Saudi Warplanes Destroy Main North Yemen Aid Port in Hodeida
Adding to the humanitarian calamity across Yemen, but felt most strongly in the north of the country, Saudi warplanes on Aug. 18 attacked and destroyed much of the primary humanitarian aid port in Hodeida, the key Red Sea port through which aid to the north arrives.
Yemen has been under naval blockade since March, and traditionally imports 90% of its food by sea. The blockade has limited this to a handful of Saudi-approved aid ships, mostly run by the UN. Even this is going to be impossible in Hodeida now, with the destruction of cranes and warehouses at the port.
Hodeida was the primary port for aid to the capital city of Sanaa, and had become materially the only route for aid into that area after the Saudis destroyed the Sanaa airport to prevent aid flights. With pro-Saudi forces controlling the southern coast, this attack may effectively be part of an effort to “starve out” the rest of the country.
Pakistan’s ship recycling industry is looking at following the lead taken by its neighbours in making the industry safer and greener. Both India and Bangladesh have been looking to clean up their act in the wake of international ship recycling regulation and an increasing awareness by owners that they need to find greener alternatives for recycling their ships amid pressure from NGOs. Now the time has come to improve conditions at the Gaddani shipbreaking yard in Balochsitan, according to experts attending an Islamabad forum convened by the Climate Change Ministry in collaboration with the United Nations Environment Programme (UNEP).
Pakistan’s failure to comply with more stringent shipbreaking standards puts up to 200,000 jobs at risk, the forum was told. There are some 130 yards over 10 km of waterfront at Gaddani, whose combined revenues are around Rs8bn a year. splash247.com/pak...
Ro-ro companies SOL Continent Line and P&O Ferries to establish a new service between Gothenburg and Tilbury and Teesport
A new alternative is now available to Swedish import and export companies seeking to reach the important UK market. Ro-ro companies SOL Continent Line and P&O Ferries have joined forces to establish a new service between the Port of Gothenburg and the British ports of Tilbury and Teesport. The ro-ro companies SOL Continent Line and P&O Ferries have teamed up to create more regular traffic between the Port of Gothenburg and the United Kingdom. This new collaborative venture involves the transshipment of freight at the Belgian port of Zeebrugge, to which both companies have regular direct services. Four SOL Continent Line ships depart each week from the Ro-Ro Terminal at the Port of Gothenburg bound for Zeebrugge. P&O Ferries has daily departures from Zeebrugge to the UK ports of Tilbury and Teesport.
Ports of Auckland to open Bay of Plenty freight hub
Ports of Auckland is opening an intermodal freight hub in Mount Maunganui to provide choice to Bay of Plenty exporters and improved access to overseas markets, the company said in its press release.Ports of Auckland has teamed with transport logistics experts Toll Group and land owner Triton Pacific to build the remaining infrastructure required at the site, and Toll will operate the freight hub on behalf of Ports of Auckland. Toll New Zealand Managing Director, Greg Miller, said Toll was excited to be partnering with Ports of Auckland on the new freight hub in what might turn out be the preferred way to complement existing port capabilities across New Zealand.The freight hub is in Triton Avenue and while 1.4 hectares will be developed initially there is an option to develop further capacity.
Cargill to invest USD 130 million in building grain terminal in Yuzhni port
Ukraine’s Ministry of Infrastructure has signed a memorandum of intention with US agricultural company Cargill to invest USD 130 million in building a grain terminal in one of Ukraine’s largest ports in Yuzhny, Odesa region.
The Memorandum was signed by Cargill CEO Martin Schuldt, chairman of the Administration of Ukraine’s Seaports Andriy Amelin and director of docking company MV Cargo Oleksandr Primak.
According to the agreement, Cargill is obliged to acquire 51% of the terminal to be built by MV Cargo. Before construction starts, Ukraine’s seaports administration have also pledged to dredge the bottom of the port, as part of the deal.
Once built, the terminal will allow Cargill to ship up to 5 million tonnes of grains and other goods per year, increasing this volume by 2-4 million tonnes going forward.
Source: UNIAN news agency (Ukrainian)
Inchcape Shipping Services (ISS) is advising of national strike action by customs staff, potentially affecting Brazilian Ports from 19 August 2015. The ‘standard operation’ strike (minimum permitted numbers of staff on duty) is pay-related and currently has no set end date. ISS Brazil is working to co-ordinate berthing for its clients to avoid the strike and minimise impact where possible. The company will monitor regions affected and keep its clients updated.
Source: Inchcape Shipping Services (ISS)
Since its first edition in 1975, SAIL Amsterdam has grown to become the largest public event in the Netherlands and the largest free nautical event in the world.
Every five years, in excess of 600 ships navigate along the North Sea Canal before mooring in and around the IJhaven in Amsterdam.
The ninth edition of SAIL Amsterdam takes place from August 19 to 23.
SAIL Amsterdam 2015 offers a broad program, catering to both young and old and is the ultimate showcase of Amsterdam’s maritime legacy.
The Sail-in parade will be eight kilometres long, and includes fifty tall ships, and the biggest one in the harbor will be from Windstar.
The organization expects around 2 million visitors at the event.
The first US flagged yacht made her way into Cuban waters since the trade embargo between the two countries were implemented in the 1960’s, when a 78ft Numarine yacht, Still Water, docked in Marina Hemingway near Havana last week. The yacht carried 12 American guests as she crossed the Straits of Florida, having departed from Key West four hours prior
CPA mulls building container terminal in Bay island
A tiny island developed on the Bay of Bengal is believed to be a blessing for the country as construction of a container terminal on it would facilitate arrival of mother vessels in the Chittagong port.
Currently, no mother vessel enters into the Chittagong port mainly due to low draught ranging 8.0-9.0 metres in the Karnaphuli channel.
As a result, mother vessels which usually carry around 10,000 containers release those meant for Bangladesh in Singapore, Port Klang of Malaysia and sometimes in Colombo of Sri Lanka.
And the bulk carriers discharge cargoes at the Kutubdia point with around 14 metres draught. Later small-sized vessels bring the cargoes to the Chittagong port.
Once the terminal is constructed, the cost of doing business, especially external trade, is expected to fall as direct cargo handling from mother or big vessels would save time and money.
However, after development of siltation, a primary investigation was made by the Chittagong Port Authority (CPA).
At 70.8 million tons, Hamburg’s first half seaborne cargo throughput was just below the previous year’s
In the universal port of Hamburg, for the first six months of the year bulk cargo handling at 23.6 million tons was 12.3 percent up on the previous year. First-half container throughput reached 4.5 million TEU (20-ft standard containers), remaining 6.8 percent below the impressive previous year’s total.
On bulk cargo handling, with a dramatic rise of 19 percent it was especially the strong coal and ore imports, totalling 11.5 million tons, which led to grab cargoes powering growth. Coal imports reached 3.8 million tons, producing strong growth of 46.3 percent. Apart from the steelworks of Northern and Eastern Germany, the main customers for coal are industry, and power stations. When running at full capacity, the new Moorburg coal-fired power station in operation in Hamburg since March this year will require up to 4.2 million tons of hard coal annually. Coal imports are unloaded at its own facility. “This volume of coal will enable up to 11 billion kilowatt hours of power to be generated, or almost as much as Hamburg needs in a year. At the same time, the plant produces one-quarter less CO2 than older coal-fired stations, and moreover can be steered so flexibly as to react very effectively to fluctuating power input derived from renewable energy sources,” says Pieter Wasmuth, head of Vattenfall for Hamburg and Northern Germany.
Due to increased grain exports, especially, the suction cargoes segment achieved a particularly good result at 5.3 million tons, up by 22.4 percent. First-half throughput of liquid cargoes at 6.7 million tons was 3.3 percent slightly below the comparable figure last year.
At 876,000 tons, handling of non-containerized general cargo, large plant elements and wheeled cargoes for example, remained 5.8 percent below the previous year’s total. At 4.5 million TEU (20-ft standard containers), container handling in the first six months of the year did not keep pace with the previous year’s strong performance. The 6.8 percent downturn was primarily attributable to weak foreign trade for the port’s two leading partners, China and Russia, for which container traffic totals via Hamburg were distinctly lower than last year’s, for China by 10.9 percent at 1.3 million TEU and for Russia by 35.9 percent at 212,000 TEU.
Since Hamburg with its strong Baltic trades handles an around 6 percentage points higher proportion of transhipment cargo than Antwerp or Rotterdam, the downturn in cargoes to/from China and Russia hit container handling at Germany’s largest universal port especially hard. A large part of the cargo for/from China and Russia is transhipped via Hamburg, being transferred from large containerships on to feederships, or vice versa. “In the first half of 2015 China’s total foreign trade shrank noticeably, by 6.9 percent. The weak trend in foreign trade was especially apparent in exports from China to Europe on account of the costlier yuan. During the first six months of the years the euro was on average 19 percent lower than the yuan, making purchase of Chinese goods costlier for European importers,” explained Axel Mattern, CEO of Port of Hamburg Marketing.
On container traffic with Russia, in addition to the trade sanctions still in force, other factors such as the weak rouble, the fall in the oil price and economic recession have also caused the distinct downturn in container throughput evident in Hamburg. “Goods from abroad are becoming costlier for Russian importers. Willingness to consume or to invest in Russia is noticeably dwindling. The IMF is assuming a 3.4 percent drop in Russian GDP this year. The fact that 32.1 percent fewer containers were handled in the first half of the year in Russia’s Baltic ports than in 2014 serves to underline this description of the current economic situation,” says Ingo Egloff, CEO of Port of Hamburg Marketing.
At the Port of Hamburg’s half-year press conference both Egloff und Mattern emphasized that the weak trend in transhipment throughput with China and Russia could not be offset by the excellent development of continental services with the hinterland. Hamburg’s seaport-hinterland traffic developed extremely well in the first half. “Altogether 2.9 million TEU were transported, an increase of 2.3 percent. That set a new record for land-side container transport. Container transport by rail climbed to 1.2 million TEU. That is an advance of 6.4 percent and clearly shows that rail is capable of above-average growth in container transport,” said Mattern.
The half-year figures show how essential it is to implement the still outstanding dredging of the navigation channel to facilitate improved handling of ultra-large vessels, so that large quantities of transhipment cargo should continue to come to Hamburg, rather than being handled in other ports in the North Range because restrictions on the Elbe limit exploitation of mega-ships’ transport capacities. “Following dredging of the navigation channel, an especially large containership could transport up to 1,800 more loaded containers (TEU) both inbound and outbound. The number of ultra-large containership calls rose again in the first half of 2015. Those with slot capacity of up to 13,999 TEU made 255 calls, or 18 percent more, and ships with over 14,000 TEU, 53 calls, or 96 percent more. The still not implemented dredging of the channel of the Lower and Outer Elbe must not become a competitive handicap for Germany’s largest port. Against the background of new handling capacities in the North Range, we find ourselves engaged in intense competition with such major ports as Rotterdam und Antwerp. At the same time we are seeing that generally sluggish container throughput plus occasional direct services to the Baltic region additionally fuel this competition,” said Mattern.
Employing more than 153,000 people in the Hamburg Metropolitan Region and generating added value of 20.5 billion euros, the Port of Hamburg is also of immense importance for the entire German national economy. To keep the universal port on its growth path, in the opinion of Axel Mattern und Ingo Egloff, apart from the dredging of the Lower and Outer Elbe, adaptation and expansion of access and dispersal corridors for freight transport by rail, truck and inland waterway craft are essential.
For 2015 the Port of Hamburg’s marketing organisation reckons with a further increase in bulk cargo handling and a slight overall downturn in container throughput. By the end of the year, seaborne cargo throughput of 141 million tons, including 9 million TEU, is possible. For this, it is essential that seaborne foreign trade with core markets should become stable.
Source: Port of Hamburg