Green light for new Southampton berth


2


Southampton port received Marine Management Organisation consent for its new berth on 30 April. The scheme is now subject to a three- month judicial review – standard procedure with major applications – but it does mean that there is now a date when work is likely to be able to start, said head of commercial at DP World Southampton, Aart Lambers. Assuming a favourable outcome, that would allow work to start at the end of the salmon spawning season in September with completion of the facility at the end of 2013 or early 2014, he told FBJ. The new 201 and 202 berths,


which will be built by landlords ABP, would occupy a currently unused quayside at right-angles to the existing terminal, would be 550 metres long and would be dredged to 16m. The port would also buy four new cranes and there would be the option of moving up to two cranes from the existing berth.


No new terminal area is being


created, “but it will allow us to handle more of the bigger ships,” Aart Lambers explained. It would also increase the maximum size of ship that could be handled from the present 14,000teu or so. Managing director, DP World


Southampton, Chris Lewis added: “This is fantastic news for Southampton and for our customers. The berth redevelopment will help to ensure that the port remains globally competitive and successful by being able to handle the largest container vessels afloat. “Having this enhanced


infrastructure capability is vital and underscores Southampton’s position as the first and last deep-sea port of call in Northern Europe for the Far East liner services, with its sheltered location, unique double high tide, first-class road and rail distribution links to the Midlands and market- leading service and productivity.”


Southampton is served by CMA


CGM and will not be affected by that line’s alliance with MSC – CMA will continue to call in Southampton and MSC in Felixstowe. But another new alliance by MSC has brought in a new customer – UASC. The other major user of


Southampton is the G6 Alliance – both of whose constituents were already serving Southampton as their UK call for their Asia services. Southampton has also been


setting productivity records with 600 boxes moved in an hour by an individual crane on the Hyundai Together recently – a European record, says Aart Lambers. DP World Southampton can


also offer a quick-response service for urgently needed containers by positioning a crane over a specific hatch, priority customs clearance and getting it on its way out of the dock gate by truck.


Issue 3 2012


///NEWS Barging into Runcorn


Peel Ports’ barge Manchester Ship Canal barge service has moved its first project cargo - a 30 metre high, 20-tonne chemical tank to the Ineos facility at Runcorn. The tank arrived at the Port of Liverpool from Holland on the ACL vessel Atlantic Concert, and made the onward journey on the Ship Canal to Runcorn by barge in three hours. Peel Ports Mersey’s head of


business development, Stephen Carr, said: “Delivery of this project cargo from the Port of Liverpool to Runcorn is a departure in that is the first non-container cargo to use our barge service, and we are keen to expand and further develop that side of the business. The Port of Liverpool has seen a significant increase in container


volumes over the last few months.” Andrew Wormald, senior


sales and operations manager at Abnormal Load Services, Peel Ports’ customer for the project,


added: “The sheer size of this cargo made the use of road transport problematic, and the use of Peel’s barge service was the perfect solution. It also saved us costs and carbon emissions.”


DSV gets into pallets >> 1


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pan-European hub-and-spoke pallet distribution


network. Other operators offer services between the UK and other European


countries and a few


have set up domestic networks in individual continental countries but nothing on this scale has been tried before. DSV has been operating a pilot


scheme involving 17 of the countries in its European network and is now in a position to start extending the operation to all 25 nations served by its European road services. Mr Olesen stressed that the new


network was not intended to replace DSV’s existing direct line haul services, which in most cases would be quicker,


but would provide an alternative for routes not served by these or to plug the gaps between less frequent direct services. “It will also support overflow from the regular line hauls and at the same time bring high frequency to the lower-volume markets,” he said. “For example, if I have a regular service to Austria but I have one pallet more than the truck can take, this network could be a solution.” The network would cater for


consignments of up to five pallets, but maximum weight and dimensions of individual pallets have yet to be decided. Pallets collected in the UK will be


delivered to the Stuttgart hub the following day but journey times to final destination will vary. Typically,


they might be 3-4 days UK to Hungary and perhaps a day or so longer to Romania. But DSV branches would be obliged to pick up and deliver into the system every day, stressed Olesen. “We will even ‘fine’ ourselves if we fail to do so,” he added. Trucks will arrive at the hub up


to 18.00 and will depart the same evening. Olesen added that he was confident that schedules could be kept, even over the longer hauls. However, initially DSV would offer a “target schedule” although firmer guarantees might be offered in phase 2 of the scheme. The second phase would also bring proactive shipment reporting and alerts sent if, for example, a shipment fails to meet its scheduled vehicle.


Cassandra promises visibility >> 1


anonymised by the ubiquitous box, getting


information has become very difficult. As various incidents, such as the


Napoli wreck, have shown, containers are frequently stuffed with wrongly described, often hazardous goods and may be grossly overweight into the bargain. The thinking behind the EU


GRIMALDI LINES Ro-Ro/Container Service


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‘Cassandra’ project is to move the data capture process upstream, to the exporter. “At the moment, with 60% of manifests being agent to agent, we don’t know who is buying or selling the goods. And we have an export declaration that is separate from the ICS declaration which is separate from the manifest, and separate from the import declaration. Data just doesn’t match up,” says David Hesketh.


Cassandra aims to create a web-


based, seamless data pipeline that will join up the buyer and seller, based on the contract of sale. The big difference between Cassandra and other systems that have gone before, he says, is that it will capture data at source and it should, at last, be possible to produce an accurate manifest. The goods can then be tracked using the various GPS and RFID options that are available and it would be possible to do post- clearance audits and the like. Peter MacSwiney, chairman


of Agency Sector Management said that freight forwarders were often caught in the middle; neither exporters nor importers gave them much information on what was in the container - “it may just be a part number”, he told the conference. He agreed that the nearer to origin the data was captured, the


more accurate it was likely to be. But it would mean being able to collect data in different formats, including XML, spreadsheets and airline messages. Later, Peter MacSwiney told FBJ:


“It could work, but it can be very difficult to build monolithic systems. It might be easier to build smaller systems that can communicate seamlessly with each other. That is the approach ASM took with its Sequoia system, where our policy is to expose all system architecture to others who want to create their own systems.” It might be possible to build micro systems – for example all the manufacturers in one location or sector in a particular country and then link them together. “But Cassandra could be a start in the right direction,” MacSwiney concluded.


(See Full Screen View, page 36)


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