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Upper North Island Ports Study

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Upper North Island Ports Study Figure 54: Northport 3 existing terminal N The ability of the future trade task continued Figure 54, Figure 55 and Figure Figure 54: Northport 56 show the location of the port Figure 54: Northport infrastructure at Northport, POA 3 existing terminal and POT, respectively. N Figure 55: Port of Auckland Figure 55: Ports of Auckland Container terminals and berths Bulk terminals and berths Figure 55: Port of Auckland Container terminals and berths Bulk terminals and berths PwC: How can we meet increasing demand for ports in the Upper North Island? 133 Figure 59: Northland Port Corporation Land Holdings Figure 59: Northland Port Corporation Land Holdings The ability of the future trade task continued Figure 56: Port of Tauranga Auckland Currently, around 62% of port trade 5.1.3 Road and rail volumes are distributed via the road network, 13% via the rail network, network The key pieces of distribution and 25% using coastal or international infrastructure within the Auckland area transhipping – meaning 75% of port are the Grafton Gully road route, the trade uses the off-port distribution Northland other major Auckland motorways, and infrastructure. the Auckland rail network (specifically, Northport cargo is distributed to and the eastern branch of the main trunk Of the port traffic which uses the road from the port by road. The primary road line south from the port to Southdown network, around 90% travels to/from is state highway 1 north and south – and beyond). the port using Grafton Gully, 70% also and the predominance of log exports using the Southern Motorway and means the primary routes are from Figure 57 presents the routes which 10% using each of the Northern and forests from Helensville to the far north. imports to POA use to reach their Northwestern motorways. 10% of the destination and exports from POA use Oil imported by Refining NZ is port traffic uses Tamaki Drive. to reach the port from their origin.57 processed into fuels before being distributed using a combination of the Wiri pipeline (to Auckland), road (for Northland) and coastal shipping (to other New Zealand regions). 57. Derived from a combination of eROAD data (2012) and from Beca (2009), “Port Truck Survey Report”, report prepared for Ports of Auckland Ltd. 134 The ability for the future trade task Figure 57: Ports of Auckland distribution network, with current usage proportions 25% Ships Nothern 13% Rail Port Motorway network 10% 62% Northwestern 10% Grafton 90% Road 10% Tamaki Motorway Gully network Drive 70% Southern Motorway The port traffic using Grafton Gully Tauranga and Metroport Waikato represents only around 7% of the total traffic volume, despite being the single POT cargo is distributed to and from the Road freight makes up a large share piece of distribution infrastructure port using a combination of road and of traffic movements on some the key which carries the most port traffic. Port rail. The primary roads used are state strategic corridors in and through the traffic represents only 2% of traffic on highway 2, both northwest to Auckland Waikato region. Traffic monitoring data the Southern Motorway. and southeast, and state highway 29 from NZTA shows that heavy vehicles The eastern rail line is also shared heading southwest. There is also a make up 10% to 15% of all traffic between port traffic and passenger dedicated freight rail line, heading both travelling through the urban area of services. As with roads, the passengers northwest to connect with the North Hamilton on SH1. This can be expected services greatly outnumber the freight Island main trunk line at Hamilton and to drop when the Waikato Expressway services. There are currently up to eight southeast. In 2009/10 about 40% of is complete but clearly there will still port trains movements a day. But there cargo was transported by rail58, which be considerable demand for freight are around this many passenger trains includes the significant portion of logs traffic to access the industry within the each hour at peak times. which are transported to POT by rail city. On SH29 between Hamilton and from the Central North Island forests Tauranga the proportion of heavy traffic Port road traffic is highest between via Kawerau and Murupara. is reported to be around 15%. This 7am to 10am and around midday. There is little port traffic after 4pm. will increase once the Expressway is This is mainly driven by the optimal complete if SH1 – SH29 becomes time for the cargo to reach its off-port the preferred route between Auckland destination or leave its origin. and Tauranga. 58. Bay of Plenty Regional Council, “Bay of Plenty Regional Land Transport Strategy Annual Report 2009/10”. PwC: How can we meet increasing demand for ports in the Upper North Island? 135 Figure 22: Cost reductions form larger ships Ship voyage cost per TEU for various ship sizes for a weekly New Zealand to Singapore services 1200 26% 1000 13% 16% 800 600 400 200 Ship voyage cost per TEU ($ US) 0 Nominal ship capacity (TEU) Operating cost per TEU Port cost per TEU Capital cost per TEU Bunker cost per TEU @ US $500/tonne Additonal bunker fuel cost for every US $100/tonne increase in fuel price Analysis based on: • Average sailing speed of 20 knots for all ship sizes except the 1200 TEU ship (which is assumed to sail at its maximum design speed of 18.3 knots • Current bunker fuel price of approximately US $500 per tonner; • Shipping companies owning their own ships, rather than chartering ships; and • Average inbound ship utilisation (based on full payig containers) of 60%, and outbound utilisation of 86% Source: NZ Shippers’ Council Figure 23: Container ship sizes and current order book Container ship order book as % of existing fleet Length Draft TEU 135m <9m 500 Converted cargo vessel First P-P 8K+ TEU 92.4% (1956-1970) 200m < 30ft 800 Converted tanker Second 10m 1,000- P-P 3-8K TEU 26.3% 215m (1970-1980) 33ft 2,500 Cellular containership 250m 3,000 Third 11-12m Panamax 6.3% (1980-1988) 36-40ft 290m 4,000 Panamax class Fourth 275m- 11-13m 4,000- Sub-Panmax 5.1% (1988- 2000) 305m 43-45m 5,000 Post Panamax Fifth 13m-14m 5,000- Handy 6.6% 335m (2000-2005) 43-45ft 8,000 Post Panamax Plus Sixth 15.5m 11,000- Feeder/Max 3.4% 397m (2006-) 50ft 14,500 New Panamax Source: Clarksons Research, cited in internal PwC report, “Shipping Industry Developments H1 2011” Figure 25: Australian port capacity and expansion plans Australasian port infrastructure - current and planned expansion 2008 Australian container port volumes (TEUs) Major australasian container ports - container land (hectares) 2.50 300 2030 2.00 250 200 1.50 150 2035 1.00 2012 Container land (hectares) 100 millions TEUs 0.50 2040 50 ? 0 0 Otago Sydney Sydney Burnie Napier Timaru Nelson Brisbane AdelaideLyttelton Taranaki Auckland Tauranga BrisbaneAucklandTauranga SouthportNorthport Melbourne Melbourne Freemantle Wellington Source: Australian Competition and Consumer Comission (ACCC), Container Stevedoring Monitoring Current Report (October 2008), Ports of Auckland Limited Planned expansion Figure 26: Crane rates at international ports, 2007-2011 Crane rates at international ports, 2007-2011 Port of Charleston (date unclear) 41 Bremerhaven (2007) 41 Laem Chabang (2007) 38 Anthwerp (2007) 38 Port Klang (2008) 35 Port Tanjung Pelepas (2010) 35 Tauranga (2010) 34.8 Mundra (2010) 34 Kwai Tsing Terminal (2006) 34 Dachan Bay (2010) 32 Yan Tian International Terminal 31.9 Melbourne (2010) 31.6 Ningbo Port (2010) 31 Hongkong Internationl Terminal (2010) 30.7 Wellington (2010) 30.4 Tillbury (2007) 30 Brisbane (2010) 29.8 Otago (2010) 29.1 Kaoshiung (2010) 29 Chiwan (2010) 29 Australia (2010) 29 Lyttelton (2010) 28.9 NZ Crane rate (2010) 28.5 Freemantle (2010) 27.4 Singapore (2010) 27 Chennai (2009) 27 Sydney (2010) 26.9 Adelaide (2010) 26.6 Quingdao (2010) 26 Nansha (2010) 26 Dalian (2010) 26 Auckland (2010) 25.1 Tianjin/Xingang (2010) 25 Shanghai Port (2010) 25 Penang PortSdn Bhd (2009) 25 Karachi (2011) 25 Gothenburg (2008) 23 Port Elizabeth Container Terminal (2010) 23 Napier (2010) 22.8 The ability of the future trade task continued Santos (2007) 22 Durban Container Terminal (2010) 22 Cape Town Container Terminal (2010) 22 Durban Pier 1 Terminal (2010) 21 Ngquara Terminal (2010) 21 Le Harve (date unclear) 18 5.2 How we assess 5.2.1Maputo Access Port Development Company (2009) 15 Cayman Islands (date unclear) 12.5 whether current arrangementsFreeport of Morovia (2010) 6.65 0 5 10 15 20 25 30 35 40 50 infrastructure can The average size of ships visiting the UNISource:Minitstry ports is likely of Transport to increase (2011), “Containerin the Productivity at New Zealand Ports” cope with greater future, at least to some extent. Larger ships typically have deeper draughts, volumes and hence require deeper berths and channels. The capacity of the infrastructure discussed above is generally not fixed. Figure 58 presents the typical draughts It is therefore difficult to give a strict of container ships of various sizes. view on technical limits, and hence on whether the current infrastructure can adequately cater for greater Figure 58: Typical draughts of laden container ships, by ship capacity trade volumes. Typical draughts of lade container ships, by ship capacity Where possible, our approach is to estimate the capacity of types 18 of infrastructure on the basis of international benchmarks. These 16 give us an indication of the maximum throughput, for a given berth length 14 or amount of storage space, which the most intensely used and efficient 12 ports of a similar size to the UNI 10 ports are achieving. Draft in Meters 8 6 4 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 11,000 12,000 13,000 14,000 15,000 Ship Capactity in TEU Source: Rodrigue, J-P et al.
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