Chain Coordinator Limited (HVCCC). The contract is for the
of revenue over five years. The Horizon system will play a key
Hunter Valley Coal Chain. This includes the planning and
management of the Newcastle coal vessel queue.
our customers’ supply chain. It is one of the most important
globally. It is the type of project that QMASTOR wants to be
capabilities for a high-profile client.
competitors from around the world. The awarding of this
globally. Our systems provide real value for our clients and can
with a forecast growth of 50% over the next two to three years.
power generation and other bulk commodity industries.
the efficient use of resources across the supply chain.
North Queensland Bulk Ports Corporation Limited (NQBP), has
not only grown during the global financial crisis, but has assisted
in securing Australia’s current strong position.
NQBP’s chief executive officer Brad Fish said trade volumes
were continuing to rise, with coal exports for the first six
months from the terminals at Abbot Point and Dalrymple Bay
running at record levels.
Abbot Point, Australia’s most northerly coal port, has reached
a monthly throughput of more than 1.5mt (million tonnes) four
times during the current financial year, hitting a record peak of
1.75mt in December. Abbot Point’s throughput total for
2009/2010 has already surpassed the 2007/08 total of 12.5mt,
and is fast approaching last year’s total of 14.4mt.
Dalrymple Bay, one of two coal export terminals located
40km south of Mackay, has reached a record monthly throughput
of more than 6mt twice since July 2009.
“This excellent result not only shows these ports are
performing strongly, but provides a promising sign for future
demand,” Fish said. “Despite difficult economic times, there has
been no direct negative impact on port figures.
“If anything, our ports have grown in strength and show every
indication of continuing that trend.”
NQBP manages the sea ports of Abbot Point, Hay Point,
Weipa, Mackay and Maryborough. The corporation was
established on 1 July 2009, under the Transport Infrastructure
Act 1994 following the 2008 Queensland Government Review of
the Queensland Port Network Structure.
Fish says NQBP’s formation at a difficult juncture in global
economic times initially may have slowed future expansion, but
gave the new corporation the breathing space to liaise with its
customers, research and go forward with thoroughly planned
He said NQBP had continued to pursue major projects based
on the confidence of the industry.
“Recent discussions and workings with our various
customers shows increasing optimism in global markets,” Fish
said. “Customers are generally wishing to secure available port
capacity early in the project planning cycle.”
NQBP’s growing strength continues
At NQBP’s formation, the strategically significant port of
Abbot Point was partway through the significant expansion
project known as X50 to increase export capacity from
21Mtpa (million tonnes per annum) to 50Mtpa. Fish said
changes to management had not slowed the project’s progress,
and X50 was continuing to be constructed to a high standard
within budget and timeframes.
In the short time since NQBP was formed, proposals to
increase Abbot Point’s capacity further to 80Mtpa and then
110Mtpa have been announced.
NQBP recently announced ‘Preferred Developer’ status had
been awarded to BHP Billiton and Hancock Coal Pty Ltd for
the two future major expansions at the Port of Abbot Point.
NQBP chairman of the board, Leonie Taylor said the
Queensland Government had endorsed proposals from BHP
Billiton and Hancock Coal to build two new coal terminals at
Abbot Point to export an estimated 150mt of coal per annum
with the potential to increase capacity.
“It is our intent that a proposed Multi-Cargo Facility (MCF)
provide the offshore facilities in order to minimize impact on the
environment and maximize the area available for throughput,”
“Both BHP Billiton and Hancock Coal have expressed
interest in working with NQBP in optimizing the area to
increase capacity from 30mtpa to 50mtpa for BHP Billiton and
from 30mtpa to 60mtpa for Hancock Coal. This of course,
would be subject to investigations and approvals.
“The Port of Abbot Point is situated next to the State
Development Area offering enormous potential for industry
growth and is a strategic port positioned to respond to industry
demand,” she said.
The government intends to offer a 99-year lease over this
existing Abbot Point Coal Terminal with the sale process to
commence in late 2010.
The proposed BHP coal terminal will be fed by Queensland
Rail’s coal rail system.
The Hancock Coal proposal is a comprehensive mine to port
proposal which includes a purpose-built rail line from the Galilee
Coal Basin to its coal terminal at the Port of Abbot Point.
“There will be significant upfront capital investment to build
the terminals and associated rail infrastructure, increased mining
royalties for the State and both direct and indirect job creation
from mine to port,” said Taylor.
Fish said the announcement, and the exciting proposals for
North Queensland ports, were leading the way for NQBP’s
ideals for the future.
“Over the next five years, we aim to continue as a leader in
the provision and facilitation of bulk port infrastructure to place
Queensland’s export industries in a strong position globally,” he
Port of Port Hedland innovation helps
deliver state-of-the-art berth facility
For the eleven months to date, Port of Port Hedland recorded
throughput of 163mt (million tonnes) and iron ore trade
through the port continues to dominate, writes Andre Bush, chief
executive officer of Port Hedland Port Authority.
A number of infrastructure projects are underway in the Port
Hedland Inner Harbour to accommodate the growth in iron ore
trade, including the Port Hedland Port Authority’s Utah Point
multi-user bulk mineral export berth.
Port Hedland Port’s trade by tonnage is 97% iron ore, with
the balance comprising other bulk minerals, salt, petroleum
products, general cargo, livestock and acid. A number of
significant privately and publicly funded infrastructure projects
underway will deliver additional port capacity for current
proponents such as BHP Billiton Iron Ore, as well as port
capacity for new and emerging junior and other mineral
producers looking to break it into the iron ore export market
for the first time. The public Utah Point multi-user berth facility
project will accommodate these new entrants into the market.
The concrete deck structure of the multi-user bulk minerals
berth at Utah Point, on the western side of the Port Hedland
Inner Harbour, has been completed and the structural steel
framing for the installation of the ore conveying system and the
wharf access road earthworks have commenced, with the
remainder of the infrastructure scheduled for completion in the
second half of 2010.
The Port Hedland Port Authority’s Utah Point multi-user
shiploader has been custom built by a collective of local
Australian companies at the Australian Marine Complex in Perth.
The shiploader was recently commissioned and is currently
being transported by a heavy lift ship, the Happy Buccaneer, to
Port Hedland Port for installation at the Utah Point berth. The
shiploader is designed to load at a rate of up to 7,500tph
(tonnes per hour) and will handle bulk mineral products
including iron ore, manganese and chromite.
The Port Hedland Port Authority has introduced the new
Cavotec MoorMaster vacuum mooring system at the Utah Point
multi-user berth. This system offers a number of benefits over
conventional rope mooring, including increased speed of
mooring and releasing vessels, and enhancing the safety for
personnel and crews working on wharves. The Cavotec vacuum
mooring system uses 14 large 2.5m2 vacuum pads, each providing
20 tonne holding force capable of handling bulk carriers up to
120,000dwt. The installation of this new system at Utah Point
may encourage other proponents in the Port Hedland Inner
Harbour investigating for their future berths in the port, to do
away with ropes and use suction pads to secure their vessels.
The Rocktec twin mobile feed hopper trains, which are part
of the Utah Point shiploading system, have been delivered at the
Utah Point stockyard site. The mobile hopper trains are a
specialized piece of equipment, each train comprising of three
apron feeder units and one control unit which will be installed
and connected together on 200m of railway, that can drive
alongside the stockpiled ore and take the ore from large
Komatsu WA900 front-end loaders, loading from the stockpile,
through the feed hopper into an overland conveyor, which then
feeds the shiploader directly into the ship’s hold. The two mobile
feed hopper trains feed onto the shiploading system at a rate of
1,200 to 2,800tph per apron feeder and the equipment is fully
automated and can be controlled remotely from the Port
Hedland Port Authority’s control room.
The Cavotec MoorMaster vacuum mooring system, the
Rocktec twin mobile feed hopper trains and the custom built
shiploader are innovative and specialised pieces of equipment
sourced for Port Hedland Port Authority’s Utah Point multi-user
berth project to provide state-of-the-art infrastructure to
facilitate trade efficiently and effectively for current and emerging
junior iron ore and other mineral producers.
RightShip offers access to unique, rich vetting database
Melbourne-born RightShip has been successfully exporting vetting capabilities to the global shipping industry for almost ten years. Its unique online vetting system is easy and cost-effective to use and has brought sophisticated vetting capabilities to organizations of all sizes.
Shippers, shipowners, ship managers, port authorities, terminals, agents, insurers and maritime finance organizations are just some of the customers who use RightShip to quickly identify and select vessels that meet their standards or to monitor and benchmark vessel and fleet performance.
Last year, RightShip completed around 26,000 online vets for some 2,000 customers in over 170 customer organizations, as well as arranging over 1,800 physical inspections of ships. RightShip CEO Warwick Norman says casualties and detentions continue to cost the industry huge sums each year. “What we, and our customers, have learned is that these costs are not an inevitable part of operating. They are avoidable, if companies do their homework. “Over many years, our system has shown that it is possible to identify, in advance, which ships are most likely to cause problems. Our customers use vetting to avoid those ships and the delays and expenses that come with them. “That makes business safer and more profitable for customers, and we’ve also seen a noticeable impact on casualty and detention numbers in ports and regions where RightShip vetting is heavily used.”
After almost a decade of development, RightShip’s unique online Ship Vetting Information System, or SVIS©, now contains data about over 71,000 vessels and more than 100,000 companies that own and manage ships. Subscribers can go online any time and get an instant, up-todate risk analysis about any vessel they name, including a star rating to summarize the level of risk. But behind this deceptively simple rating is a complex analytical model, using about 50 separate risk factors that have a proven link to casualties and detentions.
Data covers the vessel’s building and maintenance, its ownership and management, crewing, flag, class, Port State Control history, inspections and many other aspects of the vessel’s history and performance.
RightShip also keeps adding new data sources to make the risk evaluation even more accurate. Importantly, every time a user checks a ship, RightShip’s SVIS© does a new analysis of all available data, right up until the day the online vet is completed. In a major new development, RightShip has begun offering a complementary online environmental risk assessment, using its proven online vetting system. “We have customers with strong sustainability policies, who want to align their vessel selection with these policies,” Warwick Norman says. “We also know there is a growing demand for tools that help organizations select the most efficient ships.”
Subscribers can view both risk and environmental ratings as they consider a vessel’s suitability, helping them make fully informed business decisions. Users can search for any vessel in the system and immediately see a snapshot of its Energy Efficiency Design Index (EEDI) and Energy Efficiency Operational Indicator (EEOI), along with tables explaining these ratings. Each ship’s EEDI is calculated on the vessel’s characteristics at build,