Port of Rotterdam launches PortXchange

The port’s digital shipping app Pronto will be made available to ports worldwide

The Port of Rotterdam Authority has launched a new company, PortXchange Products BV, to offer the Pronto platform and application to ports around the world over the next few years.

The establishment of a separate company, says the port authority (HbR), will facilitate partnerships with a variety of global players. The first partnerships have already been established with Shell International Trading and Shipping Company Limited and A P Møller-Maersk.

Together with these strategic partners, PortXchange will offer Pronto to several ports outside the Netherlands.

The launch of PortXchange provides a platform to create new strategic partnerships geared towards implementing smart digital solutions like Pronto in ports worldwide with ports, shipping companies and terminals. This in turn contributes to the ambition of Port of Rotterdam to become the world’s smartest port.

"Trust between parties for the free exchange of data is vital to the successful introduction of Pronto in other ports," says HbR. "The establishment of a separate company enables the solution’s neutrality and independence, and improves cooperation between all parties.

PortXchange aims to improve the efficiency of port calls and help clients reduce their emissions, both in the port as well as between ports. The Pronto platform can be used by shipping companies, agents, terminals, port authorities and other nautical service providers, which enables them to optimally plan, execute and monitor all activities during a port call based on the exchange of standardised data. In addition, Pronto enables just-in-time sailing, which helps reduce carbon emissions."

Allard Castelein, CEO of HbR, said: “By making our application available to ports across the world we can optimise the potential of digital solutions. The more ports use smart solutions, the more valuable these become. The establishment of a separate company for Pronto’s global roll out is an excellent example of this approach.”

Source: WorldCargo News

Electric tug for Auckland

Ports of Auckland has ordered the “world’s first full-size, fully electric port tug” from Damen.

Damen will build a fully electric tug for Auckland

Ports of Auckland has placed an order for a new Damen RSD-E Tug 2513 with a 70 tonne bollard pull. The tug, which will be delivered in 2021, will have the same bollard pull as the port’s strongest diesel tug Hauraki, also built by Damen.

The move is a significant step for a New Zealand port, all of which rely on diesel and diesel electric yard equipment for their landside container handling.

Auckland, however, wants to get to zero emissions from its own operations by 2040.

Ports of Auckland CEO Tony Gibson

"In 2016 we set ourselves the goal of being zero emission by 2040," said Tony Gibson, CEO of Ports of Auckland. "We set this goal because we recognise that urgent action is needed on climate change, and we wanted to be part of the solution. However, setting that goal created a tough challenge. We have a lot of heavy equipment, like tugs, and in 2016 there were no zero emission options.”

"When we first looked into buying an electric tug in 2016, there was nothing on the market," said Allan D’Souza, Ports of Auckland’s General Manager Marine, Engineering and General Wharf Operations. "We talked to several manufacturers about building a battery powered tug. They told us we were dreaming. Hybrid tugs were possible, they said, but not battery. No way."

D’Souza and Marine Technical Superintendent Rob Willighagen persevered, and eventually Damen shipyards took up the challenge. "I would like to acknowledge Damen for their work on this project since 2016,” said Gibson. “They have invested a significant amount of time and money to develop this innovative vessel. In the fight against climate change, partnerships are important, and Damen have been a great partner," he added.

Auckland’s electric tug could mark the start of an heightened national focus within New Zealand on marine emissions at its ports. Some ports are planning for shore power, but for now none of the country’s ports are able to connect a vessel to the grid, despite most of its container terminals being located in urban harbours.

The electric tug is the first step in Auckland’s plan to be zero emissions by 2040, and the project highlights that publicly owned ports are willing to invest in clean technology. Auckland Mayor Phil Goff said, "Commissioning the world’s first fully electric large tug represents a strong commitment by Auckland and its port to reducing carbon emissions and achieving our carbon zero target. "It’s great for the environment, reducing pollution in the city centre and cutting back carbon emissions. The life of the tug is around 25 years. By going electric now, we save 25 years of diesel pollution and a net reduction in costs of around $2.5 million because it is so much cheaper to operate.”

The electric tug costs nearly twice as much as a diesel, which is a significant financial hurdle as the port, which has to generate a profit for the city, had to fund the purchase itself without emissions reductions grants and funding that ports elsewhere can access for clean equipment. “However, we are prepared to wear that up-front cost because our commitment to reduce emissions has to be more than just words. Fortunately, the cost of operating an electric tug is less than a third of the cost of running a diesel tug. So while we pay more up front, over the life of the tug we’ll save around $12 million in operating costs, making our electric tug cheaper in the long term," Gibson added.

Matching the bollard pull of the port’s existing diesel tugs will be a challenge. According to Auckland, there is an electric tug under construction for use in Turkey, “but it is small (18.7m), is designed with a conventional twin screw propulsion line (as opposed to the Azimuth propulsion in the RSD-E 2513) and will work in a very narrow and tight environment”. Nevertheless Auckland is confident Daman can deliver an electric vessel that matches the duty cycle of its diesel tug Hauraki.

Auckland wants the new electric tug to match the performance of its diesel vessel Hauraki.

“Our new e-tug will be able to do three to four shipping moves on a full charge, or around three to four hours work (one shipping move takes an hour on average). A fast charge will take about two hours. This is just what we need,” said Gibson.”

The electric tug will have two 1000kW back-up diesel generator sets (IMO Tier 3 compliant) onboard to provide sufficient power for a 40-tonne bollard pull in the event of a power failure or the need for longer operation. The port stressed that this should only be required in an emergency or unusual situation once or twice a year.

Source: WorldCargo News

Tariffs start to bite in the pacific northwest

Terminal 18 in Seattle has abandoned night gates as export container volumes plummet.

The Northwest Seaport Alliance (NWSA) is planning to suspend the night gate funding scheme at Terminal 18 in Seattle after SSA Terminals stopped running the service in response to falling demand.

Truck turn times are closely watched at US West Coast ports, where terminal operators regularly come under pressure to extend gate hours in peak periods. Predicting demand for off-peak gate hours is, however, a difficult process.

The NWSA notes that in peak season planing for 2019, BCOs representing both importers and exporters forecasted 3-5% growth in box volume for the upcoming peak season and “insisted on extended service hours at the international container terminal gates to ensure smooth, reliable service to the trucking community”

Off-peak shifts are expensive, and terminal operators typically request financial assistance from their port authority, or through an emissions reduction scheme, to operate extended hours. For Tacoma and Seattle the NWSA runs a “Gate Efficiency Program (GEP)” that provides up to US$2M to offset some of the cost of extended gate hours.

For 2019 SSAT Terminal 18 and Everport enrolled in the programme, but SSAT has now ceased operating night gates and wants to exit the GEP. A report to the NWSA stated: “Although volumes were anticipated to grow during the peak shipping season the ongoing tariff situation has impacted international trade. Year-over-year (YOY) loaded container volumes have declined in June and continue in July. Washington exports have been the hardest hit by the tariff battle. Full international exports declined YOY by 12.5% in June 2019 as compared to June 2018”.

The night gate operations at T-18 have been worse affected by the decline. “During the first three weeks of the programme daily gate transactions have averaged 116 during the off-hour gates. In comparison, an average of 3,500 transactions occurred each day on the regular day shift. Only 3.2% of the total daily transactions are occurring on the nightside. What is even more troubling is that of the 116 average night gate transactions, only 25% of those are full export loads, whilst the remaining 75% are empties. The night gates are wildly underutilised and are not being supported by the industry,” the NWSA report stated.

In response to the situation NWSA staff are seeking approval from the joint commission that manages the NWSA to suspend the night gate funding scheme at Terminal 18 until volume improves.

Source: WorldCargo News