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Three new, ship-to-shore container cranes manufactured in Ireland by Liebherr and assembled in Cork Harbour are scheduled for delivery to Crowley Puerto Rico Services’ Isla Grande Terminal in San Juan later this month.

As Afloat.ie previously reported, the cranes which are currently on board the Overseas Heavy Transport (OHT) vessel ‘Albatross’, transferred from Cork Dockyard to the Port of Cork’s Deepwater berth in Ringaskiddy to take on ballast before departure to San Juan. Each crane has a capacity of 65 tons and measure approximately 65 meters tall, with an outreach of 40 meters.

Ringaskiddy Deepwater Berth is capable of handling vessels of this size and providing a fast and efficient turnaround of such vessels. Before the ‘Albatross’ departs, it will share the berth with the weekly Maersk container service from Central America, bringing the overall length of both vessels alongside to 414 metres.

Speaking about the Port of Cork’s capabilities as a “Tier 1 port of national significance” and a naturally deep water port, Commercial Manager Captain Michael McCarthy said: The Port of Cork is delighted to partner with Liebherr Cranes in selecting our Ringaskiddy Deepwater port to export their cranes to World markets. We have had an excellent relationship with Liebherr since the early 1990’s when we commissioned two cranes for our facility in Ringaskiddy. Since then we have grown our relationship with the company and all our port cranes are manufactured by Liebherr.’

He continued: ‘It is great to see Liebherr recognising our exporting capability as a deep water port.’

While in Ringaskiddy the OHT vessel, which was originally designed as an oil tanker and converted to a crane carrier, will take on large volume of water ballast in the lower ballast tanks to counteract the weight of the cranes on deck. Each crane weighs approx. 900 tons; however the weight is evenly distributed on the main deck of the vessel. The cranes are then secured firmly (welded) to the deck of the vessel and as such they form a single composite unit.

According to John Hourihan Jr., Crowley’s senior vice president and general manager, Puerto Rico Services, the electric-powered cranes will be used to load and discharge containerized cargo being carried aboard Crowley’s two new liquefied natural gas (LNG)-powered, Commitment Class Con-Ro ships.

He said: “With these state-of-the-art cranes now erected, we are taking another step toward the transformation of our terminal into the most modern and efficient port facility on the island of Puerto Rico. We eagerly await their arrival here.”

Published in Port of Cork

2015 was a very good year for the Port of Cork and subsidiaries. The combined traffic amounted to 11.02 million tonnes compared to 10.15 million tonnes in 2015 which represented an increase of 871,713 million tonnes or 8.6%. Container traffic at the Tivoli Container Terminal increased by a further 8% following a 13% increase in 2014, oil traffic increased by 21%, trade car imports increased by 48% and 56 cruise liners with a gross tonnage of 4 million tonnes, brought a record 144,000 passengers and crew to the region in 2015.

Turnover for the year 2015 amounted to €29.8 million up from €26.4 million in 2014. Consolidated Profit on ordinary activities before taxation amounted to €5.3 million compared to €2.7 million in 2014, an increase of €2.6 million.

Commenting on the 2015 annual results, Chief Executive Brendan Keating said: “Our annual results for 2015 are very encouraging and reflective of the capabilities of the Port to support growth in the Irish economy. We are hopeful that the upward trend will continue over the next three to four years.”

In 2015 the Port’s commitment to the development of infrastructure was supported by An Bord Pleanala by the granting of planning permission to the further development of Ringaskiddy port. The first phase of the Ringaskiddy Development includes an Optimised 360m Single Berth with supporting quay development and equipment. The project will be financed from cash reserves, EU CEF financial support, EIB funding and other bank loans.

Port of Cork Chairman John Mullins said: “For Ireland to achieve economic growth, it is critically important that the investment is made by the Port of Cork in port infrastructure. This investment will help consolidate the Port of Cork’s position as a key trade node in global supply chains, generating increased volumes of trade and increased levels of employment.”

In 2015 other highlights for the Ports were:

• The completion of the repayment of the 2009 docks rationalisation costs which reduced the Port of Cork cost base significantly.
• Completion of the investment of €1.5 million in upgraded, expanded and improved Cruise Berthing Facilities at the Cobh Deepwater Cruise Terminal to accommodate the maximum sized quantum class cruise vessels.
• Official notification by the European Commission of allocated funds of €12.74 million (17.5% of eligible expenditure) to the Ringaskiddy redevelopment project.
• Unveiling of Outline Plans for Phase 1 of the Bantry Inner Harbour Development costing in the region of €8.5 million, due to commence in Quarter 1 of 2016

Speaking about marine tourism in Ireland, Port of Cork Chairman John Mullins said: “Both the Ports of Cork and Bantry play key roles in the promotion of marine tourism. In 2015 Bantry Bay Port Company launched Ireland’s first Blueway initiative which has proven to be hugely popular with local and international visitors. In 2015 the Port of Cork welcomed 56 cruise liners to Cork Harbour bringing over 144,000 passengers and crew to the region.”

He continued: “Bantry Bay Port Company is beginning to position itself as a unique destination for smaller boutique cruises, with cruise calls set to rise in the coming years. Visiting cruise passengers make a huge contribution to the regional economy.”

Published in Port of Cork
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Marine Protected Areas (MPAs) - FAQS

Marine protected areas (MPAs) are geographically defined maritime areas where human activities are managed to protect important natural or cultural resources. In addition to conserving marine species and habitats, MPAs can support maritime economic activity and reduce the effects of climate change and ocean acidification.

MPAs can be found across a range of marine habitats, from the open ocean to coastal areas, intertidal zones, bays and estuaries. Marine protected areas are defined areas where human activities are managed to protect important natural or cultural resources.

The world's first MPA is said to have been the Fort Jefferson National Monument in Florida, North America, which covered 18,850 hectares of sea and 35 hectares of coastal land. This location was designated in 1935, but the main drive for MPAs came much later. The current global movement can be traced to the first World Congress on National Parks in 1962, and initiation in 1976 of a process to deliver exclusive rights to sovereign states over waters up to 200 nautical miles out then began to provide new focus

The Rio ‘Earth Summit’ on climate change in 1992 saw a global MPA area target of 10% by the 2010 deadline. When this was not met, an “Aichi target 11” was set requiring 10% coverage by 2020. There has been repeated efforts since then to tighten up MPA requirements.

Marae Moana is a multiple-use marine protected area created on July 13th 2017 by the government of the Cook islands in the south Pacific, north- east of New Zealand. The area extends across over 1.9 million square kilometres. However, In September 2019, Jacqueline Evans, a prominent marine biologist and Goldman environmental award winner who was openly critical of the government's plans for seabed mining, was replaced as director of the park by the Cook Islands prime minister’s office. The move attracted local media criticism, as Evans was responsible for developing the Marae Moana policy and the Marae Moana Act, She had worked on raising funding for the park, expanding policy and regulations and developing a plan that designates permitted areas for industrial activities.

Criteria for identifying and selecting MPAs depends on the overall objective or direction of the programme identified by the coastal state. For example, if the objective is to safeguard ecological habitats, the criteria will emphasise habitat diversity and the unique nature of the particular area.

Permanence of MPAs can vary internationally. Some are established under legislative action or under a different regulatory mechanism to exist permanently into the future. Others are intended to last only a few months or years.

Yes, Ireland has MPA cover in about 2.13 per cent of our waters. Although much of Ireland’s marine environment is regarded as in “generally good condition”, according to an expert group report for Government published in January 2021, it says that biodiversity loss and ecosystem degradation are of “wide concern due to increasing pressures such as overexploitation, habitat loss, pollution, and climate change”.

The Government has set a target of 30 per cent MPA coverage by 2030, and moves are already being made in that direction. However, environmentalists are dubious, pointing out that a previous target of ten per cent by 2020 was not met.

Conservation and sustainable management of the marine environment has been mandated by a number of international agreements and legal obligations, as an expert group report to government has pointed out. There are specific requirements for area-based protection in the EU Marine Strategy Framework Directive (MSFD), the OSPAR Convention, the UN Convention on Biological Diversity and the UN Sustainable Development Goals. 

Yes, the Marine Strategy Framework directive (2008/56/EC) required member states to put measures in place to achieve or maintain good environmental status in their waters by 2020. Under the directive a coherent and representative network of MPAs had to be created by 2016.

Ireland was about halfway up the EU table in designating protected areas under existing habitats and bird directives in a comparison published by the European Commission in 2009. However, the Fair Seas campaign, an environmental coalition formed in 2022, points out that Ireland is “lagging behind “ even our closest neighbours, such as Scotland which has 37 per cent. The Fair Seas campaign wants at least 10 per cent of Irish waters to be designated as “fully protected” by 2025, and “at least” 30 per cent by 2030.

Nearly a quarter of Britain’s territorial waters are covered by MPAs, set up to protect vital ecosystems and species. However, a conservation NGO, Oceana, said that analysis of fishing vessel tracking data published in The Guardian in October 2020 found that more than 97% of British MPAs created to safeguard ocean habitats, are being dredged and bottom trawled. 

There’s the rub. Currently, there is no definition of an MPA in Irish law, and environment protections under the Wildlife Acts only apply to the foreshore.

Current protection in marine areas beyond 12 nautical miles is limited to measures taken under the EU Birds and Habitats Directives or the OSPAR Convention. This means that habitats and species that are not listed in the EU Directives, but which may be locally, nationally or internationally important, cannot currently be afforded the necessary protection

Yes. In late March 2022, Minister for Housing Darragh O’Brien said that the Government had begun developing “stand-alone legislation” to enable identification, designation and management of MPAs to meet Ireland’s national and international commitments.

Yes. Environmental groups are not happy, as they have pointed out that legislation on marine planning took precedence over legislation on MPAs, due to the push to develop offshore renewable energy.

No, but some activities may be banned or restricted. Extraction is the main activity affected as in oil and gas activities; mining; dumping; and bottom trawling

The Government’s expert group report noted that MPA designations are likely to have the greatest influence on the “capture fisheries, marine tourism and aquaculture sectors”. It said research suggests that the net impacts on fisheries could ultimately be either positive or negative and will depend on the type of fishery involved and a wide array of other factors.

The same report noted that marine tourism and recreation sector can substantially benefit from MPA designation. However, it said that the “magnitude of the benefits” will depend to a large extent on the location of the MPA sites within the network and the management measures put in place.

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