Ports of Stockholm AB will appeal against a regional court decision to ban the development of a new container terminal at Nynäshamn
The Nacka District Court of the Environment ruled against the plans of Ports of Stockholm (SHAB) for a new container terminal and logistics complex at a green field site in Norvikudden (part of Nynäshamn), during an environmental hearing in December.
The court raised doubts over the need for the new terminal when there are other container and ro-ro ports nearby, such as in Södertälje which recently lengthened its container quay. Södertälje currently handles 65,000 TEU (quayside and rail) annually and Stockholm around 30,000 TEU.
“We were astonished by the court ruling, but we will intensify our efforts to realise the construction of the port," said Henrik Widerståhl, acting CEO of SHAB.
"A modern freight port in Nynäshamn is essential to ensure an efficient and environmentally friendly supply of goods to the entire Stockholm-Mälar Valley region over the long-term.”
The court's decision was a blow not just for SHAB, but also for Hutchison Port Holdings, which signed a 25-year contract with SHAB to manage the existing container terminal in Frihamnen, close to the Stockholm city centre, until it could begin operations in the new larger terminal.
At that time the valuable Frihamnen waterfront property can be handed over to the city for extension of cruise and redevelopment for housing, culture, leisure and other non-cargo related purposes.
The first phase at Norikudden would see a 100,000 TEU/year capacity terminal being built. Nynäshamn, which is around 60 kms to the south of Stockholm, is SHAB's southernmost operation and is used for Polish ferry services.
The Port of Gothenburg’s three newly-established operating companies - for lo-lo containers, ro-ro other than cars, and cars - began operations at the start of this month. As previously reported, the port opted to change its status from an operating port to an outright landlord port and these three sectors for cargo handling were selected for corporatisation, to be followed by a private sector tendering process. In its landlord role, the municipally-owned port authority will continue to own the land and infrastructure and thus retain control over the port and its future development.
