

Ports Conference shows a strength of purpose

River Torrens, Adelaide

www.austportsnews.com.au - Australian Ports News

Port Spencer: Export opportunity for Eyre Peninsula, SASOUTH AUSTRALIA and the Eyre

Peninsula look set to overcome a legacy of industrial transport constraints with the proposed development of Port Spencer, located on the east coast of Eyre Peninsula, approximately 70km north-east of Port Lincoln. It would provide SA’s fi rst port capable of direct loading Cape class vessels (roughly 200,000 tonne capacity) and offer ready access to national and global markets.

The proposed Port Spencer development is a 100% privately funded multi-user port development by Centrex Metals Ltd (Centrex) and Eyre Iron Ltd (Eyre Iron). Stage 1 of Port Spencer is currently awaiting a decision from the South Australian Government for approval, which will be the green light for the project’s progression. It is hoped this decision will be forthcoming in late 2012 / early 2013.

Figure 1:Port Spencer Visual Representation

This new deep water private multi-user port would provide a critical transport option for both existing and new mineral explorers and mine operators on the Eyre Peninsula, as well as other industries, including the grain sector.

It is anticipated initial stages will handle Centrex ore estimated at 2 million tonnes per annum (Mtpa) hematite, 5 Mtpa of magnetite as well as 500,000 tonnes of grain per annum, with an approximate loading capacity of 5,000 tonnes per hour (t/h) for iron ore and 1,400 t/h for grain.

Figure 2:Port Spencer Project Location

Project Overview

Port developers, Centrex are a publicly listed SA iron ore exploration and mining company with approximately 2,000km2 of iron ore resources, and exploration targets on the Eyre Peninsula. Eyre Iron is a joint venture with Centrex and Chinese steel manufacturers exploring iron ore deposit development in the region.

With such extensive tenement holdings, Centrex commenced a port site selection process after a detailed feasibility review of existing SA/Northern Territory ports showed that facilities, including Port Adelaide, Port Bonython, and Darwin, were not a viable export option. In 2008, Port Spencer was identifi ed due to its access to deep water within 500m

of shore and proximity to mineral reserves. At this time, a process of land acquisition, engineering, social and environmental studies commenced.

Centrex recognised the need to positively contribute to the economic development of the Eyre Peninsula and SA, and provide a socially acceptable, environmentally responsible and economically viable export opportunity. A number of development objectives for Port Spencer, were set to meet not only Centrex needs, but also the regional mining sector and other industries, in particular grain. Centrex has had signifi cant discussions with Free Eyre regarding grain export.

Key milestones forPort Spencer over thelast 20 months include:

• January 2011; declaration as a ‘major’ development by the SA Development Assessment Commission (DAC);

• February 2012; submission of the Port Spencer Stage 1 Public Environmental Report (PER) to SA’s Department of Planning, Transport and Infrastructure (DPTI) for development assessment;

• October 2012; submission to DPTI of the Port Spencer Stage 1 Response to Submissions Report; and

• A decision from the SA Government on whether Port Spencer Stage 1 will be granted development approval is expected in late 2012/early 2013.

Additional environmental and social impact assessment studies for Port Spencer Stage 2 will continue through 2013 with submission of additional government development assessment requirements in early 2014. It is proposed Stage 1 and Stage 2 of Port Spencer would be constructed concurrently with a long term schedule estimate of late 2015/early 2016 for commencement of operations.

BY ALEXANDRA BLOOD

PRINCIPAL, GOLDER ASSOCIATES PTY LTD

Transport Challengeson the Eyre Peninsula

The Eyre Peninsula is home to over 34,000 people and key industries include agriculture, tourism, fi shing and aquaculture. Mining has the potential to also become a key regional industry. Port Spencer can play a key role in the short and long term development of mineral resources, agricultural industries and other businesses on the Eyre Peninsula.

While most of the Eyre Peninsula mineral sector focus is on iron ore, exploration activities also include graphite, kaolin, copper, gold, and other base metals. Mining viability in the region is not certain and the cost of transporting product to markets is a signifi cant factor when considering project fi nancial viability. The lower and mid Eyre Peninsula region does not have direct rail access to existing ports and offers signifi cant road distances for truck transport. Central to the successful growth of business exports is the development of suitable infrastructure for cost-effective and environmentally responsible transportation options.

The two major existing export ports on the Eyre Peninsula are Port Thevenard and Port Lincoln. Both face limitations in terms of their ability to meet a wide cross-section of mineral and other industry needs.

In early 2012, IronClad obtained approval to develop a transhipment fl oating harbour operation at Lucky Bay, 11km north-east of Cowell on the upper Eyre Peninsula. IronClad would transport containerised iron ore by low draught barges from shore to Panamax size (70,000 tonne capacity) vessels (STC, 2011). This port option does not offer the longer term potential for the overall region and the fl exibility for ongoing expansion that Port Spencer provides as a multiuser option with direct loading and larger shipping options. Through Port Spencer, the Eyre Peninsula and SA have a signifi cant opportunity to gain a major new transport infrastructure facility with the foresight to be available to multiple users.

Port Spencer Stage 1:Technical Assessment

Golder Associates Pty Ltd was the lead environmental and social impact assessment (ESIA) and approvals consultant for Port Spencer Stage 1 and is continuing this role into Stage 2.

Port Spencer Stage 1 provides for hematite

and grain storage facilities, as well as a 515m jetty, outloading materials handling system and ship loader, onsite services, and site preparation for fully enclosed goods receival and storage facilities. The jetty would be located in water of 20 m minimum depth at lowest astronomical tide and capable of direct Cape class loading. Stage 2 would include a modularised 5 gigalitre (GL), with potential to expand to 20 GL, reverse osmosis desalination plant as well as additional onshore magnetite storage and processing facilities.

As part of Stage 1 technical studies and PER preparation Golder conducted a number of specialist marine studies including: • Marine water quality surveys;• Marine ecology surveys of intertidal

rocky shores, sub-tidal reefs and seagrass meadows, as well as marine mammal impacts;

• Sediment and benthic infauna investigation; • Metocean and marine sediment transport

modelling, including the collection of many months of wind and wave data (ASR, 2011);

• Statistical analysis and interpretation of marine data;

• Marine impact assessment, mitigation and monitoring planning; and

• State and Commonwealth regulatory liaison.

Port Spencer Stage 2 marine studies will also include plume dispersion modelling, entrainment and impingement assessment and further marine water quality and assessment programs.

Conclusion

Port Spencer has the potential to provide a socially and environmentally acceptable, and commercially viable shipping solution as an export gateway from Eyre Peninsula, providing an opportunity for signifi cant SA and regional benefi ts including, but not limited to:• Signifi cant private investment of more than

$AUD250 million capital costs.• Flow-on economic benefi ts including

additional exports in excess of $AUD357 million per year (Stage 1 estimate only), increased SA gross state product and direct and indirect employment; and

• Accelerated development of iron ore and mineral projects in proximity to Port Spencer.

For more information: Alex Blood (08) 8213 2100 or email: [email protected]

Figure 1

Figure 2

18 offices across Australia and New Zealand+61 3 8862 3500 www.golder.com

Since 1960, we have been delivering cost-effective geotechnical and environmental solutions to ports locally and around the world. From startto finish Golder builds confidence through sustainable solutions that work.

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NEED INTEGRATED SOLUTIONS?JUST ASK GOLDER.



The Hon Anthony Albanese MP

Federal Minister outlinesvision for Australian Ports

Mr. Albanese summed up his Government’s vision for Australian Ports by saying, “If we are to meet the challenge of growth we must move away from ports being treated like islands; unconnected from broader planning and transport links in the cities and regions where they are sited.”

During his comprehensive speech, the Minister emphasised the key elements of that vision, highlighting the need to recognise the strategic importance of port operations to the national economy and that forward planning must consider the entire supply chain including land transport connections to the ports and freight transport corridors.

“It is our determination to work with industry to revitalise Australia’s shipping and freight logistics industry.” Mr. Albanese said.

To support that intention the Minister highlighted the key objectives of the National Ports Strategy, now endorsed by the Council for Australian Governments, and the National Freight Strategy. He explained, “A key objective of the Ports strategy is improving long-term coordinated planning around future ports capacity, transport corridors and shipping channels feeding our major ports.”

Mr. Albanese explained how he had recently released the nation’s fi rst ever National Land Freight Strategy, “a long term blueprint for a streamlined, integrated and multimodal transport system capable of moving goods into and out of major ports and around our country quickly, reliably and at the lowest cost.”

The Strategy, developed by Infrastructure Australia provides a unique opportunity to

fi x the regulatory and infrastructure failures which according to the Minister, has to some extent, held back miners, manufacturers and farmers and cost the Australian economy tens of billions of dollars in lost export earnings. Mr. Albanese highlighted the key principles behind that strategy including the establishment of one national, integrated network, which would replace the fragmented, ad hoc decision-making process with a proper, long term planning approach. One that identifi es the existing and yet-to-be built roads, rail lines, intermodals, ports and airports which together form a workable, truly national freight network.

He went on to say, “This process endeavours to protect current and future transport corridors and other strategic pieces of land from urban encroachment.”

The Minister expressed his intention where possible, to make better use of existing infrastructure through measures including managed motorways, fi tting new technology to improve traffi c fl ows along major motorways, using higher productivity vehicles, creating dedicated freight routes and separating passenger trains from freight trains.

The Strategy’s third principle serves to encourage fairer, more sustainable fi nancing arrangements be developed with the aim of addressing Australia’s future infrastructure needs.

Mr. Albanese referred to the surge in spending on the nation’s roads, railways and ports over recent years but that in maintaining a network to fulfi ll his vision “requires

mechanisms for ensuring the right investment occurs in the right place at the right time.”

He explained that now that the blueprint for port related infrastructure is in place it is up to ports authorities and the like to engage in the process. “Obviously, those who are best prepared will be best positioned to attract public and private investment in their respective port related infrastructure plans.”

MINISTER RELEASES BITRE STATISTICAL REPORT AT PORTS CONFERENCE

During his opening address Mr. Albanese released the BITRE Australian Sea Freight 2010-11 Statistical Report which revealed that in 2010-11, Australian exports by sea reached a staggering $222.6 billion. This represents a 24.4 per cent increase on 2009/10 and an average annual growth of 10.7 per cent between the years 2005/6 and 2010/11.

Australian imports were $160.9 billion in 2010/11, which

was a 2.5 per cent increase on 2009/10 with an average annual growth of 5.5 per cent between 2005/6 to 2010/11.

Cargo transitioning across Australian wharves grew by 6.2 per cent per annum between 2005/6 to 2010/11with international exports accounting for 81.8 per cent of this cargo.

Total international cargo, by value, handled by Australian ports increased 14.2 per cent in the same period.

Over the fi ve years to 2010-11, the total ports call by cargo ships increased by 2.3 per cent per annum, while port calls by cargo ships from overseas increased 4.2 per cent per annum.

The BITRE Report highlights the massive contribution that Australian Ports make to the nation and as Mr. Albanese emphasised in his speech, “In case you have been wondering, Ports Australia’s members have been very busy.”

In making his case for shared arrangements between Government and private enterprise the Minister highlighted how the proposed Moorebank Intermodal Terminal at Port Botany refl ects the kind of response that many within the sector have argued for. He explained, “This project shows how the Commonwealth, using its urban land holdings and programs, can unlock opportunity for private fi nancing of the big transformative projects that will shape our economy and our cities.”

Mr Albanese identifi ed how the project is a perfect example of how the national ports and freight strategy can be combined to deliver genuine freight transport effi ciency and better transport outcomes for Australian cities.

“Moorebank is a perfect example of the Federal Government using its assets to unlock private investment, so vital if we are to solve some of our biggest challenges in Sydney. With Port Botany freight expected to grow at seven per cent per annum, Moorebank will generate at least $10 billion in economic benefi ts, remove 1.2 million trucks each year off Sydney’s congested roads and create 1700 long term jobs.”

The site is extensive and will allow trains up to 1.8 kilometres in length to operate at the terminal.

According to Mr Albanese, the Moorebank Intermodal Terminal will deliver both a port shuttle in July 2017 to address short-term capacity constraints, as well as an interstate terminal to meet future freight growth requirements later on.

The government is currently seeking experienced people to form a board for a Government Business Enterprise (GBE) to deliver the Terminal. The GBE will oversee remediation of the site and manage the tender process to select the company or consortium that will design, build and operate the new facility.

The Minister regards the Moorebank facility as a case study in how infrastructure can link Australian ports, drive productivity and improve logistics, whilst creating long-term effi ciencies, employment and environmental benefi ts.

As the Minister said, “It is also about the Commonwealth taking on some of the risks that the private sector won’t wear.”

MINISTER ANNOUNCES SINGLE, NATIONAL MARITIME SAFETY REGULATOR

At the Conference, Mr Albanese announced that AMSA would undergo historic reform from January 1st 2013 to ensure a more

effi cient freight transport industry and to improve commercial vessel safety.

Australia will have three national transport regulators; one for rail, one for heavy vehicles and one for the maritime industry. This should improve the effi ciency of the maritime regulation process by reducing the number of regulators operating in Australia from 23 to 3.

According to the Minister, “This reform will boost national income by up to $30 billion over the next 20 years and signifi cantly reduce the red tape transport operators in all three modes experience.”

The reform is dramatic and it means that interstate rail operators will no longer be required to deal with seven separate regulatory authorities, 46 pieces of State/Territory and Commonwealth legislation including seven rail safety Acts, nine Occupational Health and Safety Acts and seven dangerous goods Acts.

Heavy vehicle operators will no longer have to operate under nine separate regulatory regimes and drivers will no longer have to carry multiple driver log books if they operate interstate.

Importantly for the maritime industry this means that for the fi rst time in its history, Australia will have a single national regulator for commercial vessel safety with AMSA becoming the national maritime safety regulator.

In practical terms this will result in the abolition of 50 pieces of legislation in 7 jurisdictions. One national Maritime Safety Regulator will replace 7 State/Territory regulators with one national system for commercial vessel safety. This should allow the seamless movement of domestic commercial vessels and crew around the country.

The reform will ease the burden of red tape, increase regulatory confi dence and remove inconsistency in the law applying to Australian commercial vessels. It will also streamline new maritime safety plans. However, in terms of sheer numbers alone, this increases AMSA’s responsibilities from around 6,000 to 30,000 vessels.

In conjunction with the reform programme related to maritime affairs the Minister has re-written the Navigation Act 1912. It is the primary piece of legislation by which the Australian Government regulates the maritime industry, particularly large vessels.

ANTHONY ALBANESE MP, Minister for Infrastructure and

Transport, presented the Opening Address at the 43rd Biennial Ports

Conference entitled, ‘Driving a National Focus on Ports and Shipping’.

His address to the delegates, representing over 60 ports across Australia,

was comprehensive and highlighted his government’s approach to the

future welfare of the ports sector.

Continued on page 10

The Hon Anthony Albanese MP withKevin Glancy, Senior Journalist Australian Ports News at the Ports Australia conference.

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Some of our projects include:

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Mr Albanese believes that it was imperative, “that the 100 year old Act be overhauled and brought into the 21st Century.” He remarked that the task was a highly complex piece of work that involved rewriting one of the oldest laws on our books including amending 29 related pieces of legislation.

The rewritten Navigation Act was unanimously passed by the Parliament last month and the Minister stated that, “It demonstrates his Government’s commitment to ensuring that our industry has modern regulatory frameworks to operate and compete in.”

SHIPPING TAX REFORM ON MINISTER’S AGENDA

Mr Albanese also announced a package of shipping reforms during his speech at the Conference and in particular tax reform “to encourage investment in new and more effi cient ships to enhance the industry’s productivity, including a zero tax rate, accelerated depreciation, rollover relief, refundable tax offset for employing Australian seafarers and the removal of the Royalty Withholding Tax.”

The Minister pointed out that in the week prior to the Conference the fi rst certifi cate for claiming accelerated depreciation was issued. Mr Albanese also highlighted the M/V Surenes, a new multipurpose vessel introduced into service by Jebsens in Western Australia. The ship was delivered by a Chinese shipyard, to service their WA Government coastal service contract.

The Surenes commenced operations on the West Australia coast on August 27th and represents a doubling of capacity compared to the previous ship providing that service.

Jebsens had made the decision to purchase this particular vessel having evaluated the benefi ts of the recent Federal Government shipping initiatives and in particular the removal of the Royal Withholding Tax.

Amongst the reforms is the Australian International Shipping Register (AISR) which is a concept developed to enhance Australia’s international fl eet. Companies which place vessels on the AISR will be eligible to receive the Government’s tax and fi scal incentives.

In addition to reducing the cost of owning and operating an Australian ship, international labour terms and conditions will apply to seafarers working on board AISR vessels on international voyages. There will be a minimum safety net provided through the application of the International Labour Organization’s Maritime Labour Convention.

The Minister also said. “AISR vessels will be able to hire foreign seafarers; though two senior offi cers, preferably the master and chief

The balancing act: port expansion in constrained environments

THE RECENT announcement of

the Port of Melbourne Expansion

Project brings a key industry challenge

into the spotlight - optimising port

land in increasingly constrained

environments.

To meet ever increasing trade volumes, port planners and maritime engineers are continually faced with a balancing act to fi nd the best solution. Traditionally ports were established in close proximity to cities.

Now, as cities continue to grow, urbanisation increases around these established ports and so mitigating the impact of port expansion is critical. New technologies operations and handling systems need to be carefully planned so as to maximise throughput whilst being mindful of noise levels, changes in visual amenity and transport implications to the surrounding communities.

“As urbanisation and gentrifi cation pressures impose on port sites, operators can fi nd it diffi cult to proceed with their necessary expansions because of the limited space and community protest they may be faced with,” Glen Curry, Hyder Consulting’s Regional Client Relationship Manager for Ports and Maritime, said.

“We have been working collaboratively with some of Australia’s largest port operators to expand their capacity without negatively impacting on the site’s surrounding environment,” Glen said.

Hyder has provided expertise on projects such as the Victorian Long Term Container Terminal Strategy and Swanson Dock Infrastructure Development Plan as well as a number of government studies into the relocation of automotive trade. More recently Hyder has helped existing operators at Webb Dock in Melbourne reconfi gure terminals to maximise site footprints for anticipated trade, offered strategic advice in the development of Newcastle’s port operations and new terminal facilities in Darwin.

A key tool in realising effi ciencies and achieving a balance is operational simulation modelling which has become an integral part of the maritime work Hyder does.

“It’s often a demand from our clients to use modelling to gain the most from their limited sites. It allows the terminal operations, layout and equipment to be dynamically tested so any bottlenecks that are identifi ed can be modifi ed to ensure maximum effi ciencies,” Glen said.

“The push is on constrained land situations and making technologies work including more effi cient clearance, stacking, sorting and distribution systems. The issue then is cost of course. In one project Hyder was involved in we looked specifi cally at land requirements (reclamation) and were able to reduce this need based on simulation. This included deriving the internal truck transfer regime to maximize operational effi ciency”.

Moorsure – more expertise and an engineered response MOORSURE provides its clients

with the full scope of marina and offshore mooring requirements through Mooring System Solutions and it is a comprehensive, all-encompassing process.

At the outset the client has a single point of contact through which the process is executed. It starts with design and analysis of the mooring system in consideration of the site and its location. This is followed by component manufacture, supply, installation and any maintenance requirements.

As CEO Ben Clark says, “The whole process from start to fi nish is governed by integrity. There is no compromise. Integrity governs our relationship with our client and our response. Whether it’s about marine mooring or offshore projects, we are constantly seeking higher levels of customer satisfaction through our quality control process and the demands we place on ourselves in meeting the highest global classifi cation standards.”

Recently the company secured new service agreements with Offspring International and AMOG Consulting to design and manufacture bespoke moorings to fulfi ll an expanded range of marine applications. It means that

Moorsure can supply the highest quality mooring system components from two of the world’s leading offshore companies.

“Our aim is to lift the profi le of moorings; to raise awareness about the importance of using the appropriate design methods and analysis techniques to ensure these vital systems are fi t for their intended purpose. Our intention is to establish a standard of delivery that will set the benchmark for mooring systems worldwide.” Ben Clark said.

Moorsure specialises in ship moorings, special purpose offshore moorings, which includes cyclone/hurricane refuge, aquaculture moorings and marine renewable energy moorings. The company brings together the leading suppliers in the fi eld of advanced mooring engineering services and can provide a wide range of quality offshore mooring equipment to the international market.

The company has an international operational reach with its headquarters in Melbourne and offi ces in Perth and Adelaide.

They also conduct operations in the USA, from bases in Houston, Texas and Laguna Hills in California with a UK base in the West Midlands.

engineer, have to be Australian.”According to Mr Albanese the initiatives are

designed to encourage investment in Australian ships and when you combine a zero tax rate with internationally competitive employment conditions it means that, “AISR vessels will be able to compete with international ships registered in a variety of jurisdictions, without reducing Australia’s enviable maritime safety and environmental standards.”

Mr Albanese also announced a series of briefi ng sessions about the reforms for the ports sector and to have dedicated offi cials work with major shipping companies in understanding and maximising the benefi ts of the shipping reform legislation.

He also spoke about a new licensing regime “to provide clarity and transparency to enable long-term planning and set clear boundaries around the necessary role of foreign vessels in our coastal trade.”

A Maritime Workforce Development Forum has also been established to progress training in an effort to build a highly skilled maritime workforce. The Forum, which is comprised of representatives from across the maritime sector, met for the fi rst time in February this year.

This initiative is designed to make a career in shipping one of choice and to counteract an ageing workforce with 42 per cent of Australia’s seafarer workforce aged 51 years or older.

Although it’s early days the Minister believes that as the levels of shipping increase, highly skilled seafarers will be required to fi ll critical roles such as port masters, pilot and inspection roles with Australia’s maritime safety regulators.

The Forum will continue to address priority issues such as the development of a mandatory training requirement and the development of a national approach rather than sector or state-based approaches that currently exist. It will also provide advice to the Government about how we can better use existing Government skills programs and funding sources.

The Minister concluded his address by reminding his audience that the maritime industry is one of the world’s oldest and most important global industries and that the future requires investment from both the public and private sectors.

“As a Government we have provided national plans for ports and freight, we have created the regulatory and fi scal framework that supports the revitalisation of the shipping industry and we have invested record amounts in the nation’s infrastructure.

It is now over to you, business, to harness these opportunities, to make the investments, to ensure Australia’s productivity and prosperity continues to grow.”

Federal Minister outlinesvision for Australian Ports

Port Adelaide

Continued from page 8


Lucinda’s 5.76k jetty reopens after Cyclone Yasi poundingTHE ROADS in Hinchinbrook

Shire in northern Queensland are experiencing dramatically lower levels of heavy traffi c this sugar season after the reopening of the bulk raw sugar export terminal at Lucinda, east of Ingham.

The offi cial reopening of the terminal was celebrated on November 1, 2012, at a function attended by all stakeholders including representatives of the Shire, the sugar mills, the terminal owners and Queensland Sugar, which manages the facility.

The 5.76km jetty serving the facility was seriously damaged by the 11m waves generated by Cyclone Yasi on February 3, 2011, which put it out of action for the 2011 and part of the 2012 sugar season. The jetty is a vital link in exporting sugar produced at the Macknade and Victoria Sugar Mills and the closing of the jetty meant thattheir output for the season had to be trucked to the port at Townsville, a round trip of about 250km.

Queensland Sugar confi rmed in a statement that the costs of terminal repairs and transporting the sugar by road had been met by insurance after the disaster and that the growers and the mills had not been affected by those costs.

Hinchinbrook Shire Mayor Councillor Rodger Bow said that heavy trucks had carried about 383,000mt of sugar south to Townville and that this had resulted in a substantial increase in the usual amount of traffi c on the roads and a corresponding increase in the amount of road maintenance required.

He said that the transport of the sugar by road had proceeded smoothly but that he was thankful for the successful completion of the jetty repairs and the loading of the fi rst ship. The loading of the New Ambition, on August 27, 2012, with 27,000t of raw sugar meant that the Shire’s overloaded road network could return to normal traffi c levels.

Most of the destruction was done to the Jetty’s concrete decking and superstructure, including its conveyor system, but some pylons were rendered unstable. Abergeldie, the repair contractor, needed to use a Sea Lift 4 jack-up barge to provide a stable work platform to carry out repairs to structure and equipment.

HinchinbrookShire Mayor Councillor

Rodger Bow


HEAVY SURF conditions caused by

Cyclone Yasi on February 3, 2011,

damaged the 5.76km jetty at the Lucinda

Sugar Terminal and put it out of action for

all of the 2011 sugar season and part of the

2012 one as well.

The jetty’s Conveyor System was

extensively damaged by the 11m waves in

addition to the structural damage to the jetty

that was sustained.

It was found that about 280 Suspended

Carrier Rollers and Hanging Brackets needed

replacement and this was complicated by the

fact that the main contractor Abergeldie could

not source existing drawings of the rollers

needed.

Abergeldie then approached Townsville-

based Conveyor Maintenance Services (CMS)

for assistance and a sample roller was supplied

to them so that Manufacturing drawings could

be made.

Design experts at CMS’ component

supplier, International Conveyor Products

(ICON), completed the drawings which were

then approved by Abergeldie and the jetty’s

owner, Queensland Sugar.

According to Conveyor Maintenance

Services Managing Director, Dave Allen, the

company was then awarded the contract to

manufacture and install the rollers based on the

excellent reputation that ICON components

have for strength and durability and the

extremely short manufacturing turnaround

time that CMS was able to offer to the client.

The Steel Suspended Carry & Aluminium

Suspended Return Rollers were manufactured

by ICON’s Factory in China in accordance

with all the relevant Australian Standards,

and the process was overseen by ICON

representatives to ensure that the fi nished

product was of the highest quality.

The time-sensitive nature of the project

meant that the rollers needed to be Airfreighted

to CMS in Townville which provided a

six-man crew to install the components

at Lucinda and get the conveyor up and

running again.

The entire project, including manufacture

and installation, took us 6 weeks to complete

which was, according to Mr Allen, a

considerably shorter timeframe than offered

by other Manufacturers.

Conveyor Maintenance Services also has

considerable experience in Maintaining

Conveyor Systems for Service Industries like

the Port of Townsville, Sugar Mills, Mining

Ventures, Quarrying, Mobile Crushing &

Screening, Agriculture and Fruit & Veg

Packaging Systems.

CMS has a wide selection of Conveyor

Rollers, Belting, and other components in

stock, at the Townsville Warehouse. They are

also able to design and Custom-Manufacture

any other type of roller or component that

might be required.

CMS would like to thank Abergeldie for the

opportunity to assist in the Refurbishment of

the Lucinda Jetty.

Keeping the Lucinda Wharf rolling along

LUCINDA BULK Sugar Terminal was offi cially re-opened during a special ceremony hosted by terminal operator Queensland Sugar

Limited (QSL).The event marked the formal conclusion of the repair project required

after Severe Tropical Cyclone Yasi caused extensive damage to the facility in February last year.

Sugar Terminals Limited (STL) Chairman Stuart Gregory offi cially re-opened the terminal in front of 70 guests, including representatives from the Hinchinbrook Shire Council, the local sugar industry, QSL staff, Port of Townsville Limited, the Lucinda Progress Association, the project’s principal contractor Abergeldie Complex Infrastructure and insurer FM Global.

QSL CEO Greg Beashel said that shipping at the terminal had recommenced in late August and QSL was keen to mark the resumption of operations with a ceremony that recognised the input of a wide range of stakeholders.

“We are very conscious that this iconic jetty and sugar terminal are an integral part of the sugar industry and we wanted to pause to acknowledge what has been a combined effort to get this facility back up and running,” Mr Beashel said.

“QSL has worked closely with the terminal’s owner STL throughout the reconstruction period and the successful completion of this huge project is a testament to not only our enduring relationship with them, but also our confi dence in and commitment to the Queensland sugar industry.

“It was also important to celebrate this milestone with representatives of our local community and hard working terminal staff, whose patience and support during the past year have helped us get back to business.”

The Lucinda repair project included signifi cant work on the terminal’s structural, hydraulic, mechanical and electrical systems along the jetty, as well as its conveyor system and ship loader.

During the reconstruction efforts 383,000 tonnes of raw sugar were also transported by road to the Townsville Bulk Sugar Terminal in order to continue exports to QSL’s international customers.

Ceremony marks completion of Lucinda Bulk Sugar Terminal repairs

Above: QSL CEO Greg Beashel presenting STL Chairman Stuart Gregory with a commemorative plaque at the offi cial opening of the Lucinda BST jetty.

Right: Guests attending the offi cial event.

CORROSION CONTROL ENGINEERING was engaged by Abergeldie Complex Infrastructure to supply and install cathodic protection materials and equipment to the

steel piles of the wharf and jetty structures for the bulk sugar off loading facility operated by Queensland Sugar Limited in Lucinda. The work was required due to damage caused by Tropical Cyclone Yasi.

Cathodic protection is used primarily for metal structures, usually steel, that are located underground or under water, or have water inside them. Cathodic protection uses DC current produced by anodes to control the corrosion of steel structures and works in conjunction with coatings to prevent corrosion. As a result, the structure can be protected almost indefi nitely, as long as the protection system is maintained properly.

The cathodic protection system at Lucinda was heavily damaged during Cyclone Yasi and required mayor reconstruction work.

The project involved the installation of sacrifi cial magnesium and aluminium anodes to provide temporary levels of cathodic protection to the steel piles until the permanent impressed current systems were reinstated and commissioned.

CCE supplied all materials required including the temporary sacrifi cial anodes, new mixed metal oxide coated titanium impressed current anodes and all related cabling and support structures.

The sacrifi cial systems were removed as each section of impressed current was completed so cathodic protection was being achieved at all times during the reconstruction. CCE retested all refurbished transformer rectifi er units before repositioning them along the jetty and wharf.

The works undertaken were at times diffi cult to manage due to limited access to the jetty, wharf, and varying weather conditions experienced during the project.

The attitude of all groups involved with this project led to a harmonious work site and allowed the project to be completed on time which was greatly appreciated by QSL, Abergeldie and the people of Lucinda.

The project has been a challenging but rewarding one. CCE developed a good relationship with the reconstruction teams and the team effort resulted in a successful project.

CCE personnel have been involved in the design, supply, installation and monitoring of cathodic protection systems and the supply of specialist materials for pipelines, wharves and jetties, storage tanks, reservoirs, water treatment facilities, marine vessels and steel reinforced concrete structures. CCE’s clients include government departments, construction companies, the petroleum industry, port authorities and private contractors.

CCE would like to thank all those companies associated with the successful reconstruction project and also congratulate Queensland Sugar on the reopening of the Lucinda Wharf.

Written by Glenn Ritchie - Senior Corrosion Technician


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DAMAGE TO THE JETTY structure included displacement of many of the

pre-cast concrete decking units and destruction of much of the overlying in-situ poured topping slab.

Several of the supporting piles were damaged, with parts of the cathodic protection, navigation equipment and berthing facilities swept away.

There was severe damage to the structural, mechanical, hydraulic and electrical systems of the 5km long conveyor system, which carries sugar from the on-shore stockpile to the loading facility at the end of the jetty.

The loading facility itself was also damaged


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Repairing the damagefrom Cyclone Yasi

with much of the equipment beyond repair and requiring replacement.

The facility needed to be back up to speed in time for the fi rst bulk sugar shipment of the 2012 Far North Queensland sugar harvesting season. This was no easy task as the contract scope covered a broad range of electrical, mechanical, marine and structural works, equipment procurement, installation and commissioning.

The range and complexity of equipment and materials to be procured and the large number of trade disciplines involved posed challenges for procurement management; sub-contractor engagement and coordination; document

management; quality management and ensuring that suffi cient numbers of properly-trained personnel were available.

“We were fortunate to secure the services of very experienced specialist contractors such as HEB Construction from New Zealand,” said Abergeldie Managing Director Mick Boyle.

HEB Construction became involved in the project very early in the tender phase. Their involvement captured the knowledge and technical experience they have developed through the successful completion of many port infrastructure projects in New Zealand. Following site visits with their Abergeldie colleagues, the HEB team provided a

series of construction methodologies. Both organisations again combined to attend the tender stage interactive meetings, which helped to ensure a clear understanding of the client’s requirements and the complex nature of the project.

Following project award, HEB provided the services of a specialist marine engineer and marine supervisor as part of the collaborative site team. These resources were further supplemented with the addition of a rigging specialist to assist in the high number of challenging lifting operations, many of which took place from the jack-up barges utilised to carry out the work.

Trades engaged included: fi tters, boilermakers, abrasive blasters, riggers, dogmen, scaffolders, crane operators, electricians, divers, under-water welders, boat crew and concrete workers, all under the immediate supervision of at least six Abergeldie leading hands.

“No project we do is the same, so our multi-skilled workforce is used to having to adapt to the conditions and restraints of any job,” said Boyle.

On any one shift between 50 and 65 personnel were on the job at various locations along the jetty structure and the loader and conveyor installations.

On-site project management was coordinated through Abergeldie’s North Queensland offi ce in Townsville, backed by management support from the Brisbane regional offi ce and contract management and systems support from the Sydney head offi ce.

Safety, access, environmental protection, procurement management, subcontract arrangements, quality assurance and the extremes of Far North Queensland weather conditions were major project management issues. Nearly all of the works were carried out at heights, over water, up to 5.8 km out to sea, and sometimes under water.

Flexible programming and highly responsive contingency management were also essential.

Abergeldie Complex Infrastructure was engaged in September 2011 to carry out a $41.5 million contract to repair Queensland Sugar’s 5.8km long sugar loading facility which was severely damaged by Cyclone Yasi in February 2011.


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The contract allowed for just 24 days of “inclement” weather, and the contract period was almost entirely within the Far North Queensland wet season.

Safety restrictions called for works to be suspended on some parts of the jetty and its mechanical installations whenever the wind speed exceeded 20 knots.

Throughout February and March, heavy rain disrupted work nearly every day.

The 24 day “inclement” weather interruption estimate was exceeded very early in the contract period, with a full day of interruptions occurring on 48 occasions between October and March alone.

Because the damaged jetty and loader structures were extremely unstable, specialised marine access, work platform and lifting equipment was used. The key element was a Sea Lift 4 jack-up barge, with a capacity of up to 250 tonnes, supported by four hydraulic “spud” legs. This provided a stable work platform above the high water level in depths up to 36m.

It was delivered to the site by road, in 26 semi-trailer loads. A 150t lattice jib crawler crane and two smaller cranes worked from the jack-up barge platform.

The list of specialised marine equipment also included: two shuttle barges and the 1200 HP “Black Panther”, a 24m utility vessel to move the barges around.

On the wharf roadway, a 60m long fender truss needed to be installed. This was successfully installed 7 June. To handle the very large truss, a specifi cally- equipped crane ship had to be chartered.

The tug, barges and cranes enabled a complex array of gantries and access platforms to be erected to allow access for repairs to the jetty piles and decking. These temporary access structures required detailed design to ensure safety and functionality.

Abergeldie’s in-house design studio engaged specialist marine design consultants from SMEC to advise on design alternatives.

Structural engineering design specialists from Demlakian carried out detailed load calculations and advised on a safe methodology and sequence of works for fabrication and installation of the temporary access facilities. Some of the demolition and reconstruction tasks proved to be more complex than anticipated; others less so.

On close inspection, it was found that damaged piling could be repaired insitu and did not need to be completely replaced. Divers welded steel repair plates below the water line

Abergeldie-HEB Joint Venture

to restore the integrity of steel pile casings and some new concrete was poured.

Demolition and replacement of the damaged jetty decking, however, was a major undertaking. Several hundred pre-stressed precast concrete decking modules had to be replaced.

Nearly all of the decking restraint connections had to be replaced and much of the underlying support restructure repaired or renewed.

Despite the technical complexity and the majority of the works being carried out at heights, over (and even under) water, 5.8km offshore, the Lucinda Bulk Sugar Loading Terminal was successfully repaired in time for the North Queensland sugar season. More than 18 months after the cyclone hit, the fi rst ship to use the refurbished terminal was loaded with 27,000 tonnes of sugar on 28 August 2012.

AFTER the successful collaboration with HEB Constructions on the

Lucinda project, Abergeldie and HEB have signed a joint venture partnership arrangement to pursue marine and tunnelling project opportunities on both sides of the Tasman Sea.

HEB’s marine engineering expertise has been developed over many years on major wharf, harbour and marine developments in New Zealand. They have an extensive inventory of specialist marine equipment, including jack up barges, clam shells and dredging gear.

Their recent projects include the signifi cant replacement and extension of the No.4 wharf at Napier Harbour and the replacement of the Nelson Ferry Wharf.

Abergeldie’s previous experience in wharf and jetty works include the redevelopment of the

Scarborough Fisherman’s Jetty Complex and remediation works to the Oxley Wharf facility for the Port of Brisbane Authority, and design and construction for refurbishment of Caisson 2 at the Garden Island naval dry cock for Thales Australia.

With the advantage of HEB’s marine expertise the Joint Venture will seek marine projects in Australian. In turn, Abergeldie’s expertise and specialist equipment in tunnelling, pipe jacking and shaft sinking fi elds will support HEB’s tender bids in New Zealand.

The new super post-panamax cranes, weighing over 850 tonnes each, are capable of reaching across ships 18 containers wide.

BCT is on target to start trial operations by the end of the year, marking the entry of Hutchison Port Holdings (HPH) into the Australian market.

In 2011, HPH handled 13% of the world’s container traffi c and further supporting their position as the world’s leading port investor, developer and operator

First cranes arrive for new Brisbane stevedore

INFRASTRUCTURE development at the Port of Brisbane has reached another milestone with the arrival of two 109 metre high quay cranes for the new

Hutchison Port Holdings’ terminal, Brisbane Container Terminals (BCT).

The new cranes are capable of reaching across ships 18 containers wide

BCT Chief Executive, Dr Stephen Gumley, said that the arrival of the cranes was evidence of Hutchison’s commitment to the Australian port industry.

“HPH is investing more than $250 million in the development of the new container terminal in Brisbane,” Dr Gumley said.

By 2014, the Port of Brisbane will be the fi rst port in Australia where all stevedores in operation – Patrick, DP World and Hutchison Port Holdings – have automated container handling equipment.

THE Port of Brisbane Pty Ltd’s (PBPL) Hydrographic Solutions

team has signifi cantly enhanced its surveying capabilities with a new sub-bottom profi ler named Bathy 2010.

Running at a low 3.5 kHz with dual transducers, the precision chirp profi ler allows Hydrographic Solutions to detect submerged objects and pipelines, characterize benthic habitats and determine sub-surface geophysical properties. The addition of this equipment will signifi cantly improve safe navigation in the Port.

The high defi nition system also enhances the team’s ability to identify marine sediment layers and provide essential information to PBPL’s dredging fl eet.

Hydrographic Solutions consists of nine certifi ed hydrographers, who have been trained

Port of Brisbane signifi cantly enhances its

surveying capabilitiesin the use of Bathy 2010 and associated software.

The team carries out more than 1,000 surveys each year to assist with the safe navigation of over 5,000 commercial shipping movements that transit the Port of Brisbane channels, river reaches and berths. This team was instrumental in quickly returning the Port to capability post the 2011 fl oods.

Hydrographic Solutions also provides services to external clients including infrastructure companies, other port and local government to assist with major engineering, oceanographic, sub bottom geotechnical and navigational projects.

For all hydrographic surveying enquiries, contact Manager Hydrographic Surveys, Giles Stimson on 07 3258 4820 or email [email protected].

Above: PBPL Manager of Hydrographic Solutions, Giles Stimson, will use Bathy2010 to carry out over 1,000 hydrographic surveys each year

ALBANY Port Authority is keen to explore opportunities to provide berth space for ships requiring repair. Unlike most WA ports, Albany has underutilised

berth capacity and is therefore able to offer longer term berth access.

The EIT Palmina recently took advantage of this access to tie up alongside for over eleven weeks whilst a new tail shaft, propeller and blades were installed and the rudder was remounted.

Albany Port – potential ship repair base

Above: Work bargePhoto courtesy of Colin Bairstow

Right: The orange tug boat towed the ship from Fremantle and

the other two barges are Albany based tugs that assisted bringing

the ship into the berth

- Australian Ports News www.austportsnews.

345 – 591 Lorimer Street, Port Melbourne, VictoriaPort of Melbourne Corporation is pleased to invite Expressions of Interest to lease this prime site.

Be a part of the largest logistics hub for south eastern Australia.

• Rare chance to occupy land within the Port of Melbourne located within 5 km of the CBD.

• 3.7 ha approx. of land with outstanding potential for development.

• Suit port related industries wanting to establish within a premier port.

• Opportunity to grow your business and trade through the use of an adjoining wharf.

• Substantial lease term of 20 years.

To obtain a copy of the Project Brief, register your interest by [email protected]

Exciting leasing opportunity in the heart of the portFor lease - premium land and wharf in Melbourne

Expressions of Interest close 2 pm Wednesday 21 November 2012

ZO28

0014

FROM the air the neatly arranged rows of container stacks at the Port

of Melbourne portray a symmetrical patchwork of eye-catching colours.

It’s from above that you gain an appreciation for the order and scale of Australia’s biggest container and general cargo port.

Fly over the two main container terminals at Swanson Dock and you will see the towering container cranes heaving 20 foot and 40 foot boxes off ships, while on the ground smaller straddle carriers appear to be scurrying like ants to move the coloured containers into waiting bays for transporting.

Indeed, the Port of Melbourne is a busy dynamic place – and it’s poised to get even busier.

Despite the challenging economic times over the past year, trade remains resilient and forecasts support the Port of Melbourne Corporation’s expectations of continued trade growth.

Port of Melbourne Corporation Chief Executive Stephen Bradford said the Port was handling more than a million more containers each year than it did a decade ago, with volumes predicted to double over the next 10 to 12 years.

“With an increase in container throughput of 7.8 per cent in 2011-12, container growth is ahead of the long-term average of around 6.5 per cent over the last decade,” Mr Bradford said.

“Strong growth presents new challenges which is why Port of Melbourne Corporation is preparing to deliver the largest landside port development project in a generation to expand the Port’s container and automotive capacity.”

The Project that Mr Bradford speaks of is the $1.6 billion Port redevelopment.

It will see the construction of a new Webb Dock container terminal, a world class automotive terminal and Pre-Delivery Inspection (PDI) hub where cars are custom-fi tted and prepared for dealerships.

Port users will benefi t from the development of a new three berth, 920 metre automotive wharf, the upgrade of existing wharf facilities, dredging within the dock to accommodate modern vessels, an automotive terminal of more than 32 hectares in addition to a PDI facility of about 12 hectares, and as well, construction of new road connections to Melbourne’s freeway road network.

Port of Melbourne Corporation is also looking to enhance capacity at Swanson Dock, the location of the Port’s two existing international container terminals.

For years now, the Port of Melbourne has remained Australia’s premier container port, and as well, continues to operate the nation’s biggest automotive terminal.

In the 2011-12 fi nancial year, the Port of Melbourne handled almost 2.6 million twenty-foot equivalent unit containers and more than 355,000 vehicles. This represents about 36 per cent of Australia’s total container trade and 40 per cent of the nation’s automotive exports and imports.

“And with container trade volumes expected to double within around the next decade and automotive units forecast to double by 2025, the redevelopment Project is vital to the Port as an economic asset for Victoria,” Mr Bradford said.

The Port supports in excess of 15,900 jobs and its day-to-day operational effi ciency is critical to exporters and importers alike, including farmers, manufacturers and retailers from across the state and parts of south-east Australia.

Not forgetting, that the movement of many more interstate and international commodities are also dependent on the Port, with cereal grains, dairy, beverages, paperboards, stockfeed, fruit and vegetables among the leading exports.

The Port services domestic and international trade from Tasmania and an increasing volume of transit trade originating from smaller ports in New Zealand and the Pacifi c.

Trade through the Port in 2011-12 reached record levels, with an estimated total value of around $82 billion.

“While we recognise the resilience of Melbourne’s trade, at the same time the Port remains acutely aware of our role as facilitators rather than as generators of trade,” Mr Bradford said.

“Our focus, as always, is on developing port infrastructure to accommodate future trade growth.’’

The Webb Dock redevelopment will provide Melbourne with a third international container terminal capable of handling at least one million containers per annum.

The new car terminal will have capacity to handle more than 600,000 motor vehicles annually.

And having on-site PDI facilities will reduce the shuttling of vehicles between the Port, off-site facilities and dealerships.

In October, a signifi cant stage for these three components of the Project was achieved.

Within six months of the Project’s announcement, invitations for Expressions of

Highlights of 2011-12

• Australia’s busiest container, automotive and general cargo port

• Handled around 35% of Australia’s container trade

• 87 million revenue tonnes (up 9.1% on 2010-11)

• 2.58 million containers (up 7.8%)• Exports up by 9.8%• 3379 ship visits• 56 cruise ship visits and over 140,000

visitors• Victoria’s leading export markets are

China, New Zealand, Japan, USA, South Korea, Taiwan and Indonesia.

• The top trading regions for imports are China, Japan, Thailand, New Zealand, USA, Malaysia and Germany.

Interest were declared open seeking operators for the container terminal, automotive terminal and the PDI hub by means of a competitive bidding process.

It is expected that the successful bidder for the container terminal will be appointed in time to enable operations to start in 2016. Operators for the PDI hub and the open access automotive terminal are expected to be appointed in 2014.

As well as providing the necessary marine and landside infrastructure, the Project also provides for additional screening, visual buffers, noise walls, landscaping and provision for enhanced public facilities around the Webb Dock precinct.

$1.6 billion Port Redevelopment

Above: Webb Dock, the Melbourne City Skyline and the Westgate Bridge

Above: Mr Stephen Bradford, Port of Melbourne Corporation CEO

For more information on the Port Capacity Project:www.portofmelbourne.com - 1800 451 056; [email protected]


It is testimony to the company that amongst its long list of current clients is one of the company’s very fi rst, a customer who has remained satisfi ed with BCS for nearly a quarter of a century. It is not surprising really when you consider that BCS has continued to expand its handling equipment, human resources and its storage facilities since its inception to meet the growth in demand for its services.

Bulk Cargo Services CEO, Brian Howard puts it this way:

“When I established the company I was already highly familiar with the handling processes involved in bulk cargo due to my previous and extensive experience in shipping. My aim was simple. I wanted to remove all the worry and work out of the process of shipping bulk cargo for our clients, from dispatch to delivery and now, nearly 25 years later, it’s clear that we achieved that aim. But we are always looking for better and more effi cient ways to improve the service we provide and that’s a journey that never ends.”

Recently, BCS completed construction of Stage 1 of 3 to its bulk storage facilities in the Brisbane suburb of Pinkenba. The development, designed to enhance its current compliment of four sheds providing a total storage area of approximately 10,000m² (with a total bulk cargo capacity of 38,000mt), saw the addition of three sheds with a total storage area of approximately 8,100m² (totalling a bulk cargo capacity of 30,000mt).

The new site also consists of a fumigation bay and hardstand storage area for 100 containers which can be stacked two high.

Both facilities are Quarantine Approved Premises for Category 2.2 Agricultural Products and Category 2.3 Stock Feed & Fertiliser and feature three 26 metre weighbridges (each with an 80mt capacity) between them.

Stages 2 and 3 of the development will expand the bulk storage facilities with the construction of an additional four sheds providing a total storage area of approximately 36,000m².

The cargo related services that the team at BCS provide are entirely client focused, designed to remove the ‘work’ involved in shipping bulk cargo.

In addition to providing Cargo Superintendent services to oversee the entire loading or

The Journey Begins and Ends with Bulk Cargo Services

BULK CARGO Services Pty Ltd (BCS) knows the business of bulk cargo and shipping from back to front. Located in Queensland with bases in Victoria and Sydney, BCS has been at the forefront of cargo handling for

the last 24 years. The company, established by Brian Howard in 1988, was developed to provide the complete client response when dealing with bulk cargo and bulk storage.

unloading of a bulk vessels throughout Australia, New Zealand and the Pacifi c Basin, BCS can also provide transportation of bulk cargo as well as hopper and grab hire.

Whether the cargo is transported between the vessel and the client’s bulk storage facility or BCS’ bulk storage facility, BCS can provide and oversee transport services to ensure a smooth loading or unloading of the vessel. In the event of a discharge of a vessel whereby the cargo is delivered to one of BCS’ bulk storage facilities, the client can arrange for pickup of the product by their customers’ bulk trucks direct from the facility, a seamless process that BCS is renowned for.

BCS’ hopper and grab hire includes a service technician who is on 24 hour call for the duration of the discharge of the vessel and all grab hire includes one standby grab to ensure that in the unlikely event of ‘grab failure’, the discharge rate of cargo can still be maintained. Field maintenance on the waterfront provides

further insurance against any equipment failure and ensures that in the rare event that there is a failure, any downtime is minimised.

BCS also has its own engineering workshop located in Pinkenba to ensure that its fl eet of grabs, hoppers and ancillary equipment is regularly maintained. Its purpose built equipment ensures greater loading and unloading effi ciency and is an important feature of BCS’ methodology. The BCS fl eet is extensive and includes 80 grabs ranging in size from 3, 6, 8, 10 and 12 metres capacity as well as remote grabs.

The fl eet also includes a range of bobcats, front end loaders, tipplers, conveyors and bulk bagging equipment. BCS has also recently added a ship loader to its hire fl eet to asset with the loading of ships.

BCS understands that reliability is paramount and directly relates to the standard of service that it provides.

Word of mouth recommendation is the

best form of advertising and the team at BCS pride themselves on the fact that their client base continues to grow and often due to such recommendations passed on by existing clients.

As Brian Howard says, “We strive to operate with integrity in everything we do and I believe that it promotes a consistent and higher standard of service in the longer term. It’s a workplace ethic and discipline that creates respect in the broader industry for the way we do things.”

Bulk Cargo Services plays an important role and provides a much needed service within the ports sector across Australia. Like other service providers aligned to the import and export of goods, BCS ensures for its part, that the economic advantage provided by port activity across Australia is maintained. For its clients, when bulk cargo is dispatched, stored or delivered, BCS removes the strain and worry from the beginning of the journey to the end.

Above: Bulk Cargo’s Head Offi ce - 774 MacArthur Avenue East, Pinkenba QLD


SEPTEMBER 2012 marks the second anniversary of the commissioning

of the PHPA’s Utah Multi-User Bulk Export Facility (Utah Facility).

The PHPA CEO, Roger Johnston, acknowledged the facility’s birthday, saying it has been another great year for the Port’s dedicated multi-user, bulk export facility.

“Since commencing operations in September 2010, the PHPA’s Utah Facility has gone from strength to strength, and continues to perform well above initial expectations,” Mr Johnston said.

The facility’s world-class engineering design was recognised nationally, when it was awarded a National Engineering Excellence Award in November 2011.

Presently, Stockyard 1 is operating considerably above its design capacity with a throughput last fi nancial year of over 10 million tonnes. Proponents shipping through the Utah Facility regularly ship in excess of their allocated tonnage.

Mr Johnston said the development of Stockyard 2 at the Utah Facility had now commenced, and once fully operational, would further increase the potential throughput of the facility.

The last twelve months have seen a number of throughput records broken at the Utah Facility, with new monthly tonnage record set in August (1,171,488 tonnes of cargo was exported on 12 vessels) and despite 9 days vacant berth time beat the previous record of October 2011 by over 48k tonnes.

August 2012 was also the fi rst time Atlas

Iron loaded 6 vessels in a month, achieving a new record of 638,200 tonnes for the month.

The PHPA’s Utah Facility has also continued to perform strongly from an environmental perspective, with only one dust level exceedence reported at the facility so far this calendar year. The PHPA has now established

The PHPA’s Utah Export Facility Celebrates Another Successful Year of Operations

its second mangrove (fi eld) nursery at the Utah Facility site.

The PHPA’s focus on environmental management at the Utah Facility was acknowledged nationally last November when it took out the Environmental Transport Award, at the 2011 Lloyds List DCN Australian

Shipping and Maritime Industry awards.“The performance of the Utah Facility over

the last twelve months is further testimony to the PHPA’s commitment to providing junior miners with access to bulk export markets through a world-class berthing facility,” said Mr Johnston.


THE DEAL was concluded in September between Asciano and Cargotec, a global

leader in cargo handling solutions, for the delivery of the 65-tonne 10m-high straddle carriers from the fi nal quarter of 2013 to early 2014.

Final approval for the redevelopment project was given by the Asciano Board on July 18, 2012, in what is Asciano’s biggest investment decision to date.

The scope of the Port Botany project includes the full development of the reclaimed 17.6ha Knuckle extension, leased recently from the Sydney Ports Corporation, as well as the introduction of state-of-the-art terminal handling technology, additional cranes and straddles, and new upgraded employee facilities. The project also includes the installation of world leading automated straddle carrier (AutoStrad™) technology. The AutoStrad™ technology has been operating in the Port of Brisbane since 2005, and has delivered signifi cant safety and effi ciency improvements.

“The redevelopment will reinforce Patrick’s position as Australia’s leading stevedore, ensuring our ongoing competitiveness by delivering improved customer service, higher levels of safety, and signifi cantly enhanced operational effi ciency and productivity,” said Asciano Chief Executive and Managing Director, John Mullen.

The redevelopment and expansion project will transform the Port Botany terminal into a world-class and internationally competitive facility with four berths and 1400m of quay line. The project will increase the terminal’s capacity from 1.15 million to 1.6 million TEU per annum to meet current trade growth forecasts.

Further redevelopment of the terminal will be carried out as volumes grow over the next three decades. The company also has the fl exibility to increase capacity at the terminal beyond 2014 by introducing automatic stacking cranes expanding capacity by an additional 75% to 2.8 million TEU per annum.

“AutoStrad™ technology has been operating at the Port of Brisbane since 2005 with great success, delivering signifi cant improvements in onsite safety, effi ciency and reliability of service provision,” said Asciano Director Container Terminals and Logistics, Mr Alistair Field, speaking during a media visit to the Brisbane site.

Above: Asciano Director Container Terminals and Logistics Alistair Field andMatt Hollamby, GM Brisbane Terminal.

Below: Stephen Head - Production Manager at the Brisbane AutoStrad™ Terminal.


Asciano’s Port Botany redevelopment projectgets underway

“In the fi rst year of automation at our Brisbane AutoStrad™ Terminal, we achieved a 75% reduction in safety incidents, increasing to a reduction of 90% in following years. It is only logical that we look to replicate this success at our biggest container terminal at Port Botany.”

Mr Field said that Asciano had made the original decision to go the automation route to improve effi ciencies and cut costs and that this had become even more vital in the current highly competitive climate. Additional competition in the shape of a third stevedore is

soon to arrive at most of the major Australian ports.

Although Asciano’s Patrick Port Terminals Division is currently more than holding its own against strong international competition, handling as it does 51% of the container traffi c through Australian ports, AutoStrad™ technology is its trump card in keeping it competitive into the future.

Currently, the Autostrad™ technology is found only at Asciano’s Port Brisbane Container Terminals and does not exist anywhere else in the world.

How AutoStrad™ works

The AutoStrad™ system uses radar and laser guidance technology to navigate the automated straddles around the yard. The 10 metre high, 60 tonne straddle carrier is capable of picking up, carrying and placing shipping containers (allowing movement of containers from landside vehicles to holding stacks and to ship-to-shore cranes and back), and can operate 24-hours a day in virtually any conditions.

Unlike other automated technology which follows paths embedded in the terminal pavement, the Autostrad™ moves freely on a virtual computer-generated grid of waypoints, which can be applied to most existing terminal facilities world-wide. These systems allow the machines to operate unmanned and to move and stack containers around the terminal with pinpoint accuracy.

Fully laden, the Autostrad™ can weigh up to 100 tonnes, yet boasts positional accuracy to within two centimetres.

The fact that there is no buried hardware means that the system is quicker and more cost-effective to deploy, especially at brownfi eld sites where digging up the existing pavement can be very costly and interrupt terminal operations for extended periods.

The technology has also delivered other signifi cant benefi ts by extending the life of infrastructure and equipment as well as savings in energy consumption.

The AutoStrad™ system was fi rst trialled on a small temporary site in the Port of Brisbane but, according to Matthew Hollamby, Patrick Container Terminals’ manual container operation stopped on the main site one day and, on the next, automated operations began.

Mr Hollamby says the introduction of automated technology has directly contributed to Patrick’s excellent safety record.

“In 2011 Patrick recorded only two lost time injuries, both of which occurred on a vessel. There were no lost time injuries reported in the terminal itself,” Matt said.

“This is refl ected in the dramatic decrease in our Workers Compensation Premiums. Prior to automation, in 2004/2005 these premiums were in excess of $1million. In 2010/2011, the premiums stood at $240,000 – a decrease of approximately 80% which is very pleasing for a company that is striving to promote the highest standards of health and safety.”

Asciano’s $348-million project to

comprehensively redevelop and

expand its container terminal

at Sydney’s Port Botany is now

well and truly underway with

the signing of an order for 44

automated straddle carriers.John Mullen, Asciano Chief Executive and Managing Director.

www.austportsnews.com.au - Australian Ports News

The other great benefi t of a guidance system that does not need to be buried is that the paths of the straddles around the yard can be varied from time to time to extend pavement life by avoiding the rutting caused when they follow exactly the same paths every time.

The computer guidance system maintains a virtual map of the holding area where the straddles operate, broken up into a series of nodes. The system determines the route for each straddle to follow to its next assigned task and assigns it a node path to that location.

In the normal course of events, human intervention is not required in the holding area but, should Patrick personnel be required to enter it for maintenance or to connect a refrigerated container to the power grid, for example, the computer will bar the straddles from entering that area.

Loading and unloading

Containers arriving at the terminal by ship are picked-up by the quaycrane and deposited on the quay line where they are picked up by a straddle and either placed in the holding area or put straight onto a truck for transport to the consignee.

Truck drivers arriving at the terminal to pick up or drop off a container will be admitted to the site and notifi ed when to move their trucks into a loading bay.The driver then has to exit the bay and swipe an electronic card to

Asciano’s Port Botany redevelopmentproject gets underway

notify the system that the truck is ready to beloaded or unloaded and that the driver is in the safe area.

An AutoStrad™ will then enter the bay and pick up or drop off a container onto the truck. Once the straddle has left the bay, the gate opens and the driver is permitted to re-enter it and drive away.

AutoStrad™ benefi ts

The AutoStrad™ system has vastly improved Patrick’s Brisbane terminal’s safety record which has seen a 90% drop in safety incidents with almost none of these occurring in the straddle operating area.

The system ensures the straddles are used in the most effective way possible by assigning the closest available unit to tasks and switching off any which are not required, thus minimising distances travelled and reducing running costs by up to 20%.

The unmanned units do not require painted lines on the pavement or lighting to complete their tasks, which saved the Brisbane terminal $168,000 over an 18-month period.

The very high accuracy of the straddle guidance system means that there has a been a signifi cant reduction in the amounts of damage caused to the terminal’s plant and infrastructure and to the cargo in transit.

The ability to vary the paths used by the straddles results in greatly extended pavement life due to reduced rutting of the surface.

Automated cargo handling in Australia

AS ONE OF THE strongest global economies and with a strong focus on

commodities exports, Australia provides huge opportunities for Cargotec’s cargo handling expertise. In the fi ve years prior to June 2012, the Australian cargo handling industry grew by 3.3 per cent annually. That growth is expected to continue over the next fi ve years.

Cargotec is well placed to benefi t from the expansion, says Peter McLean, the company’s vice-president for Australia and New Zealand. “Container volumes continue to grow nationally so there will be a continuing need for equipment, both for replacement and growth,” McLean says.

It started in BrisbaneThe bustling port of Brisbane on Australia’s

east coast is the poster story for the capabilities of Cargotec’s automated straddle carriers.

Earlier this year the Port of Brisbane recorded for the fi rst time a container throughput of over 1 million containers. “This caps a decade of strong growth in container trade for the Port of Brisbane, with a compound annual growth rate of 8 percent,” says Russel Smith, Chief Executive Offi cer, Port of Brisbane.

“It demonstrates the extremely robust nature of the port due to its diverse trade base, strategic location and signifi cant land base,” says Smith.

The Kalmar automated straddle carrier project began in Brisbane in 2000 and the machines were fi rst used in commercial operations there in 2005. The straddle carriers move containers from the quay and stack them in stacking areas or load them onto vehicles.

Signifi cant cost savingsThe fully automated container handling

system was the fi rst of their kind to be built for unmanned operations. The system was designed in partnership with Patrick, the container terminal division of the Australian transport giant, Asciano. The system has proven its value in providing fl exibility over several years in commercial use, and as a result interest in the technology is building around the world.

The unmanned Kalmar AutoStrads™ can operate 24/7 in almost any weather

conditions, ensuring the smooth fl ow of cargo and signifi cant cost savings to the operator. A simple example is that the automated system, unlike a manned operation, does not require night time lighting, which translates into savings in electricity costs.

The benefi t of the straddle carrier is that it spreads the wear on the container and equipment pavement throughout the terminal, which lengthens the depreciation period. With the inherent fl exibility of AutoStrad™, this is achieved without measurable loss in capacity or operational performance.

An increase in pavement life of 50–100 percent means a signifi cant decrease in depreciation costs. The customer’s return on capital outlay, therefore, is substantially increased.

Machine hours are minimised by employing an automatic shutdown of idle machines, which results in zero costs for idle time. Altogether, this means the vehicles will outlast a manned equivalent. The end result – a much greater return on capital investment.

McLean says that further savings could be made in maintenance costs, which add up to about one-fi fth of the overhead. “Automation also results in higher stacking densities, which enables the operator to consolidate and grow the business on existing terminals.”

The zero emissions idle mode, optimised resource planning and traffi c management systems all focus on reducing machine hours and the use of fuel, lubrication oils, as well as wear on tyres.

Improvements in workplace safetyEliminating human error from automated

operations is one of the main benefi ts of an automated system. The result is a marked improvement in workplace safety.

“The Brisbane terminal has an excellent safety record since the system has been in place. That is really remarkable in an operation of that size,” says Jorma Tirkkonen, head of Cargotec’s terminals automation division.

There has also been a 75 percent reduction in workers compensation insurance premiums.

Real fl exibility on offerA straddle carrier can pick up a container off

the ground at the quay and carry it to a stacking area, whereas a terminal tractor must wait while the ship is being unloaded so the container can be lowered directly onto it.

“What the straddle carriers offer is real fl exibility because they can move cargo both

vertically and horizontally,” says Tirkkonen. This means that the Kalmar straddle carriers can also stack containers in stacking areas or load them on or off road vehicles.

“This versatility means the straddle carrier can work to a much higher degree of independence than other machines in the terminal. When a quay crane lifts the containers onto the quay to be picked up by the straddle carrier at any time, one phase of moving the containers doesn’t hold up other machinery. This decoupling of cycles can bring about signifi cant savings in time and cost,” says Tirkkonen.

Partnership par excellenceThe design combined Cargotec’s know-how

of the hardware with Patrick’s experience in managing its terminal operations in Australia. While Cargotec used its long experience in building cargo handling equipment in developing the systems that move and steer the straddle carriers, Patrick’s main focus in the joint-venture partnership was on developing the navigation system and traffi c management.

Cargotec has a long association with Patrick, a major player in Australian cargo ports. Over nearly three decades Cargotec has supplied Patrick’s terminals Australia-wide with more than 100 straddle carriers.

Through the acquisition Cargotec has put itself in the driving position to realise the full benefi ts from the long automation project. In June, the company acquired technology assets, including the AutoStrad™ trademark and the 23 Asciano employees working on the project.

“It has been an excellent partnership, and it came about because Patrick had a technology division that was focused on making their operations as effi cient as possible, and because the product could be tested and put to real-life use at their Brisbane terminal,” says Tirkkonen.

Cargotec offers its customers tailored servicing arrangements and full software

back-up, which is a major consideration for companies that invest in heavy equipment.“The ability to offer premium after-sales support is paramount to a successful relationship,” says McLean.

Asciano’s Patrick Terminals division is using the AutoStrad™ system at its terminals in Brisbane and will introduce them at Port Botany in Sydney from 2014.

Widespread global interestCargotec expects the AutoStrad™ system

to generate widespread global interest. Tirkkonen says around one hundred automated straddle carriers have been sold so far. “We are expecting interest from all over the world as more and more terminal operators move towards automated systems. Especially in the last few years, interest in unmanned systems has certainly picked up,” he says.

“In many countries, labour shortages and high labour costs are a real problem for terminal operators, so when operators expand or modernise their terminals, automation offers big benefi ts to them.”

Tirkkonen says the Kalmar automated system is best suited for medium-sized terminals handling between 100,000 and 4 million TEU – volume equivalent of a twenty-foot shipping container – per year.

“For operators of smaller terminals the cost of an automated system can be a considerable hurdle. We offer our customers a technology that has been specifi cally developed for this type of use, and the results speak for themselves.”

“Now that Asciano has improved productivity and decided to install AutoStrad™ at Port Botany, it will demonstrate that this technology is a viable option.”

Heavy lifting is becoming ahigh-precision industry with Cargotec leading the way in modernising marine ports in Australia and ready to share the

results with the rest of the world.

CARGOTEC IN AUSTRALIA■ Cargotec has been distributing machinery

in Australia since 1972.■ The company now employs directly over

150 people in Australia.■ The company’s headquarters are located

in Melbourne.■ Cargotec has 19 dealerships around the

country, with two Kalmar mobile equipment dealerships in Pacifi c Materials Handlingand Liftrite.

THE AUTOSTRAD™ SYSTEM■ Fully automated straddle carriers best suited

to medium-size container terminal operations.■ Developed at the Port of Brisbane and in

commercial use there since 2005.■ Can operate all day and eliminate a major

part of an operator’s labour costs.■ Lower fuel consumption and less tyre wear

mean signifi cant savings over time.■ Automated system can improve workplace

safety.■ The AutoStrad™ technology is the fi rst

straddle-carrier system specifi cally developed for automated operations in the world.

Continued from page 21

Every Move CountsBy applying state-of-the-art Kalmar straddle carriers and a dedicated, professional team of operators, you have ensured yourself optimal terminal operations.

Kalmar container and heavy material handling solutions make port terminals, distribution centres and heavy industry more effective worldwide. Its product range includes ship-to-shore cranes, yard cranes, shuttle and straddle carriers, reach stackers, empty container handlers, forklift trucks and terminal tractors.

Cargotec Services provide lifetime support in the form of Maintenance & Service solutions that ensure full operative availability, while our Intelligence and Automation products keep us on the cutting edge of yard logistics.

Phone 1300 CARGOTEC / 1300 227 468

www.cargotec.com


EASTLAND PORT is located in Gisborne, New Zealand that services

the geographically isolated provinces of East Coast, Poverty Bay, and Northern Hawkes Bay. Servicing these areas means Eastland is primarily an export port, supporting the trade of kiwifruit, squash, plywood, but predominately logs.

Eastland has seen huge increases in log exports as a result of the burgeoning forestry regional industry. From 2006 log exports have steadily increased from 390,000 JAS/annum to over 1,750,000 JAS exported in 2011. Over this period Eastland has had to quickly develop its infrastructure to accommodate the needs of its customers. The development of Eastland Port is a continual port project. Eastland is set to export over 2,000,000 JAS this calendar year and needs to work towards accommodating over 3,500,000 JAS/annum forecast by 2025.

Like many other ports, Eastland is a space constrained port consisting of 11.5 hectares on port with 9.5 hectares of storage, as well as a further 2.8 hectares of offsite storage at a satellite storage yard. Collectively these areas have a capacity for over 125,000 JAS.

As with many ports, land use patterns evolve over a long period of time as trade develops, often with little consideration for the long term impact of ineffi cient layout. A focus to reverse this has seen Eastland purchase back a number of historic third party leases and buildings, to allow the development of land and buildings which were previously under-utilised and ineffi cient within the port footprint. This in turn has allowed Eastland

Above: Eastland Port with the beautiful city of Gisborne in the background

LOCATED at Bluff, and operating 24 hours a day, South Port takes pride

in its ability to manage a diverse range of cargoes. These include bulk, break bulk and project cargoes. In addition the Company operates a container terminal including vanning and devanning operations as well as a full container servicing function.

South Port’s primary assets consist of a 40 hectare man-made Island Harbour where the main port operations take place; a dedicated wharf and causeway servicing Rio Tinto’s New Zealand Aluminium Smelter; a town wharf structure used for servicing the coastal petroleum industry and bunkering vessels.

South Port provides pilotage, towage, berthage and full marine services to international and coastal vessels including the southern fi shing fl eet. The characteristics of the Island Harbour provide a high standard of security and South Port also complies with the International Ship and Port Facility Security Code (ISPS) requirements under the Maritime Security Act.

During a period in which several signifi cant world markets continued to come under economic pressure, South Port recently posted another strong trading result. The reported after tax profi t

South Port NZ Ltd Takes Pride in its Ability to Manage a Diverse Range of Cargoes

Eastland Port - Delivering Infrastrucuture and Services in a Timely and Cost Effective Manner

the freedom to begin to design and develop the port layout with a view to future growth and effi ciencies.

Throughout the landscape of the port the most visual of these developments is the construction of the port by-pass road which was completed in 2008. Rakaiatane Road is crucial to the future development plans of Eastland and forms an extension to an existing road which runs behind Eastland’s Inner Harbour & Marina area, hugging

Kaiti Hill before joining with the existing Kaiti Beach Road. Most importantly, this development incorporates an underpass which allows Eastland to link its Upper Log Yard to the wharf face negating the need to cross any public roads with laden trucks. This allows the use of off highway trucks meaning greater load out rates per truck movement. The other major advantage of the project is the removal of all heavy traffi c from the developing Inner Harbour & Marina area.

Currently the Southern Log Yard is undergoing a full asphalt pavement and stormwater system development. Starting in 2011, the fi nal stage of the project is set place over the upcoming summer months due for completion by May 2013. This project has already made a signifi cant difference to the storage in the yard, lifting capacity in the order of 25-30%. Following completion of this project the Upper Log Yard will be redeveloped similarly.

While storage constraints are a focus currently, Eastland’s next developments will soon focus around berthing expansion of capacity for vessels. With a view to the future, the purchase of a more powerful replacement tug boat is currently under investigation with the aim to accommodate the berthing of larger vessels and further increase the effi ciency of current berthing locations. Other benefi ts include the increased safety margin and

berthing window for manoeuvring vessels within Eastland’s surge port.

As well as developments for our export trading customers Eastland is investing to ensure our community stakeholders are accommodated for as well.

A refurbishment is underway to the three wharves that make up the Inner Harbor & Marina area which is over 85 years old. Nearly half the wharf frames have been repaired with an associated cost to date of $1mil. The balance of the repair work to complete the project is due to start in November 2012. The remaining berthing wharves are also due for upgrades after Inner Harbour & Marina area has been completed.

Eastland is working collaboratively with the local Council on a joint venture to provide the Tairawhiti Navigations Project, which consists of walkway along the top of Eastland’s river diversion wall between the Turanganui River, and Inner Harbour and turning basin, and showcases the heritage of the port area which includes the landings of some of the fi rst Maori arrivals aboard the Te Ikaroa-a-Rauru and Horouta waka, as well as the fi rst European steps ashore by Capt. James Cook’s Endeavour. The wall built to prevent silts from the river entering the harbor is currently due for large scale refurbishment works which provides the opportunity to undertake a project that can offer real benefi t to the community. It will increase the visual amenity of the port area and provide a safe pedestrian link to our inner harbor precinct, river, and beachfront.

The shape of the operational port area and its proximity to residential and commercial areas also creates a number of interesting challenges in terms of the layout and catering for increasing traffi c volumes.

All of these works have required detailed and iterative design process – predominantly with regard to their location due to the constrained foot print and the unique shape of Eastland hugging halve the circumference of Kaiti Hill. The involvement of key stakeholders, both customers and service providers, has been central to this process.

It is this approach that Eastland has adopted across its business to ensure it is delivering infrastructure and services in a timely and cost effective manner, with direct alignment to customer requirements. Eastland is driven to make sure we are in fact, delivering fi t for purpose infrastructure for the regions industries and community now, and into the future.

of $5.99 million (2011 – 6.26 million) included a one-off tax-paid adjustment of $270,000 from the gain on sale of a surplus mobile harbour crane.

The 2012 fi nancial year delivered a mix of volume gains and losses across a range of sectors. Fortunately for South Port overall gains outweighed losses and the Port recorded a record tonnage of 2.69 million tonnes. The previous record of 2.64 million tonnes was recorded in the prior

fi nancial year. Products that performed well over the past 12 months include; petroleum, stock food, sawn timber and woodchips. However noticeable declines were evident in logs and NZAS imported materials (compared to the 2011/12 fi nancial year). Containerised volumes remained steady over the past fi nancial year with over 32,000 TEU handled at the Port. Commodities that experienced growth in the containerised sector included; stockfood,

sawn timber and meat by-products, whereas small declines where evidenced across aluminium, fi sh and dairy products.

During September this year South Port recently purchased a competitor cold storage facility based at Foreshore Road in Bluff. A long term lease of the premises was executed and now South Port is currently integrating this site with the already well established cold storage facilities on the Island Harbour. This brings the total cold storage capacity to in excess 16,000 metric tonnes of product storage (previously 8,700 metric tonnes) with the main commodities handled including, meat, fi sh and pet food. This purchase has resulted in the Port increasing its current staffi ng levels by 16 taking the total to 82 full time equivalents.

With further growth anticipated in the region, South Port has committed to constructing a new dry warehouse on the Island Harbour. The preparation of the land has just started (in October) with completion due in March 2013. The warehouse will be 5,900m2 in size with load bearing walls to assist with volume utilisation. This will increase the total dry storage warehousing on port to 33,300m2. The location of this construction is towards the western end of the Island Harbour, leaving approximately 8 hectares available for future developments.


PORTS of Auckland (POAL) continue to forge ahead on a number of

portside projects in New Zealand to cater for increased growth. The company has completed construction of the new mooring dolphin to extend the northern (outer) Fergussen berth in Auckland by 50 metres. Currently, the berth itself is being deepened to 13.5 metres below chart datum and the work is well advanced.

Stabilisation of the reclamation bund beneath the existing wharf structure is complete and dredging commenced in September earlier this year.

There’s no doubt that 2012 has been an extremely busy year for POAL with work on the Ferguson North Project Stage 2 continuing throughout the year. This particular exercise is a reclamation project as part of the consent gained in 2003 to expand Fergusson container terminal.

The reclamation uses material recycled from our deepening project as well as material from other waterfront partners, such as Waterfront Auckland’s Westhaven Marina maintenance dredging as well as viaduct harbour dredging and other sources which would normally be dumped in landfi ll or at sea.

Auckland’s Port is already capable of accommodating the largest ships expected to visit New Zealand in the foreseeable future and the completion of these projects will serve to future-proof POAL capacity.

POAL also have consent to build a third berth on the north side of Fergusson container terminal. This project is not needed immediately and has no start date as yet but it can move forward when required. The main focus for the company is increasing

capacity to improve the productivity of POAL’s existing operation. Strategically, it will enable POAL to achieve a greater throughput on existing landholding.Supply chain effi ciency a winner with PortConnect

The two largest container terminal operators in New Zealand, Port of Tauranga Ltd and Ports of Auckland Ltd have launched a single container management portal called ‘PortConnect’.

“With this project, we have buried our historical differences to work collaboratively whilst still remaining fi ercely competitive,” Ports of Auckland Chief Executive Tony Gibson said.

Port of Tauranga Chief Executive Mark Cairns echoed Mr. Gibson’s sentiment.

“This is the fi rst project of its kind in New Zealand and it is only fi tting that the two largest ports in the country work together to provide leadership in the industry,” he said.

PortConnect provides a single ‘port of call’ for shipping companies, transporters, importers, exporters and regulatory authorities for all of their dealings with participating ports.

It will offer the most comprehensive range of container management tools and instant access to a central repository of containerised cargo information.

To date, both ports have individual cargo management systems; InterACT and Cargo Connect. These have provided a platform for effi ciency gains through increasing the ability for customers to transact electronically, and thus automate port processes.

However, according to Tony Gibson, “Developing and maintaining separate cargo management

Ports of Auckland Expands Terminals

Above: The mudcrete operation at work on the Fergusson North Stage 2 project

Above: The dolphin under construction

HERON Construction Company’s contract to deepen and lengthen a berth

pocket at the Fergusson Container Terminal in the Port of Auckland moved into a crucial stage recently as the stabilisation of wharf’s armour wall was completed and dredging began.

Heron Construction’s Contract Manager Greg Kroef said that his company was a specialist in dredging and marine construction and had been involved in various projects at the Port of Auckland since 2004. Works conducted include maintenance dredging, stabilising the marine sediment obtained from that operation and using it to reclaim additional land for the storage of containers at the terminal.

The project to lengthen and deepen a berth at the container terminal is aimed at providing Auckland with the capability of accommodating two large container vessels simultaneously.

“The work was divided into phases. First we fl ushed out the mud that had collected between the armour rock and replaced it with cement to strengthen the structure then we excavated the toe of the armour wall, and fi nally placed cement-stabilised marine sediment (mudcrete) at the toe of the armour wall.”

Mr Kroef said that a major challenge for this operation was ensuring that normal shipping movements were not interrupted. With the armour wall strengthened and toe constructed, the team are now deepening the berth using a barge-mounted backhoe dredger.

The use of modern GPS technology and the Seatools Dredge Monitor System, helps the dredger operator to determine the exact contours of the berth fl oor and the areas to dredge. The clay-

like spoil excavated from the berth fl oor is taken ashore, stabilised with cement and used in the area being reclaimed for the terminal.

The berth can currently accommodate vessels of 12.2m in draft. With the completion of this project, at the end of 2012, vessels of up to 320m in length and draft of 13.5m can be berthed here.

The Fergusson reclamation has been created solely with the dredgings from within the Ports of Auckland and other sources.

The team working on the project use a backhoe dredger, two hopper barges, a barge-mounted processing plant to stabilise the sediment and a 70-tonne long-reach excavator to place the resulting mudcrete in the reclamation area, also guided by the Seatools system.

Mr Kroef said that that he was proud that the various contracts his company had with the Port of Auckland had all gone smoothly and that he was grateful to the port authorities for the opportunity to perform such vital work in the port.

In addition to its work in Auckland, Heron Construction Company has completed many other projects across the region including major works in the Hunter River in Newcastle, Australia. The fi rst was for Thiess Services and BHP Billiton, involving the removal of 600,000cu.m. of contaminated sediment on the Hunter River Remediation Project.

The second project was a major berth extension for Newcastle Coal Infrastructure Group (NCIG) on the Kooragang Coal Loading Terminal and involved the dredging of more 800,000m3 of sands, silts and rock. Heron’s backhoe dredge Machiavelli, which has a strength of up to 45MPA, was used to successfully remove this rock!

Berth pocket excavation begins in the Port of Auckland

systems to perform the same tasks, is a huge waste of resources for both ports.”

PortConnect serves to standardise the tools and mechanisms by which customers and users can access or deliver information to the various ports, while maintaining confi dentiality of the information.

Security and confi dentiality of data has been a key driver and a lot of time has been invested in putting up walls to ensure this is maintained. Databases will remain confi dential and all transactions will occur directly between the user and the port, as they do today.

According to Mark Cairns, “Confi dentiality of customer information has been a crucial element throughout the product development process. PortConnect effectively shaves cost from the supply chain making it leaner and more effi cient.”

Tony Gibson agreed saying, “By embracing technology there is enormous potential to be captured particularly as we refi ne and build on the capabilities of the PortConnect initiative.”

PortConnect has been in operation since last

September and it is available to the shipping community. The site is now expected to be embraced by other New Zealand ports.General Manager of Port Infrastructure retires after 28 years Ben Chrystall, General Manager Port Infrastructure has decided to call it a day and has retired after 28 years of service. Ben has had a long and distinguished career with Ports of Auckland and is regarded highly by his colleagues at POAL. Ben has managed its property portfolio and infrastructure development in a most capable and professional manner.

Ben offi cially left his post at the end of October having fi nalised some key projects but will still be connected to POAL on a consulting basis until April 2013. Alistair Kirk has now moved into the Port Infrastructure, General Manager’s chair.

In a good sign of the future, Ports of Auckland is expecting another bumper cruise season, with 101 ship calls planned. This is an increase over the previous season which had 97 calls, boosted by the Rugby World Cup.


www.austportsnews.com.au

Independent marine fender tests reveal risks of recycled over virgin rubber

IN THE marine fender industry, there has been very little evidence – to date – to

substantiate the benefi ts of using virgin over recycled rubber. Indeed, given the rising cost of natural rubber, there is an unhealthy and growing trend towards procuring low cost, recycled alternatives.

The performance benefi ts of using natural rubber are clear, but it is arguable whether port owners, operators and consults are fully aware of the pitfalls of: a) putting their trust in cheaper options and b) taking PIANC type approval for the product at face value.

PIANC’s 2002 ‘Guidelines for the design of fender systems’, are intended to ensure that high standards of design and manufacture are maintained. However, the term ‘PIANC certifi cation or ‘type approved’ is misleading because the organisation does not regulate the industry or enforce these standards.

Indeed, we have conducted a series of tests on another supplier’s fenders that have been found to be lower quality and lower performance than claimed. In practice, the materials used to produce them do not meet the standards set out by PIANC’s 2002 guidelines and contain a high percentage of both recycled rubber and fi ller.

In short, because the price of recycled rubber does not vary much over time, this is how some fender traders can undercut the manufacturers using virgin rubber and keep costs stable. On the other hand, reputable manufacturing companies use virgin rubber for its superior performance, and have to allow for the fl uctuating prices of the raw materials.

Putting theory to the test

We have been keen to highlight the issue of low cost procurement and the lower standard products associated with this topic

- Australian Ports News

Richard Hepworth, Business Unit President at Trelleborg Marine Systems, discusses why fenders containing high levels of recycled rubber are a poor substitute for the genuine article.

since we received the results from a recent market study. We thought it was time to put our money where our mouth is and actually demonstrate the differences between high quality and low quality fenders, which are often being represented as one and the same.

To do this, Trelleborg took a fender made from virgin rubber, and compared it to one composed of recycled rubber. The properties of the two differed quite dramatically.

The service life of a fender depends on the mechanical and physical properties of the rubber compound – usually, the higher the properties, the longer the service life. It is generally accepted, and proven, that rubber compounds with a higher percentage of recycled rubber have lower mechanical properties than compounds made with virgin rubber.

Weighting for failure

The cost of fenders is often reduced by using a higher percentage of recycled rubber, and low cost non-reinforcing white fi ller in the formulation. We found that fenders with recycled rubber and fi ller are heavier (and denser) than virgin rubber fenders. This signifi cant weight difference enables a user to spot whether a fender uses low cost recycled materials, or is the genuine article, made with high performance rubber compound, with the benefi ts of long life and superior resilience.

The compression set test measures the ability of the rubber to return to its original state after prolonged compressive stress: the higher the compression set, the shorter the service life of the fenders. The compression set of the recycled rubber fender was higher than that of the virgin rubber: meaning that the low cost option had a longer recovery time following compression.

As demonstrated, manufacturers with in house design and engineering capabilities are able to test their compounds in the laboratory and provide full scale testing on prototypes and fi nished products. It’s therefore imperative that port owners and specifi ers understand the importance of not making procurement decisions purely based on up-front costs. The equipment will need to be replaced earlier, and in the long term, require heavier investment, not to mention the higher risks of failure during service life.

Decision makers should be aware of these key differences and the varying quality on offer when buying on the basis of short term cost savings. There is a need for the whole

industry to come together to discuss changes to a culture that is causing unprecedented levels of downtime and putting ports at risk.

Best on test:virgin versus recycled rubber fenders

Compound test results of Trelleborg fender versus low cost fenders conducted in 3rd party laboratory:Sample:

Collected from fenders delivered to a Trelleborg client (i.e. shared client)

Tests conducted:Physical and chemical analysis, using sophisticated analytical methods.

Property Test method Trelleborg Low cost Comments fender fender

Specifi c gravity BS903 A1 1.15 1.29 Higher value indicated usage of recycle and high density cheap fi ller

Tensile strength BS 903 A2 15.4 9.3 Very low compared to(Mpa) Trelleborg fender

Elongation BS 903 A2 364 278 Very low compared to@ break (%) Trelleborg fender Polymer % ASTM D6370 46 42.6 Higher is better for recovery and properties

Carbon Black % ASTM D6370 33.5 26.9 Higher is better for boosting physical properties

Ash % ASTM D297 3.7 21.5 More than 5% is detrimental to the physical properties i.e. less resilience and elasticity leading to reduced longevity

Caco3 % ASTM D4004 0.49 15.54 More than 2% is used to reduce the cost

The service life of a fender depends on the mechanical

and physical properties of the rubber compound

Decision makers should be aware of these key differences and the varying quality on offer when buying on the basis of short term cost savings


www.trelleborg.com/marine Trelleborg Marine Systems | Takes the pressure off

For day to day quality and reliability choose End to End solutionsYou need to ensure that your marine environment operates effi ciently and safely at all times. Whether you’re looking for the very best in Fender Systems, Offshore Integrated Mooring, Docking and Mooring or Marine Protection – Trelleborg Marine Systems provides true End to End solutions. We ensure quality by carefully controlling the whole process from design and manufacturing including rigorous testing, to installation and maintenance.

To get the full story watch our End to End solutions video at www.youtube.com/trelleborgmarine Or contact Trelleborg now at [email protected]

The Port of Darwin is rapidly developing as a major oil and gas industry hub, and is already the distribution and support destination for most cargoes used in the seas off northern Australia.

Strategically positioned close to important Asia markets and the oil and gas fi elds in the Timor and Arafura Seas, the Port of Darwin is Australia’s only port between Townsville and Fremantle with full access to multi-modal transport services to handle Australia’s growing trade.

The Port’s main East Arm Wharf is the freight terminus of the AustralAsia Railway connecting Adelaide to Darwin. With easy access to major road and air connections, the Wharf is situated within Darwin’s East Arm Logistics Precinct which supports the resources industries.

The Port of Darwin is expanding with the new $110m Marine Supply Base being built at East Arm Wharf and the massive $34 billion Inpex Ichthys facility now under construction at Blaydin Point, the second LNG plant to be located in Darwin harbour.

The Inpex Ichthys LNG project will bring a substantial increase in cargo traffi c over East Arm Wharf. In the early stages this includes accommodation units for the Worker’s Village at Berry Springs, building materials for the construction phase of the LNG plant at Blaydin Point and large pipes needed for laying the underwater pipeline from the Port to the offshore gas fi eld.

Darwin Port Corporation CEO Terry O’Connor says the Corporation has successfully managed

rapid and signifi cant changes to infrastructure, trade and corporate strategies in order to provide superior services and additional capabilities to its diverse customers and stakeholders.

“Planning for ongoing growth is well in place with the East Arm Wharf Facilities Masterplan 2030 which lays out an extensive, 20 year land-use strategy for the development of East Arm Wharf and adjacent areas.

“This includes the reclamation of Pond F on East Arm Wharf to create an additional 2.8 hectares of hard stand area to handle additional export and projects cargo.

“We have already increased services with the addition of a new Pilot Vessel and are now implementing a new Vessel Traffi c Management System to ensure maximum safety and effi ciency.

“Leading edge harbour management technology and systems will ensure harbour safety, improve environmental sustainability and extend our ability to handle increased vessel movements and also our capability to support major projects and a growing Defence presence.

“As well as its location the Port of Darwin has many compelling advantages which make it a refreshing alternative to other often overcrowded ports.

“These include over 750 metres of continuous deepwater quay line, the fl exibility to cater for multiple users from bulk liquids to live cattle and containers with shorter berthing times and one of Australia’s largest natural deep water harbours, with room to grow to handle more traffi c and

Port of Darwin – Australia’s Northern Gateway of Choice

Above: Loading export ore at East Arm Wharf bulk loading facility

Above: Oil and gas platform supply vessel at East Arm Wharf

THE PORT OF DARWIN is currently experiencing a period of exciting growth. The Darwin Port Corporation is working hard to capitalise on identifi ed opportunities to ensure it is

positioned to deliver on the demands of the many trade sectors, support major projects and further develop the Port of Darwin’s infrastructure and capacity for a sustainable future.

Designers and builders ofstate of the art pilot boats

for over 100 years

www.wrightsons.com.au

• Pilot boat designs from 11 to 18 metres

• Safe – Reliable – Quiet – Selfrigh�ng

• Excellent Seakeeping

Norman R. Wright & Sons(Qld) Pty Ltd

19 Byron St, Bulimba, Brisbane QLD 4171Email: [email protected]

Phone: (07) 3399 3911

THE Port of Darwin recently took delivery of a spanking new 14.2m pilot boat, the

Lamaroo, which was built for Darwin Port Corporation by Norman R. Wright & Sons in Brisbane.

Lamaroo represents the current state-of-the-art in pilot boats and is the result of the company’s more 100 years of experience in building all sorts of commercial and pleasure boats. Boat builder Bill Wright says that there can be few fi rms around with more experience and knowhow in the very specialised fi eld of producing pilot boats that are exactly fi t for purpose.

He recalls that he has built 28 pilot boats in his career and he believes that his father and grandfather before him would each have built numbers in their time, going back to the company’s foundation in 1909.

“We have delivered pilot boats and other craft to a wide variety of customers across the entire Asia Pacifi c region and we have kept on getting work because of the excellence of our product and because we are a one-stop shop, able to design, tank test, build, trial and commission a product that suits customers’ needs perfectly,” said Mr Wright.

Lamaroo is powered by a 610hp Cummins QSM11 diesel engine which drives her comfortably through the water at a standard operating speed of

22 knots, with adequate power held in reserve for emergencies.

The vessel is designed to be extremely operator-friendly with a superstructure that is resilient-mounted to the hull to reduce noise levels to a comfortable 68db at 22 knots. Mr Wright says that the company’s last four pilot boats have been as quiet.

Safety was of paramount importance in Lamaroo’s design and she is only the second Wright pilot boat to have been surveyed in compliance with AMSA M054/5 in advance of legislation which will make this mandatory for new pilot boats in 2013.

The vessel is also one of the fi rst few of the company’s boats designed to be self-righting in the event she capsizes. This feature was introduced in response to the potentially dangerous conditions which could be experienced by Brisbane pilots off Mooloolaba in cyclonic conditions.

Lamaroo was delivered to Darwin by ship and was commissioned and trialled in the harbour there by a team from Norman R. Wright & Sons led by Mr Wright which included engineers, electricians and electronics specialists.

The company has produced many vessels over the years including 12 of Brisbane’s iconic City Cat passenger ferries, a number of ferries in Sydney harbour and many others, including pilot boats, around the region.

A new pilot boat delivered to the Port of Darwin

trade. “There is also a dedicated bulk materials

handling facility with a 2,000 tph ship loader and a 1,500 tph rail dump,” Terry O’Connor said.

Darwin continues to grow as a cruiseship destination and the Port of Darwin’s Fort Hill berth is one of the few facilities in Australia able to receive mega liners including the Queen Mary 2 at its dedicated cruiseship terminal, just minutes from the city.

The ability of the Port of Darwin to service and supply the growing needs of Australian trade and the resources industry ensures its position as the port of choice and a key player in the economic development of the Northern Territory and Australia.

14m pilot boat for Australian Reef Pilots launched earlier this year


131 MLAFor more information

www.mlaholdings.com.au

Leaders in Container Handling

Fitted with an advanced high-torque, fuel effi cient diesel engine and four-speed powershift automatic transmission, the powerful Vulcan gantry trucks are constructed to undertake sustained heavy-duty container handling tasks in their stride year after year. The 20’ to 40’ extension telescopic spreader with outreach, sideshift and slope/pile provides the versatility to handle every type of container.

There are a number of state of the art features on the C400/5 Container handler that make it one of the best yet. These features are;

- Safety:The Vulcan C400/5 Container handler comes with sensors in the lift system to prevent damage to the containers and spreader by cutting out lowering functions when the toplift is seated. Another premier safety feature is the walk around cabin which allows for safer emergency egress and easier cleaning of the external cabin. The truck also comes with an ‘automatic park brake on’ feature which means that when the operator approaches the container and stops, the park brake will automatically engage, to prevent rolling while the operator his handling the container. The truck also has a wide stance mast to allow for greater visibility while manoeuvring.

- Performance:The combination of a powerful, low revving- high torque engine, matched with an electrically controlled 4 speed transmission, and a multi- pump hydraulic system, ensures a highly effi cient use of energy with optimised

speed of operation and minimal wear on hydraulic components for extended working life. The C400/5 also has a proportional control joystick, automatically increasing engine speed when required.

- Comfort:The Vulcan C400/5 comes with a spacious, cushioned cab, comfort class seat and integrated pilot line‘ control joystick, along with effortless hydrostatic power steering and compact steering wheel to create an intuitive, fatigue- free working environment. The truck also features a separate cold air conditioning system, and a separate cabin heater.

- Productivity:The elevated central positioning of the operator’s cabin optimises visibility through the mast when travelling and to the load handler during operations. This is achieved through the 15 degree tilting cabin to make it easier for the operator to view from a height. The C400/5 can also stack 9 feet 6“ boxes weighing 40 tons and is also capable of lift speeds of 0.4 meters per second unladen and 0.25 meters per second laden.

- Reliability:The high performance of the Vulcan Laden Container Handler is matched by the robustness of its construction. The high quality, heavy duty drive line components are designed to ensure maximum performance and durability. Heavy duty main structural elements provide stress relief via the load bearing areas, therefore ensuring lifelong product intergrity.

Above: The Vulcan C400/5

Larger than life Vulcan C400/5 Container HandlerTHE VULCAN C400/5 brings a new dimension to the effi cient handling of laden ISO

containers for up to fi ve high stacking in container terminals. With its ultra-wide mast, panoramic view of the load and elevated, superbly spacious and comfortable cabin, featuring large window areas for a high level of visibility and an intuitive and highly functional control layout, the operator’s working environment is like no other.


RECENTLY I released the nation’s fi rst ever National Land Freight

Strategy, a long term blueprint for a streamlined, integrated and multimodal transport system capable of moving goods into and out of major ports and around our country quickly, reliably and at the lowest cost.

Developed by Infrastructure Australia with extensive input from the National Transport Commission, industry as well as state and territory authorities, it will now be up to the nation’s Infrastructure and Transport Ministers to work together to develop an action plan for turning the Strategy’s vision into a reality.

Our freight and logistics network is the lifeblood of the Australian economy. But at present it is struggling to cope with the existing demands being placed on it, let alone the doubling in freight volumes expected between now and 2030.

Release of the Strategy gives us a unique opportunity to fi x the regulatory and infrastructure failures which have to some extent held our miners, manufacturers and farmers back and cost the Australian economy tens of billions of dollars in lost �export earnings.

Quite simply our aim is to build and maintain a modern, well-planned, effi cient and safe freight and logistics network that supports rather than hinders Australia’s future economic development.

The Strategy is underpinned be a number of key principles: 1.One national, integrated network: Replacing fragmented, ad hoc decision-making with a proper, long term planning approach that identifi es the existing and yet-to-be built roads, rail lines, intermodals, ports and airports which together form a workable, truly national freight network. This process would endeavour to protect current and future transport corridors and other strategic pieces of land from urban encroachment.

2.Better use of our existing infrastructure: Over the long term it will be far smarter and cheaper to get the most out of our existing infrastructure than to always build anew.

In practice this could mean fi tting new technology to improve traffi c fl ows along major motorways, using higher productivity vehicles, creating dedicated freight routes and separating passenger trains from freight trains. 3.Fairer, more sustainable fi nancing

A Roadmap to Higher Productivity and Greater Prosperity

Anthony Albanese MPFederal Infrastructure and

Transport Minister

arrangements: While in recent years there’s been a surge in spending on the nation’s roads (up 50 per cent), railways (up 118 per cent) and ports (up 305 per cent), building and maintaining a network fi t for purpose requires mechanisms for ensuring the right investment occurs in the right place at the right time.

Together with the National Ports Strategy – which all the State and Territory Governments have now signed up to – the National Land Freight Strategy provides the roadmap our nation needs in order to lift productivity and stay internationally competitive.

As well as planning for the future, Federal Labor is also tending to the nation’s immediate infrastructure needs with our massive $36 billion Nation Building Program which amongst other things is rebuilding more than a third of the Interstate Rail Freight Network.

In the globalised world of the 21st Century, the prices consumers pay, the profi ts businesses make and the export income Australia earns will more than ever depend on having better, less congested roads, faster, more reliable railways and modern, effi cient sea and air ports.

And unlike our predecessors, Federal Labor knows governments have a role in making sure this happens. Indeed, our future prosperity depends on it.

REGIONAL freight services received a big boost recently with the

opening of a new multi-million-dollar freight terminal in western Victoria.

Deputy Premier and Minister for Regional and Rural Development Peter Ryan was in Dooen, near Horsham, to celebrate the completion of the $17.5 million Wimmera Intermodal Freight Terminal, an important new regional asset which will deliver signifi cant benefi ts to local industries.

“This much-anticipated development will provide a central location for specialist grain handling and vastly improved access to ports and processing plants,” Mr Ryan said.

“It will also overcome the constraints that have existed with the ageing terminal in the middle of Horsham and pave the way for even better infrastructure to support the movement of containerised exports and bulk grain through a bulk loading facility also to be built at the site.”

“We’re improving the productive potential of regional Victoria by strengthening regional industries, investing in regional infrastructure and services, and creating new regional job opportunities.”

The new facility was jointly funded by the Victorian Coalition Government ($9.3 million), local councils ($1 million), the private sector ($660,000) and the Federal Labor Government ($6.5 million).

Federal Infrastructure and Transport Minister Anthony Albanese said the modernisation of the Interstate Rail Network was central to Federal Labor’s broader efforts to lift productivity, curb harmful carbon emissions and take the pressure off the nation’s highways.

“All up, we’ve increased investment in this vital piece of national infrastructure to an

More Grain on Trains for Wimmera Mallee Region

Deputy Premier and Minister for Regional and Rural Development Peter Ryan

unprecedented $3.4 billion over six years, which is more than double what our predecessors spent over a similar period of time,” said Mr Albanese.

“But modern, reliable infrastructure will not be enough to fully restore rail’s competitiveness. It also needs to be better integrated with other modes of transport, namely the nation’s roads and ports.

“That’s why nationwide we’re investing $118 million in a series of strategically located intermodal facilities, including here in western Victoria, to better support our industries and exporters.”

Within fi ve to six years it’s expected the new facility will be able to process up to 18,600 containers – more than twice the capacity of the existing Horsham facility.

NEWCASTLE Port Corporation will be one of a number of

maritime related organisations focussing on the welfare of seafarers in the Port of Newcastle.

CEO, Gary Webb, said the Newcastle Port Corporation is offering assistance to both the Australian Maritime Safety Authority (AMSA) and the International Transport Workers’ Federation (ITF) during inspection of ships in the port.

“Newcastle Port Corporation has been

invited to participate in the initiative which will reinforce the Corporation’s efforts over many years in supporting seafarers when they visit the port,” said Mr Webb.

“The ITF is planning to inspect a number of ships in port with a specifi c focus on the ‘welfare, safety and dignity’ of seafarers.

“AMSA will be liaising with all parties and also will be undertaking a number of the ship inspections.

“This will enable an exchange of information and enable Newcastle Port Corporation to assist the ITF in facilitating discussions directly with

ship owners.‘The co-operation also will be benefi cial in

two areas. ‘It will assist AMSA’s Port State Control, a

mechanism where port States verify vessels are compliant about safety of the ship, its crew or the marine environment whilst in their waters.

“In the second area, it will provide valuable experience for AMSA inspectors who will be involved in the implementation of the Maritime Labour Convention which provides comprehensive rights and protection at work for the world’s 1.2 million seafarers.

Mr Webb addressed a seminar on Monday (12 Nov) which outlined the inspections but also Newcastle Port Corporation’s support of seafarers visiting the Port of Newcastle.

“Newcastle Port Corporation is a strong supporter of the seafarer welfare groups Mission to Seafarers and Apostle of the Sea (Stella Maris) based at Wickham,” said Gary.

“The Corporation is also a member of the Board of Newcastle Seafarers’ Centre Limited which is planning to build a world class seafarers centre on Kooragang Island.”

Port of Newcastle Focusses on Care of Seafarers


MARK BODGER has a unique talent; in fact he is one of a kind. Mark is the

only safety specialist in Victoria qualifi ed to conduct both CraneSafe ‘Green Sticker’ inspections and perform certifi ed Non-destructive Testing on plant and equipment, particularly cranes of all shapes and sizes. It’s a highly defi ned skill that sees him in demand not only in Victoria but across the country.

Mark Bodger is somewhat of a lone ranger in this fi eld and his expertise is well honed by years of frontline service. Following 21 years in the Australian Army, Mark was recruited by the Department of Defence and worked as the Senior Technical Adviser overseeing the safety and reliability of around 2,500 cranes, rough terrain container reach stackers, telescopic handlers, forklifts and other mobile plant equipment.

His duties took him all over the world inspecting new equipment designed for military use in all kinds of environments. It was the sort of experience that money just can’t buy and when he returned to civilian life Mark was fully prepared and cognisant of the potential failings of cranes and other equipment which could lead to issues of workplace safety.

According to Mark, in terms of OH&S on any construction site, wharf or warehouse it is a key safety ingredient.

“The Crane Industry Council of Australia’s (CICA) CraneSafe inspection program is self-regulated and it’s important that all involved in that industry set an example so that self-regulation of plant and equipment remains a proven factor in terms of workplace safety. In turn a safe machine is an effi cient one so in the longer term there are savings that can be made through early recognition of potential equipment problems and therefore minimising equipment downtime.”

His company, Mobile Plant Safety Services Pty Ltd provides a one stop shop approach to plant and equipment safety services and he is fully endorsed by Crane Safe as well as being AINDT certifi ed for non-destructive testing.

Mark’s service is particularly relevant for Port Authorities where cranes and lifting equipment perform a critical role on the dock side and in storage facilities.

CraneSafe’s assessment provides all mobile plant, owners or operators with a common independent, third party safety assessment process to meet Australian standards and relevant State OH&S obligations. ‘Green Sticker’ approval is accepted by all major contractors, the CMFEU, mining companies and by Worksafe Australia.

To fi nd out more about Mark Bodger and his range of services call 1800 647 227 or visit; www.mpsafetyservices.com.au

This Plant Safety Specialist is a Rare Breed

THE development of Brisbane’s port took another major step

forward recently with the arrival of two mammoth quay cranes for the Hutchison Port Holdings’ new terminal Brisbane Container Terminals (BCT).

Standing up 109 metres high and weighing over 850 tonnes each, the cranes are capable of reaching across ships 18 containers wide.

BCT is on target to start initial operations by the end of the year; marking the entry of Hutchison Port Holdings (HPH), the world’s leading port investor, developer and operator, into the Australian market. In 2011, HPH handled some 13 per cent of the world’s container traffi c.

BCT, Chief Executive, Dr Stephen Gumley, said that the arrival of the cranes was evidence of Hutchison’s commitment to the Australian ports industry.

“HPH is investing more than $250 million in the development of the new container terminal in Brisbane,” Dr Gumley said.

“Apart from the new quay cranes, Brisbane will be the fi rst port in Australia to have automated container stacking cranes, which we believe will provide greater effi ciency, security

Cranes Lift Brisbane Port Development

and safety. They will be supported by the award winning terminal operating technology, nGen, which will increase the port’s container handling capacity lift the level of competition and service. This benefi ts both importers and exporters,” Dr Gumley said.

Unloading the ZPMC cranes is expected to take two days, with another four weeks needed for fi nal assembly and commissioning.


TRADE through the Port of Townsville jumped 21 per cent to a new record in

the last fi nancial year.New fi gures reveal more than 12.88 million

tonnes of goods passed over Townsville’s wharves in 2011-2012, up 2.28 million tonnes or 21.54 per cent on the previous corresponding period.

The result represents the highest fi nancial year volume ever traded through the port in its 116-year history and is the third consecutive full-year tonnage record following throughput of 10.25 and 10.6 million tonnes in 2009-2010 and 2010-2011, respectively.

Mineral concentrates and sugar remain the port’s two highest export commodities in the period, accounting for a combined 2.85 million tonnes while general cargo, molasses, and refi ned metals export tonnages also well outpaced budgeted forecasts.

Nickel ore for refi ning at Yabulu led the import commodity charge at 3.97 million tonnes and was supported by promising growth in general cargo and cement trade.

Port of Townsville Limited Chairman Ross Dunning AC said the port community took great pride in the record trade result.

“These fi gures are great news for local, regional, and state economies,” Mr Dunning said.

“Queensland is an export-driven state, and this volume growth shows Townsville’s export chain operating is more productive than ever before.

“The success of the last fi nancial year is particularly pleasing given two of the port’s berths are offl ine as part of the $118 million Townsville Port Inner Harbour Expansion.

“To produce a record trade performance in these circumstances is a credit to our employees, port service providers and customers who keep the economic heart of north Queensland beating.”

Mr Dunning said the 2011-2012 fi nancial year

welcomed the commencement of several new trades that had further enhanced Townsville’s status as Australia’s most diverse regional port.

More than 680,000 tonnes of new magnetite concentrate trade from Xstrata’s Earnest Henry Mine and some 320,000 tonnes in plantation pine from Ingham and Cardwell was exported during the period.

Mr Dunning said the port was continuing to actively work with customers to invest in the Port of Townsville’s capacity to deliver product to market.

“CSIRO modelling recently determined total per annum throughput for Townsville of about 16 million tonnes at optimum berth utilisation,” he said.

“And when you consider the trajectory of trade over the recent past it is clear we are fast converging on that optimum.

“That is why we are working hard to improve the effi ciency of use of existing facilities but also deliver new infrastructure to ensure prospective cargoes remain able to access capacity through the port.”

DUST management at the Port Hedland Port Authority (PHPA) has improved signifi cantly following the introduction of improved practices to meet the

interests of the community and environment.The PHPA has experienced an 85% reduction in its air quality exceedences on the past six

months since enhanced dust management procedures began in January 2012.The PHPA’s Utah Bulk Handling Facility also performed strongly with only one exceedence

reported this year.The recent results demonstrate the PHPA’s commitment to improving the management of

dust in and around the port.The PHPA adheres to a strict environmental license regulated by the Department of

Environment and Conservation (DEC), where it is required to report any exceedences of air quality targets.

Dust monitors are strategically located around the port to track the performance of dust control measures.

PHPA CEO Roger Johnston said the improvements had been achieved through a renewed focus and commitment by staff and port proponents with the community’s interest at the core.

“I am very encouraged by the efforts and results achieved so far and I am committed to continued improvement in this area,” he said.

“The PHPA is determined to meet EPA requirements and the expectations of the community through better management of dust at the port,” said Mr Johnston.

PHPA on Track to Improving Dust Management

Townsville Smashes Trade Records

Above: Port of Townsville Limited Chairman, Ross Dunning AC

EMAIL: [email protected]: www.page-macrae.com.au

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DESPITE the current slowdown in the Australian mining sector, the Port

Hedland Port Authority (PHPA) has broken another record for the largest Dead Weight Tonnage (DWT) vessel at the Port of Port Hedland.

The iron ore carrier, Daniel N, left Port Hedland on 4 October, with a DWT of 297,359 tonnes.

The Japanese built carrier, measuring 327 metres long and 55 metres wide, left for China carrying 239,711 million tonnes of iron ore.

The previous record for the largest DWT

Largest Vessel on Record Sails Through Port Hedland Port

vessel in Port Hedland was the Anangel Haili at 260,723 tonnes in June 2010.

The Port Authority’s CEO Roger Johnston said the latest milestone illustrated the port’s continuing record-breaking performance.

“The sheer size and volume of the Daniel N demonstrates the large trade volumes which continue to be achieved at the port,” said Mr Johnston.

“Once again, the PHPA has continued to establish itself as the world’s largest bulk export port with ongoing unprecedented records,” he said.


australian ports news apn vol. 1 no. 3

Documents

ports news pages

new zealand ports pages

associated news matters

port redevelopment page

port precincts

underway pages

port handling

virgin rubber pages