‘Contract’ system brings major benefits to all stakeholders

Big improvement in management/workforce co-operation
MSC Gabriella, deployed on the East Coast service, sails from Durban.
TERRY HUTSON MEDITERRANEAN SHIPPING Company (MSC) has a long history with the Port of Durban and has, in many respects, become one of the port’s ‘champions’, having successfully interceded on a number of occasions. The most notable was perhaps the fast-tracking of three shoreside gantry cranes for the container terminal, but much other lobbying goes on in the background with little fanfare. “What’s significant is that port management and senior Transnet officials have now realised the importance of not holding back on capital expenditure – for instance the six new gantry cranes and another three to follow, plus the 60 plus straddle carriers already in service,” say David Bertram, MSC operations manager in South Africa. He says there is also a marked improvement in co-operation levels between management and the terminal work force. With its capex programme the NPA and Sapo are getting to grips with the real issues facing terminal productivity. Which doesn’t mean that there’s no room for further improvement. “Productivity is nothing spectacular and could be much worse; after all 18 container moves an hour is not great but is much better than 15,” he adds. Here the terminal contract system between Sapo and certain line services has also made an enormous difference. MSC has two services ‘contracted’ - the Northern Europe-South Africa service, and the Cheetah Far East – South Africa service. “Although there are relatively few services that have service contracts, it mustn’t be forgotten that there is a huge knock-on effect that benefits everybody else. Remember also that only a certain number of slots can be made available. A port like Durban has to remain common-user-friendly with regards to the geared vessels using the port – probably about 50% of available berths must always be available to non-contracted ships.” The benefit to others, says Bertram, comes with the knowledge of the actual times when a contracted vessel will be worked, which allows other non-contracted vessels to be planned accordingly. Not that everything is rosy within the contract system. There is still a need for greater co-operation between Sapo and NPA’s marine department. It happens too frequently that ships, including those with slot contracts which face penalties if delayed, are made to wait up to four hours before a tug is dispatched. This makes nonsense of the system, and a technical committee comprising Sapo, the NPA and Clof (Container Liner Operators’ Forum) has been set up to discuss these issues.