New CEO Bloemer (Vopak)
Hemweg power station marks sixty years in the
36
Amsterdam port region
AMSTERDAM
is proud of her
38
modern terminal
Amsterdam IJmuiden Beverwijk Zaanstad
Maritime services: vital link in the North Sea Canal Area
MAGAZINE
OCTOBER 2013 nr 3
C o n t e n ts S e ap o rts O c to b e r 2 0 1 3
Maritime Services Special 10 I t tak es a lot to manage the approximately 7300 seagoing vessels that visit the Amsterdam por t region e ver y year. For tunately, the four por ts on the Nor th S ea Canal (Amsterdam, IJmuiden, Be ver wijk and Zaanstad) have a wide range of mar itime ser vices at their disposal: from pilots to ship waste collec tors.
Hemweg Power Station marks sixty years in the Amsterdam port region
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Based i n th e po r t o f A m s terd am , t he H emweg p ower sta ti o n i s o pe r a ted by t he D u tch energ y company NU ON, a s u bs i d i ar y of S wed i s h p ower com pany Vatte n fa l l. Th e plant s u p p l i es el ec t r i ci t y to hu n dreds o f th o u s a n d s o f hou s ehol d s and m any b u s i n esses. I ts 1 7 5 -m e tre chi m ne y gi ves H emweg t he air of a contem p or ar y i nd u s t r i al cat hedr al.
New managing director Manon Bloemer is proud of the modern Vopak terminal in Amsterdam
38
M a xi m u m s a fe t y a nd s at i s f i ed cu s tomer s – t hese are th e u lti m a te g o a l s of M anon B l oem er, w ho has been ma n a gi n g d i re c to r of Vop ak N or t h N et her l and s si nce 1 A pr i l. “ M y m a n a g ement s t y l e i s to ens u re t h at we a re be tte r to g et her and, t herefore, s u ccessful.�
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A msterda m se aports october 2013
C OLOp hON w w w. a m p o r t s . n l New CEO Bloemer (Vopak)
Hemweg power station marks sixty years in the
is proud of her
36
AMSTERDAM
38
modern terminal
Amsterdam port region
AMSTERDAM IJMUIDEN BEVERWIJK ZAANSTAD
The tender Draco sails away at top speed having just dropped a pilot onboard a tanker in the sailing channel leading to the North Sea Canal. This jet-propulsion tender was taken into operation by the pilot services of the Amsterdam-IJmond Region in 2010. Thanks to advanced technology and a new exhaust system, it emits very few harmful substances.
MARITIME SERVICES: vital link in the North Sea Canal Area
46,249 pt
Photo: Ed Seeder
MAGAZINE
OCTOBER 2013 nr 3
AMSTERDAM SEAPORTS Promotional magazine about the North Sea Canal area, with a focus on the ports and companies of Amsterdam, Beverwijk, IJmuiden and Zaanstad. Published four times a year. Amsterdam Seaports is a publication by Amports (Amsterdam Ports Association). De Ruijterkade 7 1013 AA Amsterdam The Netherlands Tel. + 31 20 627 37 06 E-mail: amports@amports.nl Twitter: @amports Website: www.amports.nl Managing director: Laura Keegstra Chief editor: Bart Stam
Also in this issue: 05 Multipurpose maritime services in the Amsterdam port region 05 A new look for Amsterdam Seaports 07 News in brief 09 News in brief 10 Tankers in Amsterdam 14 Successful test by Vento Clean 16 Entire North Sea Canal in one simulator 19 Boatmen expand tender fleet 20 Blom: all you need for flat boat rental and tugging 21 Marpol Services anticipates new environmental legislation 22 Unique meeting of MSC cruise vessels in IJmuiden 24 Bek & Verburg sends clean vessels back to sea 26 Modernisation of the North Sea Canal lock operation 28 Royal Military Police kept busy by booming passenger numbers 30 Harbour masters and pilot companies come together in consultative platform 33 Good results for Amsterdam customs 34 Well prepared for the new shore radar system 35 MAIN strengthens service package in Amsterdam 40 Room for growth at IJmuiden Seaport 41 Manua Trading aims to grow through fenders and innovative underwater paint
Advertisement: Chris van der Deijl, vanderdeijl@amports.nl Translation: Writewell Amsterdam: Andrew Rogers, Akke Pinkster, DĂ mir Belltheus Avdic Layout: FIZZ Marketing & communicatie, Meppel (NL) Printed by: Ten Brink, Meppel (NL)
Advertisers: 18 AYOP 44 CWT Sitos 27 Forkliftcenter 8
KVSA Logistics
4 SGS 32 Specialised Tanker Services 8 Waterland Terminal
42 Tebodin helps customers in the Amsterdam port region 43 HoogTIJ: opposite the Amsterdam port
A msterda m se aports october 2013
3
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A msterda m se aports october 2013
Amp orts w w w. a m p o r t s . n l
Multipurpose maritime services in the Amsterdam port region As the successor to my well-regarded predecessor Michael Wijsmuller as chairman of the promotional organisation Amports (Amsterdam Ports Association), it is my pleasure to present to you the latest developments in the Amsterdam port region. This is something I particularly enjoy given that this issue of Amsterdam Seaports heralds a fresh new design. It is an edition that mainly focusses on maritime services, a crucial sector which is very well represented in the North Sea Canal. The Amsterdam port region boasts excellent towing and salvage companies, shipping agents, boatmen, surveyors, port authorities, customs, military police and so on. All this and more is covered in this issue of Amsterdam Seaports. Innovation and sustainability are of paramount importance to many maritime
companies in our port region. Examples include the brand new Vento Clean system by Specialised Tanker Services (STS) in the port of Amsterdam, which prevents toxic fumes from escaping during the pumping of liquid bulk. Another example is the advanced simulator which allows pilots in the AmsterdamIJmuiden Region to simulate the most complex navigation situations. There are also the two new energy-efficient patrol boats belonging to Port of Amsterdam. These came into operation in mid-April 2013 and are providing an outstanding service. In conclusion then, maritime services
Frans Bau d, Ch a i r m a n A m p o rts
“Innovation and sustainability are of paramount importance to many maritime companies in our port region� are a broad and diverse sector that is indispensable to the four ports on the North Sea. Frans Baud, chairman of Amports
D e s ig n
A new look for Amsterdam Seaports As you will have noticed Amsterdam Seaports has a new design. The publisher, promotional organisation Amsterdam Ports Association (Amports), made this decision in response to a large-scale survey in 2012 among readers of the Dutch edition (Zeehavens Amsterdam). One of the findings was that many people preferred a clearer page layout and typography and more space for photos and other illustrations.
FIZZ in Meppel (the northern Netherlands), which has taken care of the design of Amsterdam Seaports for many years, has been working hard in recent months on a fresh and innovative new design. For the connoisseurs of typography among you, the main font of the new articles is Utopia Regular, while Eagle Book, Utopia Bold and Myriad Pro Light were chosen for the captions. Myriad Pro Regular is the basic
font for the regular features. We look forward to receiving your reactions to the new style of Amsterdam Seaports on bstam@amports.nl or @amports. Laura Keegstra, managing director Amports Bart Stam, chief editor Amsterdam Seaports
A msterda m se aports october 2013
5
Port of Amsterdam +31 20 58 77 877 - info.logistics@vcklogistics.nl Port of Rotterdam +31 10 494 37 77 - info.ocean@vcklogistics.nl Amsterdam Airport Schiphol +31 20 65 49 100 - info.air@vcklogistics.nl www.vcklogistics.nl
News i n b ri ef w w w. a m p o r t s . n l
St r o ng g row th in tran s hi pmen t i n t h e A mster dam port regi on The Amsterdam port region (Amsterdam, IJmuiden, Beverwijk and Zaanstad) recorded strong growth in the first half of 2013. Transhipment totalled 48.3 million tons, an increase of 3.7% on the same period in 2012. Almost one hundred million tons of cargo is transhipped in the North Sea Canal region every year. The port of Amsterdam itself realised transhipment of 40.3 million tons of cargo in the first six months of 2013. This represents a growth of 5.4%, achieved primarily in the energy sector. Amsterdam remains the world’s largest port for petrol. There was particularly strong growth in coal (+27%) and agribulk (+24%). Oil products (-3%) and building materials (-2%) decreased
slightly. Sea containers (24%) and Ro/Ro (-54%) fell sharply. A total of 64 cruise calls were realised in the first half of 2013, one more than during the same period in 2012. Transhipment in IJmuiden decreased by 5% compared to 2012, to 7.7 million tons. Transhipment surged by 133% in Zaanstad, to 123,000 tons, while it fell by 24% in Beverwijk, to 89,000. “The year 2013 got off to a promising start,” Port of Amsterdam’s CEO Dertje Meijer comments. “As an energy port, we are glad to see a continuing rise in the demand for energy. Based on the figures for the first half of this year, we expect to end 2013 with reasonably positive results.”
New HSSE manager at Oiltanking
AEB recovers metals
Customs certificate for SeaMar
Roelof Zeilmaker started his new role as HSSE (Health, Security, Safety and Environment) manager at Oiltanking Amsterdam on 1 July. Zeilmaker has previously worked with Chevron and EuroTank Roelof Zeilmaker Amsterdam. Photo: Oiltanking
Afval Energie Bedrijf, based in the port of Amsterdam, inaugurated an innovative Advanced The opening of the ADR Dry Recovery facility in facility. Photo: Lex de Lang. June. This involves the separation of bottom ash and the recovery of valuable nonferrous metals such as aluminium, copper and zinc. The facility is a joint project with recycling company Inashco.
Dutch Customs certified SeaMar Services as an Authorised Economic Operator (AEO) on 23 August. This means that the company, which is part of KVSA and based in the port of IJmuiden, will be faced with fewer customs controls in Den Helder (northern Netherlands) in the future. SeaMar Services is active in the shipping sector and offshore industry throughout the Netherlands.
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Maid en call for su sta i n a bl e C o sta Pa c i f i c a The cruise ship Costa Pacifica called at Amsterdam for the first time on Friday, 6 September. Port of Amsterdam’s CEO Dertje Meijer presented a port shield to captain Massimo Garbarino. Costa Pacifica is the most sustainable cruise vessel in the Costa fleet and the first to feature a new pilot system designed to reduce and recycle waste flows. Costa Pacifica has an average of 3,000 passengers and 1,000 personnel on board at any given time. This requires very large quantities of food: some 1,000 kilos of pasta, 2,500 kilos of meat and 6,000 litres of milk are consumed every week, for instance. The resulting food waste used to be thrown overboard but since January 2013 this is no longer permitted in many waters, including the North Sea. Costa has consequently launched a pilot project to recycle residual food waste for different uses. A space has been set up on the lowest deck for turbo dryers. These dryers process residual food waste and turn it into raw material for animal feed, which is subsequently sold in Italy.
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CEO Dertje Meijer presents the Amsterdam port shield to captain Massimo Garbarino. Photo: Costa Cruises
A msterda m se aports october 2013
7
Zeehavens Amsterdam 2013:Opmaak 1
17-06-2013
16:31
Pagina 2
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A msterda m se aports october 2013
News i n b ri ef
More about Amsterdam Ports Association and its 300 members: amports.n l
European subsidy for Overmeer Group Overmeer Transport Group, headquartered in the Amsterdam port, is the first European inland shipping company to receive a Marco Polo II subsidy from the European Union. The aim of the Marco Polo grant is to switch from road transport to cargo train and inland vessel transport by offering transhipment companies alternative transport options. Overmeer Transport Group submitted a plan to Brussels in 2011 explaining its intention to shift some 200,000 tons from trucks to inland vessels. This has saved an estimated 8,000 trips over the road. In the coming three years, the company aims to shift another 100,000 tons.
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Maiden Call ‘K’ Line On 3 and 4 June the Shanghai Highway made its first visit to the Amsterdam port. It is also the first vessel from Japanese shipping company ‘K’ Line to the Waterland Terminal. To celebrate the occasion, the Bulgarian captain Kolev was presented with a port shield by Ants Tilma, commercial manager of the Port of Amsterdam.
w w w. a m p o r t s . n l
Two cruise ships moored simultaneously in the IJmond harbour. Photo: Zeehaven IJmuiden NV
Hol l an d A me ri ca Li ne choos es IJmu i d en Starting in May 2014, the IJmond Harbour (IJmondhaven) in the port of IJmuiden will become an arrival and departure location for the MV Prinsendam, one of fifteen vessels in the Holland America Line (HAL) fleet. “This is the reward for all our efforts,” says KVSA director Frans Baud. “It immediately puts IJmuiden on the map as an international cruise destination. A departure from IJmuiden saves six hours compared to Amsterdam.” According to the director, another major benefit of IJmuiden is the proximity to Schiphol Airport, especially for American passengers. The Prinsendam will depart from IJmuiden to North-Western Europe and the Mediterranean eight times in 2014. The first call is scheduled for Saturday 24 May to St. Petersburg and back. “The Prinsendam is possibly the first of a number of HAL vessels that will depart from IJmuiden,” Baud adds. The Holland America Line’s fifteen medium-sized vessels operate over 500 cruises a year between them.
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OS D des i gn s s e i s mi c s u pport ve s s el s
Artist’s impression of the seismic support vessels. Source: OSD-IMT
Presentation of the Amsterdam port shield to Captain Kolev. Photo: Reinder Weidijk
‘K’ Line will from now on visit Amsterdam once a month with Ro/Ro cargo, though not necessarily with Shanghai Highway, which has a length of 179 metres and a beam of 32 metres and can accommodate up to 5,000 cars.
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OSD-IMT, a division of Offshore Ship Designers based in IJmuiden, has secured a design contract for two seismic support vessels with a bollard pull in excess of 50 tons for China Oilfield Services Ltd (COSL) in Beijing. Offshore Ship Designers Group (OSD) is a global one-stop resource delivering naval architecture and marine engineering skills to the shipping and offshore energy industries. OSD is based in IJmuiden and has offices in Dundee, York and Appledore (UK), Shanghai (China) and Singapore. The principal dimensions are LOA 64.9 metres, beam 16 metres, draught 5.65 metres, speed 13 knots and a total deadweight of 1800 tons. The vessels will be used to provide a range of support activities to larger seismic vessels that operate continuously for months on end when conducting seismic surveys. The two vessels have accommodation for 48 crew, including cabins for mother ship relief personnel.
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A msterda m se aports october 2013
9
M aritim e s e rv i c e s
Wi d e r ange of m a r i t i m e s e r vice p r ovi d e r s in A m s t e r d a m po r t r egion
Ta n k ers i n Amsterdam
photo: Dick van de berg
The fic tit io u s 1 8 5 - m et re t a n k e r Ampor ts Ex p res s a p p ro ac h es the pier s o f I Jm u id en , p o in t of acce ss to t h e A m s terda m p o r t region, w it h a c arg o o f p et ro l f ro m Russia. Wh o an d w h a t aw a it s t h e ve ssel be fo re s h e is u n l o aded a t a ter minal? I n fo r m a t io n exc h a n g e i s cr ucial in t h e p ro c es s t h a t fo l l ows. By R ob S choema k er
T
he arrival of a vessel is the fruit of a process which naturally begins long before it reaches IJmuiden, deputy harbourmaster Aart Hiemstra of Port of Amsterdam says. “If a consignment is headed for the Amsterdam port area a broker has already applied for suitable freight space, and the receiver of the consignment has tried to reserve a berth for the vessel at the terminal. Then there’s the matter of eliminating the maximum number of elements that could slow the consignment down before it arrives at the terminal. Many delays are caused by a lack of information exchange between the parties involved in the arrival of a vessel – and this can happen quite often. As the
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A msterda m se aports october 2013
connecting link, the agents play a crucial role: they are the spiders in the web of shipping who keep track of everything at once.”
Relevant information Appointed by the charterers, a shipping agent is in touch with the captain 72, 36, 24, 12, 6 and 3 hours before the estimated time of arrival. During this time, the captain must fill in a so-called pre-arrival request to answer standard questions from the Harbourmaster Division, which is the traffic and port authority of the Port of Amsterdam. These questions include the dimensions (vertical clearance, draught, length, beam) of the vessel, secondary features (e.g., the presence of a bowthruster), itinerary, potential defects, infectious diseases, the crew list, waste disposal, current cargo and previous cargo. “If the captain fails to fill in the pre-arrival request properly, the vessel will simply not be allowed in port,” Hiemstra explains. “The agent must then ensure that all relevant parties receive the information from the questionnaire: Customs on imported goods, the Royal Marechaussee on the crew, the Harbourmaster Division on the destination of the vessel, the ETA and the dimensions. The terminal needs info about the cargo and then there are the pilots, tug operators, boatmen, port physician, bunkering operators, waste collectors, provisioning firms and the water boat.”
Enter once “It is our job as agents to disseminate this information seamlessly,” says Dennis Schuijt, general manager of Vopak Agencies in Amsterdam. “A good port information system is indispensable in this context and we have made tremendous progress over the past decade. The time of couriers and faxes is definitely behind us: Rotterdam and Amsterdam will soon move to HAMIS, the Harbourmaster Information System, which is fed entirely by electronic messages via Portbase. The major advantage is that information only needs to be entered once and is automatically available for the relevant parties who can adapt it as necessary. It’s no longer necessary to retype data, which saves a lot of mistakes, time and money. We disseminate a given piece of information at least three times a day, and more, if the situation requires it.”
On to the locks Amports Express is approaching IJmuiden. The tanker doesn’t need an anchorage – she is authorised by the Port Authority to proceed directly to the locks as the terminal has indicated that the vessel located at the berth intended for Amports Express has been instructed to leave. “Waiting is for anchorages,” Hiemstra underlines. “We don’t want boats lingering on the North Sea Canal – we want to make sure that a berth is free in advance.” The lockmaster has also indicated that the lock in IJmuiden has space. Pilot services for the Amsterdam-IJmuiden region have someone available, the tug operators have free tugs and the flow along the jetty is such that the vessel does not have to wait for an appropriate tidal window.
dues once in this case. To save time a surveyor might take samples at the anchorage before the arrival of the vessel. This can save huge amounts in case of large tankers.
Ongoing process Our Amports Express can quickly discharge her cargo. The manifold (coupling piece for the pipes) is compatible and, in consultation between the captain and loadmaster, the cargo tanks are unloaded in phases. This is an ongoing process that stops only in case of storms. The agent coordinates all kinds of additional issues with the captain, including crew changes, provisioning, waste disposal and bunkering. Should anyone be ill onboard the agent will arrange a visit to the port physician, and if there is a change of crew, he or she can take care of transport to Schiphol Airport or vice versa. Agents also take the orders for provisions, arrange any repairs necessary and organise and coordinate the bunkering (some sixty per cent of boats bunker in the port of Amsterdam). All this is done in close consultation with the terminal.
“We don’t want boats lingering on the North Sea Canal – we want to make sure that a berth is free in advance”
The pilot comes on board. A little later, based on his or her advice, two tugs are commissioned (since Amports Express has no bowthruster). Boatmen stand ready in the locks complex to attach the tanker. After the lock, Amports Express sails into the North Sea Canal on her own power having been released by the tugs. Via the shore radar system, VTS traffic controllers guide the vessel to the terminal in the port of Amsterdam. In consultation with the pilot, the captain orders new tugs to help her moor. The tanker docks stern to so as to be able to leave as quickly as possible in case of an emergency. The Amsterdam boatmen are now ready to attach the boat. “Each terminal has its own specific characteristics, including its own safety rules,” Schuijt explains. “The first person on board is the agent. He or she notes all the details and the times of all operations. Next up is a surveyor, who estimates cargo volume and takes samples. At the same time, the terminal loadmaster comes aboard to discuss the loading and unloading process with the captain, ensuring everything goes according to safe and strict rules. In many cases it is possible to proceed to unloading within a few hours.” If the vessel needs to pick up new cargo after unloading and there is no free berth in port, she will need to wait at an offshore anchorage. The so-called 48-hour rule specifies that the company operating the boat only need pay port
For some products, the terminal allows bunkering during unloading, but not loading. A barge takes away waste and the so-called slob tank is pumped empty by another inland tanker. The water-oil mixture in this tanker goes to a special port reception facility (Haven Ontvangst Installatie, HOI).
Two days after arrival, the skipper indicates that his vessel is empty. The surveyor then determines a final status and informs the loadmaster and the agent. Amports Express can now depart. The relevant papers are drawn up by the terminal, the surveyor, the captain and the agent. The agent, who has informed all parties that the tanker is leaving, lets the harbourmaster know that the vessel can finally be ordered to sea.
Reverse order After permission from the Harbourmaster Division, the same actions take place in reverse order. The pilot comes on board, tugs arrive and boatmen cast off. Finally, after making sure that everything is in order, the agent gets off at the terminal and brings the documents required by his or her clients and principals. The only remaining task is to collect all invoices by all parties in a socalled disbursement account, set up the bill, and send this through to the principal (client). “No matter how well we streamline the docking of a boat and how efficiently the information systems accelerate the process, this work will always require a high level of improvisation,” Hiemstra states. Schuijt agrees: “As an agent, you need to know the instructions manual for everything and everyone, and exceptions upon exceptions are actually the rule. It’s wonderful work!” (Read more on pages 12 and 13)
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w w w. po rto famsterdam. nl w w w.vo pak agencies . co m
A msterda A msterda mm sese aports aports september october 2013
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M aritim e s e rv i c e s
Amsterdam port region fourth largest Pilot services Pilot services Regio Amsterdam - IJmond come onboard. Boatmen
Towi
CVV a Ploeg boatme moor and unm
Surveyor
Infographic © Ronald Schreutelkamp - D&AS 2013
Amports Express: Dimensions (vertical clearance, draught, length, beam) of the vessel, features (e.g., presence of bowthruster), travel planning, potential defects, crew list, waste disposal, cargo, previous cargo, etc.
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A msterda m se aports october 2013
52°27.31.N004°37.10E Surveyor
Vletterlieden
Vletterlieden
Terminal Terminal brokers or ship brokers looking for suitable space. Terminal
Agents have a crucial role. They are the centipedes of shipping and must keep track of everything. Agent
port in Europe Surveyor
Surveyor boards to make an estimation of the cargo and take samples.
ing Boatmen Relevant information for the customs service on goods imported into the EU and for the Royal Netherlands Marechaussee on the crew.
and the Koperen en’s associations moor.
Royal Netherlands Marechaussee Amports Express approaches the CMYK: piers of IJmuiden with a cargo of petrol 10/65/100/0 from Russia CMYK: 75/10/20/0
CMYK: 10/65/100/0
IJmuiden
CMYK: 75/10/20/0
CMYK: 80/70/30/20
CMYK: 80/70/30/20
CMYK: 0/20/65/0
CMYK: 43/12/71/40
CMYK: 0/20/65/0 CMYK: 0/76/56/0
The VTS traffic controllers guide the vessel via the shore radar system. CMYK: 43/12/71/40
Handling of seagoing vessels in the Amsterdam port region 72 hours 36 hours 12 hours
6 hours
Tonnage classes b.t. 01,500 1,500 3,000 3,000 6,000 6,000 - 10,000 10,000 - 20,000 20,000 - 30,000 30,000 - 40,000 40,000 - 50,000
3 hours
Pre-arrival requests: pilots, tug operators, boatmen, port physician, bunkering companies, waste collectors, provisioning, water boat, etc.
50,000 72 uur
1990 1995 2000 2,495 1,453 1,928 2,622 677 940 1,114 485 324 570 695 564 997 343 386 347 188 206 286 79 101 104
CMYK: 4,953 3,346 0/76/56/0
70,000
36 uur 70,000 -12 uur 90,000
90,000 - 110,000 110,000 - 150,000 Total
2005 2,056 2,567 1,030 547 468 683 447 116
2006 1,496 2,388 1,278 795 771 649 293 162
2007 1,347 2,445 1,296 837 798 552 374 226
314
276
95
143
138
203
50 6
3 uur 75
180 13
133 32
2008 2009 2010 2011 2012 1,312 899 1,162 1,254 1,252 2,551 1,871 2,408 1,880 1,739 1,378 1,259 1,098 1,153 1,121 1.022 890 909 800 838 887 858 697 632 644 706 812 613 586 714 402 344 287 270 327 260 259 247 278 260 202
180
198
210
206
265 307 249 220 108 102 65 5 39 45 41 69 89 106 119 3 8 10 6 1 9,024 8,021 8,866 8,282 8,458 8,513 9,016 7,661 7,816 7,271 7,286
6 uur
Source: APDevelopment
A msterda m se aports october 2013
13
M aritim e s e rv i c e s
E ffec t ive a lt e r nat ive to d ega s s ing
S u c c ess ful T est by Ve nto Clea n
I n it s fir st o p erat io n a l tes t o n 2 7 M ay 2 0 1 3 in th e p o r t o f A m s terd a m , t he ne w Vento C l ean d ega s s in g s ys te m allowe d t h e in l a n d t a n k er R osita to be fully dega s s ed w it h o u t a ny emissions o f vo l a t il e s u b s t an c e s. The system t hereby p roved it s el f to b e a n efficient a n d enviro n m en t a l l y f r i e nd ly alter native to h ar m fu l d ega s s i ng, a n d is e conomic al in ter m s o f el ec t r i c i t y consumpt io n to b o o t . By H a k s Walb u rgh S chmidt
T
he transhipment of fuels in Dutch seaports is responsible for the release of millions of gallons of volatile substances into the atmosphere every year. This is not only harmful to the environment and human health, but also responsible for considerable economic losses. The problem arises because a large amount of vapour remains in the tanks after the cargo has been unloaded. This vapour must be removed before seagoing or inland tankers can load a new cargo. The only option until now was to discharge these vapours into the atmosphere. The Vento Clean system by Specialised Tanker Services (STS) in the port of Amsterdam now offers an affordable alternative. As it relies on a closed system, the noxious fumes no longer harm the environment or human health in the vicinity of the ports.
Substantially lower gas values After the test the gas readings in the tanks of Rosita were found to be less than twenty per cent LEL (Lower Explosion Limit). STS also recovered eight hundred litres of usable condensate. The trial with Rosita was made possible by a preliminary test: on 21 May 2013, STS connected the tanks of the barge ship Pride of Faial to Vento Clean for around
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A msterda m se aports october 2013
3.5 hours. The aim of this ‘dress rehearsal’ was to test the systems at this location. Vento Clean is a closed system that works through rapid condensation. It takes away volatile substances which remain in the tanks of vessels and barges after unloading. While the reason is usually the need to load new cargo, maintenance or inspection may also require empty or clean tanks. At the same time, Vento Clean maintains the oxygen concentration in the tanks below eight per cent by filling the emptying space with nitrogen instead. This makes the ignition of gasoline or other petroleum products impossible. The oxygen comes from the tanks of inland vessels, where rates of up to twenty per cent are common. The system cools the volatile substances from the tank to well below zero, causing them to condense. They are then be collected and pumped to a buffer container as liquid. Finally, the Vento
Clean system adds so much nitrogen to the gases that the mixture is ultimately returned to the tanks as almost pure nitrogen.
degassing barges and board-to-board transfer between vessels and barges. The installation is fully mobile and can be taken to different handling locations.
Mobile and versatile
The storage terminals in the Amsterdam port region all now have the capacity to capture vapours and convert them into clean air. The principle is condensation of the gases by cooling to temperatures below zero. This causes the fuels to become liquid, leaving behind clean air that is free of residual vapours.
Port of Amsterdam and the Dutch Ministry of Infrastructure and the Environment have played an active role in the development of Vento Clean. The system is located on a pontoon in the port of Amsterdam and is available for
The Vento Clean trial on the barge Rosita in the Port of Amsterdam. Photo: Specialised Tanker Services (STS)
Schematic representation of the Vento Clean system deployed to prevent harmful emissions during the degassing of seagoing and inland vessels. Illustration: Ronald Schreutelkamp
Safe According to Specialised Tanker Services (STS), Vento Clean meets all standards and safety regulations. For instance, its standard installation is in a forty-foot (ATEX) explosionproof container. Furthermore, there is a safe zone of thirty metres between the container and the control room on the pontoon. The company N.R. Koeling near Rotterdam built the Vento Clean system for STS. Just like Teicom, the proprietor of the cooling system, all partners are delighted with the result. Both governments and market players, such as the Transport and Public Works Inspectorate, Lloyd’s Register, Energieconsult and the Centraal Bureau voor de Rijn- & Binnenvaart (CBRB), were involved in the development. This cooperation was of great importance in the development of the Vento Clean systems, making transfers between sea and inland shipping increasingly safe and environmentally friendly.
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I n d i s pen s ab l e t r aining m o d e l fo r A m s t e r d a m - I J m on d r egion
North Sea Canal i n A S INGLE si mu l ator The adva n c ed s im u l a to r o f t he Am s te rd a m -I J m o n d re gi o n a l p i lo t ’s cor p o ra t io n b o ard ( Lo o d s we ze n) i s a v i t a l to o l fo r t r a i ni ng p i lo t s an d e nsu r in g s a fe s h ip p in g. Lo c a te d i n I J m ui d e n , p a r t o f t h e Am s te rdam por t regio n , it is a l s o u s e d to i m p rove s p a t i a l p l a nn i ng. By R en é D idde
T
o the backdrop of rumbling ship engines and a strong north-westerly wind, licensed maritime pilot Gijs de Boer steers the AIDAluna cruise ship to the Noordersluis locks, part of the lock complex in IJmuiden. The 250-metre cruise vessel sails between the piers at considerable speed. Despite the wind, De Boer decides not to use a tug. “I’m about to employ the bow and sternthrusters and am steering towards the port side,” De Boer shouts from the bridge. He carefully monitors the rudder angles, rpm and speed on the impressive control panel. “I’m reducing speed slightly as we are going a little too fast.” Not much later, the lock doors open and ten minutes after that the AIDAluna has been placed perfectly into the Noordersluis locks (which are
Licensed maritime pilot Gijs de Boer demonstrates the pilot’s corporation board simulator in IJmuiden. Photo: Ed Seeder
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400 metres long, 50 metres wide and 15 metres deep). We look back and see that the huge vessel only just fits into the locks. This was a perfect simulation of an actual navigation with a colossal cruise vessel. The pilot shuts down the simulator in the corporation’s testing area and pours himself a glass of water. “If I further increase the wind speed, the simulator actually makes it feel like it is almost impossible to keep the vessel under control. This allows us to find the maximum permissible wind for every vessel.”
All quays in the simulator The memory of the simulator includes a wide variety of coasters, cruisers, container vessels and tankers, large and small. In the same way that F-16 pilots practice take-off and landing in a simulated cockpit, the 64 pilots of the regional corporation board exercise manoeuvring in their simulator. “The simulator includes every part of the North Sea Canal,” De Boer explains. “We can practice mooring at every quay.” The simulation model was developed by the Maritime Research Institute Netherlands (MARIN). Even the most experienced captains cannot simply guide a huge cruise vessel through the IJmuiden locks and moor at Passenger Terminal Amsterdam (PTA). “Almost every seagoing vessel is provided with a pilot onboard who is added to the bridge team as an advisor to the captain. The pilots are responsible for the navigation and take over the helm from
The advanced simulator was developed by the Maritime Research Institute Netherlands (MARIN)
the captain, who retains overall control over the vessel,” says De Boer who used to work as a captain himself. All pilots are licensed captains and, after internal training, they are allowed to pilot the simplest vessels. After seven years of further training and practice, the pilots are also allowed to (un)moor the largest seagoing vessels. “Vessels are increasing in size and, even more so, in beam,” De Boer adds. “This is because their draught is limited. The North Sea Canal cannot be made deeper, partly due to the two tunnels underneath.”
In daily practice there are rarely any problems and those that do arise are easily solved with a simple phone call, as in: ‘could you delay mooring for a bit because we are leaving in half an hour.’ Leinenga: “We want to know precisely what companies are doing on the water and which facilities they have on the quay.”
The simulator includes e ver y part of the North Sea Canal
Spatial planning In addition to training purposes, the simulator is also used to determine the manoeuvring space of vessels at the quays. “If one wants to build a house in the Netherlands, it is compulsory to stay within certain stakes. These stakes are not present in the port basins and that should change,” says Lammert Leinenga, group manager traffic control at the Nautical Sector of the Port of Amsterdam. It has become increasingly busy in the Amsterdam port region, and sometimes four or five companies are located in the same area. “The vessels are becoming longer and wider, so we want to determine how much water these companies can use at their quays without affecting the safety when vessels are mooring at neighbouring companies,” Leinenga continues.
This inventory is not voluntary – the decision of the city council (the municipal executive) is being enforced by the harbour masters. Leinenga and his colleagues have now visited around one third of all companies. In some cases the group manager deploys the simulator. “In busy ports, we ask the pilots to moor and unmoor repeatedly to determine the exact manoeuvring space of the vessels involved.”
Best variety Sometimes the simulator is used to determine the optimal layout of a new company quay. A recent example occurred in the Amsterdam port. “It had surprising results,” says Gijs de Boer. “Based on the tests it was shown that a slightly bent quay was the optimal design. This would provide space to seagoing vessels on one side of the quay, and inland vessels on the other. We have an excellent relationship with the Port of Amsterdam and are therefore often involved in the planning of new quays.”
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Amsterdam IJmuiden Offshore Port, Serving up offshore energy solutions. Our partners are ready to be of service in the following disciplines: • Base Facilities (office, warehouses, open yard) • Construction, Engineering • Decommissioning • Design, Development • General Services • Maintenance and Repair • Offshore Wind Power • Port Related Services • Regional Authorities • Transport, Logistics & Supply
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Ma ri t i me servi ce s
Boatme n e x pa n d te n der fleet i n IJmu ide n
The Coope ra t ive As s o c ia t io n of Boat men (C V V ) in I Jm u id en , par t of t he A m s terda m p o r t region, has ex p an d ed it s fl eet wit h the Wavec at E x p res s. Th is advanc ed p il o t ten der is cur rently be in g t r ia l l ed in t h e por t of I Jmu id en a n d o n t h e Nor th S ea. By W illem M oojen
T
he Cooperative Association of Boatmen (CVV) in IJmuiden, established on 30 November 1945, has been assisting vessels in the (un)mooring process in the ports of IJmuiden, Velsen North and Beverwijk, the IJmuiden lock complex, Tata Steel and part of the North Sea Canal for many years. In addition to road equipment, CVV also has four robust motorboats: Boatman 1, 3, 4 and 5.
Wavecat Express The latest addition to the tender fleet is the Wavecat Express catamaran which CVV purchased earlier this year in the UK. According to Mark Emmelot, the new chairman of CVV IJmuiden, the tender is less than a year old and only sailed a few nautical miles in sea trials. The IJmuiden boatmen were able to purchase Westwave Dawn directly from her Irish owner who had been unable to find work for the catamaran.
Tender service to offshore wind parks Since a few years CVV IJmuiden expanded its activities with a 24-hour tender service. The IJmuiden boatmen use the crew tenders to transport parts, supplies and post to vessels at the anchorage, located some ten nautical miles (18.5 kilometres) off the coast of IJmuiden. The vessels moored here are often waiting for space to become available in the port or follow-up orders. The tenders regularly transport crew and surveyors who take oil samples onboard. In addition to this service CVV also provides support services to the offshore wind turbine parks on the North Sea. The tenders transport maintenance crew and technicians who perform repairs and maintenance on the wind turbines.
Stand-by According to Emmelot the boatmen currently transport the maintenance staff from Vestas in IJmuiden to the two offshore wind turbine parks off the Dutch coast. The tenders are constantly on stand-by as long as the activities on the wind turbines are being performed. The CVV chairman says that the crew tenders can in fact be used for the entire North Sea and the Wadden Sea, an inland sea to the North of the Netherlands.
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Westwave Dawn has a length of 14 metres, a beam of 5.10 metres and a draught of 1.52 metres, making it very easy to manoeuvre. The two diesel engines of 620 hp each (456 kW) provide a speed of 27 knots. In addition to the crew, the vessel can accommodate up to ten people. The pilot tender is equipped with the latest navigation equipment and safety tools. In addition to the Wavecat Express CVV has two other tenders. The first is the 12.60 metre long, 4.60 metre wide Tender Express which was built at the Engelaer Shipyard in the central part of the Netherlands in 1990. Its two diesel engines of 650 hp each ensure a speed of 20 knots. The Victory, length 12.70 metres and beam 4.70 metres, has a draft of one metre, and is powered by a 566 kW diesel engine that provides speeds up to 20 knots.
The new Wavecat Express in action in the port of IJmuiden. Photo: Willem Moojen
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Blom : A ll you n eed f or fl at boat re ntal and tugging Ever y har bour needs mar itime ser vice providers such as Blom B V, situated in the Amsterdam por t; a company that is available for all ‘ wet ’ ac tivities such as tugging and flat boat rental in all shapes and sizes. “ What we offer is flexibilit y,” says direc tor Nanc y Blom. With the sustainable supply and removal of building mater ials and equipment for projec ts in the cit y centre, Blom has successfully tapped into a niche in the mar k et. By R ob S choema k er
“T
he rental of flat boats is still at the core of our activities,” says Blom, who succeeded her father Karel Blom as director of the family company four years ago. Her son Sean, fourth generation, is one of the eight permanent employees of a company that was founded in the Amsterdam port in 1954. Blom operates a fleet of 70 flat boats, pontoons, hopper barges and painting floats. Four of the company’s own tugs can position these vessels wherever the clients need them. In addition, the tugs can provide auxiliary services in the port such as assisting vessels with docking. Their limited draught also means they are in demand from ‘big brothers’ like shipping and salvage companies Iskes Towage & Salvage and Svitzer in the port of IJmuiden. Blom’s flat boats sail as far as Belgium and Germany. Due to their flexibility, flat boats and pontoons are extremely practical for transportation, temporary storage, port activities and for placing between seagoing vessels as gangways. Double-hull tank barges, for example, provide a stable basis for piling structures and cranes. At its premises in the Amsterdam port, Blom also has an unloading quay and a 79-ton crane for storage and transhipment.
Fast connection to city centre One of the growth areas for Blom is flat boats used in building projects in city centres. For environmental reasons lorries are increasingly banned from the centres of Dutch cities, or they are unable to reach certain locations. Space for the temporary storage of waste and building materials is also scarce in these areas. The flexibility offered by a flat boat is ideal. From the Amsterdam port Blom only has to sail 30 minutes to reach the capital’s city centre. Blom’s pontoons were recently used for renovations at the internationally renowned Amstel Hotel and Hotel L’Europe, for instance.
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The new sustainable tug Karel, powered by biodiesel, was taken into use on Friday 19 April. Photo: Blom
For this reason, Blom has taken the biodiesel-powered tug Karel (180hp) into use last April. This CO2-neutral tug has a length of nine metres and a beam of 3.5 metres, and was built by shipyard Kuipers Woudsend in the northern part of the Netherlands. Nancy Blom: “Sustainability has become a prerequisite in the tender process for building projects. This is where Karel comes in. We have also recently joined an eco-friendly cluster of transport companies active in the construction and demolition sector that mutually reinforce each other. Together the companies offer clients a total range of transport and logistics solutions.” Blom’s flat boats are also increasingly used in events. Quite a few artists have performed from one of the maritime service company’s pontoons on the water.
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Ma ri t i me servi ce s
Mar p o l S erv ic es ant i ci pates n e w e n vi ronme nta l legisl ation The r ate o f in c reas e in t h e w a s te being drop p ed o ff by ves s el s i n t he Amsterd a m p o r t regio n s l owe d dow n in 2 0 1 2 . Wa s te c o l l ec t io n and dispos al c o m p a ny M a r p o l S e r vices in I Jm u iden s ees t h is a s a n oppor tunit y to b ro aden it s s er v i c e s. By R u ben Acohen
C
ontaining and cleaning up oil during a spill captures the imagination like nothing else. But aside from this important work, Marpol Services mainly operates behind the scenes in the cleaning of the maritime environment. The company, which has its headquarters in IJmuiden, collects both liquid and solid maritime waste every day. “Solid waste is collected from the cruise boats in Amsterdam and IJmuiden,” general manager Marc Cleophas says. “A few thousand passengers and crew easily produce fifty to sixty cubic metres of waste by the time the boat arrives. We act as a logistics service provider in the Amsterdam port – for processing, we call on partners such as Icova or Afval Energie Bedrijf (AEB). We also collect liquid waste such as oil. For this, we operate tankers in the Amsterdam port region that bring the waste to specialised processors.”
More waste collected “Waste collection is financed indirectly in the fishing and sea & inland shipping sectors,” adds the general manager. “In accordance with European regulations, seagoing vessels in the port of Amsterdam pay a certain amount to the port authorities, who then reimburse our work.” According to Cleophas, this encourages boats to drop off the waste instead. “In recent years, the amount of waste dropped off by vessels in the Amsterdam port region has increased dramatically. I estimate that ninety per cent of the boats arriving in Amsterdam drop off waste here. In economic terms there’s little left for us in terms of growth. This is also because economies of scale are an overall trend, leading to more tons per boat. All maritime services benefit from more vessels but now there are fewer.” This is why Cleophas’ company is now looking at ways to adapt and expand its services. Within five years they want to replace the two largest vessels by double-hull models to meet future environmental requirements. There are currently six waste collection vessels with a capacity of 80 to 1000 m³. Barges which carry petrol are particularly interesting to Marpol. After emptying their holds, these vessels are currently still allowed to open their valves to release the remaining vapour during sailing. Marpol is investigating the possibility to develop mobile gas treatment equipment for this.
Cleaning action Marpol Services has lately expanded its service offering with the cleaning of vessels, both inside and out – for example, in the case of oil calamities. In addition, Cleophas recently founded the new company Transoil, which focuses on monitoring and control during the handling of mineral oil products. “More stringent European laws for the cleaning of bulk carriers came into force in early 2013,” Cleophas notes. “This waste may no longer be discharged, creating new opportunities for us. Seagoing vessels also have to reduce their sulphur emissions. There are developments allowing the capture of sulphur with scrubbers. This will create new waste streams, the future size of which is still unclear.”
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Bonitas is one of the six waste collecting vessels operated by Marpol Services in the North Sea Canal area. Photo: Marpol Services
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Uni qu e meeti ng of 22
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Maritime services in photos p h oto : H e n k Ho n i n g T e x t: B a r t S ta m
A unique event occurred off the port of IJmuiden on Wednesday 17 July when two cruise vessels from MSC Cruises met - the MSC Opera and MSC Magnifica. Between them the two vessels had some 4800 passengers and 2000 crew members onboard. In addition to the terminal directors of Amsterdam and IJmuiden, RenĂŠ Kouwenberg and Frans Baud respectively, the encounter was attended by representatives of the Dutch Cruise Council, Amsterdam Cruise Port and various members of the media. An Iskes Towage & Salvage tug (Argus) brought the group to the two vessels. The meeting between the two vessels is a good indication that MSC Cruises is increasingly important to the Amsterdam port region. The decision to build
the new Felison Cruise Terminal (FSC), for instance, was largely based on MSC’s commitment to increase its calls from IJmuiden. The eleven cruise vessels of MSC Cruises transport around 1.5 million passengers a year. Amsterdam and IJmuiden will welcome 182 cruise ships this year, 143 in the Dutch capital and 39 in IJmuiden. In 2014 the three terminals in Amsterdam and IJmuiden expect 192 vessels. The regional cruise sector on the North Sea Canal represents an annual turnover of around 90 million euros, as well as some 1100 jobs in the Amsterdam port region. www.portofa msterda m.nl www.pta msterda m.nl www.felisonterminal.nl october 2013
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Bek & Verb urg sends clea n Vesse l s back to sea
Shipping p ro d u c es a t l ea s t 1 6 8 d i f fe re nt wa s te s t re a m s. Bek & Ve r b u rg, l o c a ted in t h e Am s te rd a m p o r t a re a , has t he ca p ac it y to res p o n s ib ly c o l le c t , s o r t a nd ‘ b ulk up’ (me rge ) t h es e s u b s t a n c es, a n d t r a n s p o r t t h e m to e nd user s w it h it s c o l l ec t io n ve s s e ls i n a s us t a i na b l e manne r. On l y s e ven p er c en t i s no t re c yc la b l e a n d g o e s to t he lan d fil l. “ M o re s t r in gen t Euro p e a n e nv i ro nm e n t a l regulations a n d t h eir en fo rc eme n t wi ll e n s ure t h a t le s s and less w as te en ds u p t h row n ove r b o a rd,” s ays Ch a i r m a n Daan van M u l l em . “ B u t it ’s s t il l to o m uc h.”
By R ob S choema k er
B
ek & Verburg has been a market leader in the collection of waste from boats for fifty years. Originating in Rotterdam, this company operates throughout the Netherlands and has been active in the North Sea Canal – the ports of Amsterdam and IJmuiden, where the company collects eighty per cent of the waste – for thirteen years. Three years ago this was still just fifty per cent. And the increase is not due to there being fewer competitors, says director Daan van Mullem. “The difference is due to a more stringent delivery obligation – the other thirty per cent used to just disappear in the sea!”
Stricter controls
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Low-s u l p h u r e n g i n es Bek & Verburg is constantly working to make its own fleet more environmentally friendly. The company already operates with low-sulphur CCR2 engines that emit less soot (up to 10 ppm (parts per million), ed.). The latest crane vessel (Bek & Verburg) produces even fewer emissions and the company is studying the possibility to fit the same system onto all of its twenty vessels in the Netherlands.
Since 2004, every vessel arriving in a Dutch port must keep a waste journal and is obliged to drop off its waste. Effective controls by the Transport and Public Works Inspectorate ensure that more and more waste is collected in the Netherlands.
electronically connected to each other, so that enforcement can take place more effectively and efficiently. “Although this is moving in the right direction, it’s not fast enough for me,” Van Mullem says. “The standardisation of regulations and tariffs also leaves much to be desired, and operators often don’t know where they stand.”
All European ports must have a so-called port reception facility (Haven Ontvangst Installatie, HOI). They will soon be
“In the Netherlands we are well on the way to get all ports in line – the systems for dropping off waste are
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Bek & Verburg’s collection vessel Invontis II is active in the ports of Amsterdam as well as IJmuiden. Photo: Bek & Verburg
effective and running,” he continues. “We are in the middle of administrative professionalisation. In the port of Amsterdam, Portbase (the Port Community System shared with the port of Rotterdam, ed.) will soon make the collection of waste from vessels more efficient and accountable for all parties.” According to van Mullem, the picture is more mixed abroad. “The process has not even started in the Baltic States. Antwerp does have regulations but, as in many other things, the port doesn’t enforce them. Hamburg has different regulations, according to which less waste has to be dropped off by vessels. Even so, I remain optimistic that the sea will become cleaner.”
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Bek & Ver b u rg i n the A msterdam p o rt area When called upon, Bek & Verburg sends a collection vessel to take away all solid and liquid waste, including hazardous substances from the engine room and galley. Moreover, there is also the waste generated during maintenance and stowage. Environmental administration is fed back to the ship electronically. The sorting, ‘bulking up’ and transportation to the end users take place at the main facilities of Bek & Verburg in the port of Amsterdam. The company’s branch in Ijmuiden is where collection vessels hand over their cargo pending transport to the main facilities in Amsterdam.
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Mo der nisat io n o f the North Sea Canal lock operation Lo c k s play an es s en t ial ro l e in t h e D utc h wa te r ways s ys te m . R i j ks wa te r s t aat, par t of t he Du tc h M in is t r y o f I n fra s t r uc t ure a nd E nv i ro nm e n t , e ns ure s t h at m oder n lock s m eet a l l t h e req u ire m e n t s o f t h e f ut ure. At t he N o r t h S e a Can al, R i jk sw ater st a a t is p a r t n er in g w it h t h e D utc h e le c t r i c a l c o m p a ny Cro o n o n th e m oder nisatio n o f l o c k o p era t io n s. By B art S tam
“A
n update of the control system of the locks in the North Sea Canal is important for two reasons: the smooth flow of shipping and safety.” We spoke to Roy van Reijsen and Teus Stam, project managers at Rijkswaterstaat and Croon, respectively. Both are closely involved in the renovation of two lock complexes on either side of the North Sea Canal: IJmuiden in the west and the Oranje and Prince Willem-Alexander locks in the east. The latter two provide access to the Amsterdam-Rhine Canal, the main hinterland connection for inland shipping with Germany. The project requires an investment of around ten million euros. As a technical service provider, Croon is responsible for all electrical installations in buildings, industrial complexes, tunnels and roads. The works will take around 2.5 years to complete. Croon will take care of both the design and system integration of subsystems, as well as delivery and maintenance. “In other words, we don’t just supply the
Roy van Reijsen (right) and Teus Stam on the control building for the locks in IJmuiden. Photo: Ed Seeder
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hardware, such as cables and computer; we integrate them into the design,” Stam explains.
Ease of use “We are dealing with eight objects at two lock complexes,” Van Reijsen continues. “In addition to the locks themselves, this includes the drainage pumps and fish passages. At both locations, the computer and the software are now some fifteen years old. Although the system is still functioning, it is clearly due for replacement in the future.” “As the control equipment ages, maintenance becomes more difficult,” Stam adds. “This is especially true if certain hardware components are no longer available.” Asked about the role of users (the staff at the locks), Van Reijsen says: “This renovation fits our ambition to make all lock complexes in the Netherlands uniform. It also means that we will improve the ease of use for the operators with larger displays and the integration of all control functions.”
“Of course, we also listen to the needs of these users,” Stam continues. “We do this together with Rijkswaterstaat and Port of Amsterdam as Amsterdam’s port authority operates the locks in IJmuiden and Rijkswaterstaat employees take care of the ones on the east side. All operational staff will of course attend a training course.”
Smarter cameras
project will proceed in phases according to the project managers from Rijkswaterstaat and Croon. Thanks to its major economic importance to the Amsterdam port region, the Noordersluis has a special position. “Of course, we strive to keep the nuisance and inconvenience at the Noordersluis and the other locks to a minimum by ensuring that a lock always remains in use and as much work takes place at night as possible,” Van Reijsen explains. “We cannot avoid all issues at the Noordersluis in IJmuiden or the Prins Willem Alexander lock, however, as these are the only locks that can accommodate large vessels.”
“As the control equipment ages, maintenance becomes more difficult”
One of the adaptations is a new fibre optic network for operating the lock gates. Leveraging on the improved bandwidth will make it possible to use more cameras in a smarter way. “This new and fast fibre optic network allows us to use more and smarter cameras in the lock chamber,” Van Reijsen points out. “This improves security when locking.” “The challenge is to make one integrated network out of two different systems, while ensuring that the workstations are identical and have the same features,” Stam comments. “This way, we contribute to the national standardisation of lock operation in the Netherlands,” Van Reijsen adds. “The North Sea Canal, together with the southern provinces of Zeeland and Limburg, is deploying one of the first projects in this field.”
The partners agree that the most stressful moment of the entire project will therefore be the adapting of the control system for the Noordersluis. “We deliberately chose to rebuild some other locks first before we started the Noordersluis,” Van Reijsen says. “This way we can take full advantage of our previous experiences.” In upgrading the lock operation in IJmuiden, Rijkswaterstaat and Croon are naturally keeping in mind the fact that there will be a new sea lock in 2019. “We are already thinking about how we can best manage this new lock chamber and lock gates. As the construction approaches, we will increasingly consult all the parties involved,” Van Reijsen concludes.
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Essential Noordersluis The new system for the lock operation must be fully operational by the second half of 2014. Until then, the
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M aritim e s e rv i c e s
O ne m i l l ion c r u i s e an d fe r r y pa s s enge r s in t he A m s t e r d a m po r t r egion
Royal Military Police kept busy by b o o mi ng passe ng er numb ers The pas s en ger ter m in a l s in Am s te rd a m a n d I J m ui d e n a re e nj oyi n g a dr amat ic in c reas e in c ru is e a n d fe r r y t r a f f i c. Th i s ye a r a lo n e, t he numbe r of passen gers (exc l u d in g c re w) a r r i v i n g i n t he N o r t h S e a Ca na l a re a i s approa c h in g o n e m il l io n . I t ’s a d e ve lo p m e n t t ha t i s we l c o m e d by th e R oyal M ilit ar y Po l ic e, w h ic h h a s to c h e c k t h e hug e n um b e r o f m a r i t i m e tour i sts. By J oris M oes
Adjutant Leeuw at work at the Passenger Terminal Amsterdam. Photos: Ministry of Defence
Royal Marechaussee : m o re than j u st m i l i tary p o l i c e The Royal Netherlands Marechaussee (usually known in English as Royal Military Police) is a police force with military status which focuses on monitoring and protecting the border and carrying out border controls. This gives it a key role in Dutch ports and airports. Like all government tasks, border control entails maintaining laws. This includes both Dutch national regulations and, since the end of last century, European ones, in the framework of the Schengen Agreement. Brigade North Holland has 165 employees in Den Helder, IJmuiden and Amsterdam, where the headquarters is located. Schiphol Airport has its own, independent airport brigade. In the North Sea Canal area, the Marechaussee spends ninety per cent of its time on port activities and ten per cent on military police tactics.
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Adjutant Leeuw: “If three cruise vessels arrive in Amsterdam and two in IJmuiden at the same time, it’s all hands on deck for the Royal Military Police.’’
T
ourists who arrive by boat in the North Sea Canal area cross the Dutch and European Schengen borders. It is the responsibility of Brigade North Holland of the Royal Military Police to manage this flow.
In most Dutch ports this is a routine matter, as merchant ships almost always leave with the crew with which they arrived. But things are different in the Amsterdam port region. The Dutch capital is a huge attraction for tourists, and therefore for the cruise vessels which come and go with thousands of passengers and crew. Like at Amsterdam Airport Schiphol, these people are checked by the Royal Military Police at the border on arrival and departure. This can be an intensive process: if three cruise vessels arrive in Amsterdam and two in IJmuiden at the same time, it’s all hands on deck for the Royal Military Police.
Crew matters too IJmuiden is the nerve centre for border controls within the province of North Holland (western Netherlands), with an emphasis on cruise and ferry traffic. As coordinator for immigration, adjutant Lute Leeuw is partly responsible for ensuring that this aspect of shipping proceeds smoothly.
They might not have a valid visa as it wasn’t clear ahead of time exactly where they would be replaced. Temporary visas can only be issued through us in IJmuiden and the process is rather cumbersome: we take fingerprints and passport photos, and enter a whole laundry list of data into the computer in conformity with Schengen rules. The so-called Blue Carpet rule also makes it possible for sailors to get a visa at the border. The administrative processing takes an average of fifteen minutes per person. With some sixty applications per day, this is a highly labour-intensive activity, with waiting times of up to three hours. This is why we use the so-called visa agenda for these types of issues.”
Good cooperation According to adjutant Leeuw, short communication lines with the port are a must. “The people in the port with whom we are in touch can now rely on fixed contact points. It’s tough going when you need to arrange various things with constantly changing officials. This is because the Military Police have to be continuously available, the same as Customs, the Port Authority or pilot services. We therefore make it clear in advance who is in service at a given time and whom the port companies can call to arrange as much as possible in advance. Shipping requires flexibility – improvisation and fast action. Delays are a mortal sin, as they entail extra costs which we wish to spare businesses and operators. We have therefore assigned a port specialist, the Staff Sergeant, for specific maritime tasks.
“Del ays in shipp ing are a mortal sin”
“The Royal Military Police mans the border checkpoints at the Passenger Terminal Amsterdam (PTA) and the two Felison terminals in IJmuiden. They check the passports and visas of the passengers, whose numbers are continuously growing. We’re heading towards a figure of one million maritime tourists in the region this year, a very positive development given the current economic situation.” “And that still leaves the crew,” Leeuw continues. “The largest cruise ships have around 3,500 passengers and 1,500 crew members on board. Some of the crew are always replaced here. In order to fly home they need to enter the Netherlands before they leave it again via Amsterdam Airport Schiphol.
“Despite the economic downturn, shipping traffic in the Amsterdam port region has experienced healthy growth in recent years, especially where cruise vessels and tankers are concerned,” Leeuw continues. “This has increased the pressure on Brigade North Holland. We can deal with a couple of cruise vessels per day, but five at the same time is pushing it. And the summer season is no exception,” Leeuw concludes.
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M aritim e s e rv i c e s
S tat e ha r bo u r m a s t e r s an d pi lot co m panie s co m e toge t he r in con s u ltat ive p l at fo r m
Increas in g strength thro u g h co o p eration
Th e fu t u re o f s ea p o r t s, i n c lud i n g t h e Am s te rd a m p o r t regio n , is ex p ec te d to i nvo lve m o re a n d l a rg e r ve s s e ls. Th is req u ires ac t io n s a nd c le a r c h o i c e s by s t a te h a r b o ur m as ters an d p il o t c o m p a n i e s to e ns ure a s a fe a nd s m o o t h p ro c es s ing o f s hi p p i n g t r a f f i c.
By C ees V isser Port harbour master Janine van Oosten: “Pilot companies play an important role in maintaining safety in the port.” Photo: Port of Amsterdam
“S
ervice providers in shipping form a chain. If one link fails to function properly, vessels are unable to arrive or depart. Links include the Military Police, shipping agents, terminals, stevedores, charterers, and many other players,” says Willem Bentinck, chairman of the pilot’s corporation board (Loodswezen) in the Amsterdam-IJmond region, which comprises the North Sea Canal and the Amsterdam port area. In his IJmuiden office Bentinck explains what he means by the ‘chain approach’; the Dutch platform established in 2009 in which state harbour masters and pilot companies discuss how to handle the increasing amount of shipping with the abovementioned parties. “We all benefit from a safe and smooth processing of the shipping traffic. And there’s always room for improvement!”
No free market system For a better understanding of the establishment, goals and necessity of the platform we have to go back to 2008. It was in this year that the Dutch Minister of Transport and Public Works decided that a free market system was undesirable for the pilot sector, adding: “But I do expect state harbour masters and pilot companies to take action towards innovation.” As the harbour master in the Amsterdam port as well as the state harbour master for the entire North Sea Canal region, Janine van Oosten agrees. “A free market for pilot companies would be undesirable for Dutch seaports as it would put safety and professionalism at risk.” To clarify,
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Willem Bentinck, chairman of the pilot’s corporation board for the AmsterdamIJmond region. Photo: Loodswezen Regio Amsterdam/IJmond
she adds that the harbour master is responsible for a smooth, safe and sustainable processing of the shipping traffic on the North Sea Canal and in the Amsterdam port. “Pilot companies have an important task that is closely linked to my own responsibilities,” says Van Oosten. “They play an important role in maintaining safety in the port. Pilot services are compulsory, and it is my job to impose them on the shipping sector.” The dialogue between state harbour masters and pilot companies led to the establishment of the consultative platform for state harbour masters and pilot companies (Overlegplatform Rijkshavenmeesters en Loodsen) as well as a Vision Document in which both parties share their vision on shipping processing, their individual roles and positions, and the possibilities for cooperation.
Sharing information Bentinck adds that cooperation and information sharing are important: “The state harbour masters and pilot sector each have their own responsibilities and tasks, as well as individual traditions and cultures. This is why we now meet twice a year. We all realise that working together to increase our mutual strength is of the essence.” In addition to state harbour masters and pilot companies this also includes sharing information with maritime and nautical service providers, he adds. “Pilot companies are an integral part of the port,” Janine van Oosten continues. “The importance of pilots who physically go onboard is also important to me, as harbour master. Once there, pilots can immediately assess the situation and take whatever action is necessary.” According to the state harbour master, cooperation and professionalism are crucial aspects. “We all want to keep the port accessible and safe - we are each a link in the chain. I am really pleased with the current openness of the pilot sector.”
More efficient processing State harbour masters and pilot companies may have found each other and improved their communication, but the main question now is where are we heading in the future? Willem Bentinck explains that one of the main goals is to achieve a more efficient processing of the shipping traffic in and around the port to reduce the costs for all parties who use it. “Maybe we should start setting priorities,
so that vessels with a higher economic value are processed quicker. Or perhaps we need to establish a time slot system in which we process incoming vessels at one moment and outgoing vessels after that. Risk profiles are another possibility. An example includes traffic-reducing measures required when a large vessels enters the port; this would mean, for instance, that other captains would not be able to sail after 22.00. These types of measures are called Vessel Traffic Management.” Another important issue in the coming months is the so-called pilot duty system, according to Bentinck. One idea that has been proposed is to accurately evaluate the mix of vessel and captain. “Take a captain who has served on the same vessel for many years and entered the port dozens of times. Based on this information, we could perhaps provide this captain with an exemption of the pilot obligation. We can already do this but we would like to increase the focus on the individual qualities of the captain.”
New pilot location In the meantime, the platform for state harbour masters and pilot companies has not been idle. Research has been carried out into moving the pilot location, currently three kilometres offshore, to within the port. Bentinck: “We studied if we could benefit from pilots spending less time onboard, which would reduce costs for shipping companies. The report shows the opposite is true, unfortunately. Bringing vessels in first would mean that the pilot would step on board when the vessel is in the neck of the port, and not in the wide part of the funnel when the ship approaches the port entrance. This would have a negative impact on efficiency, the flow of the shipping traffic and safety.”
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G ood rati n gs f o r A msterdam Cu stoms Por t-based companies in the Amsterdam Seapor ts region and regional customs are satisfied with the new form of ser vice provision, introduced in 2011. A recent sur vey by ORAM (Amsterdam Region Business Association) of 82 businesses (with a 71% response rate) gave regional customs an overall rating of 7.2, with a mark of 7.5 for physical inspections. By P ieter van H ove
S
ince replacing the customs offices in the Port of Amsterdam in May 2011, customs officers in the Amsterdam region have been operating a so-called door-to-door service. “Initially, this decision caused considerable commotion,” says Gerbrand van Dam, regional director of Amsterdam Customs. “Companies in the North Sea Canal region were concerned that it might lead to a poorer service.” Nothing could have been further from the truth, according to the survey carried out by the Amsterdam Region Business Association. Port-based companies have indicated that the level of service provided has been constant or even improved. “The ultimate aim is to limit the impact of customs inspections,” says ORAM director Kees Noorman. “If we avoid delays, we can facilitate fast and efficient processing of goods. This can only benefit the business climate in the North Sea Canal region.”
Areas for improvement The survey did flag up a few areas for improvement, however. Customs officers’ knowledge and understanding of business processes was one area highlighted, while it was also thought that the quality of inspections could be improved by choosing the most logical moment in the logistical chain. In addition, customs officers could communicate better about the timing of inspections. Noorman: “ORAM will cast a critical eye over customs officers’ implementation of the proposed improvements. This does involve an element of mutual trust but I have complete faith that officers will take on board the results of the survey.” “Dutch customs officers place customer-oriented working and service provision high on their list of priorities,” adds regional director Van Dam. “Although we are an enforcement
Customs patrol ship Kokmeeuw in the Port of Amsterdam. The ship, which has a length of 19.8 metres and a 5.45-metre beam, was built in 2004. Photo: Amsterdam Customs
agency with a specific role, we are also an organisation that works in the service of society as a whole.” “In order to meet our responsibilities, it is essential that we keep in close contact with the business world. Customs maintains contacts with both the individual companies involved and with representative organisations, such as ORAM. If we look closer at the results of this survey, we can see positive results of which Amsterdam Customs should be proud.”
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G o o d g rades Businesses in the Amsterdam Seaports region have given the new working methods employed by regional customs officers an overall rating of 7.2 and a rating of 7.5 for physical inspections. The companies surveyed are satisfied with the speed and simplicity of administrative procedures, waiting times, the making and keeping of appointments, the way solutions are found and customer service. Customs officers carry out physical inspections on a weekly or even daily basis at 28 per cent of companies, while inspections are less frequent at the remaining firms.
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M a ritim e s e rv i c e s
P o r t of A m s t e r d a m t r affic con t r o l l e r s r eceive e x t en s ive t r aining
Well prepared f o r the new sh ore radar system Two ye ar s pr i o r to t h e n e w s h o re r a d a r s y stem going l ive in t h e A m s terd a m S ea por t s regio n in S ep tem b er 2 0 1 2 , t r a f f i c co nt roller s ga in ed ex ten s ive ex p e r i e nc e i n its use from t h e No r t h S ea Ca na l Tr a f f i c S er vice. “ This g ave u s a b ig a d va n t a g e,” s ays for me r t ra ffic c o n t ro l l er A l ex B r a nd j e s. I n the meantim e, h e h a s b ec o m e a V TS Tra ining advi s o r a t t h e Po r t o f A ms te rd a m . By E vert B r u ine kool
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he North Sea Canal’s new shore radar system consists of 26 interconnected radar masts. They cover the entire shipping region, for which the Department of Waterways and Public Works (part of the Ministry for Infrastructure and Environment) and the Port of Amsterdam are responsible. This involves the 50 kilometres or so from the moorings and the shipping route to the port, from IJmuiden to the locks at the entrance to the Amsterdam-Rhine Canal. The system provides an actual and continuously updated picture of the shipping situation, ensuring safe traffic control.
“Efficient, safe and responsible are key words that describe the new shore radar system,” Alex Brandjes explains. The North Sea Canal’s shore radar system consists of 26 interconnected radar masts. Photo: Dick van den Berg
“Efficient because we can guide shipping traffic in such a way that everything runs smoothly. Safe as information is available from the shore radar, cameras, the automatic identification of ships and the marine telephone, all of which gives us a comprehensive picture of shipping in our region. And responsible due to the fact that we ensure sustainable processing by making the right decisions and following the rules.”
Gaining experience The shore radar system became operational in the Amsterdam Seaports region one year ago. After the introduction of the shore radar system, there followed a period of familiarisation between traffic controllers and users, according to Brandjes. The traffic controllers and various Dutch inland waterway organisations held talks with each other on the new system. These organisations also visited the North Sea Canal’s central operations centre (HOC) in IJmuiden, while the traffic controllers spent time on inland waterway vessels. All with the aim of gaining insights into each other’s working methods. Traffic controllers are always well prepared, adds Brandjes. “Their basic training includes six weeks of practical experience using a simulator. This gives them a realistic picture of various situations, including emergencies, in which they must make quick decisions. After a time, the trainee traffic controllers lose the feeling that they are playing a game. It’s just like reality and that’s the whole point of the simulator.” Later on, the trainees are put to work under the guidance of an experienced traffic controller. Brandjes: “Depending upon their progress, they are given an increasing number of tasks and responsibilities until they are able to perform all tasks independently.”
Mandatory refresher course And it doesn’t end there. “Each traffic controller is required to constantly stay abreast of the latest developments,” continues Brandjes. “Every three years they must attend a refresher course which, of course, includes further simulator training. Traffic controllers must demonstrate a good grasp of the theory, be alert, react quickly to practical situations and prove they can handle all their responsibilities. Ultimately, the safety of shipping lies in their hands!”
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Ma ri t i me servi ce s
M AIN BV stre n gthe ns serv ic e pack age i n Amsterdam Using its Por t Co l l ec t io n System ( HO I ) , MA I N B V in t h e por t of Ams terd a m m a in l y collec t s ‘ wet ’ p ro d u c t s s u c h as bilge wa ter, w a s h in g w ate r and o il -w ater s l u dg e. Following t h e t a k eover o f Dutch ship c l ean er S t ro o m & Visser, MA I N n ow o ffers a complete enviro n m en t a l pack age fo r t h e s h ip p in g sec tor. BY R ob S choema k er
M
AIN (Maritime Waste Collection Netherlands) has the only legally appointed location for collecting, storing and processing waste oil and other chemical-containing waste products in the Amsterdam port region. Two years ago, sister company Gulf Nederland established a fuel terminal in an impoldered area in the port adjacent to MAIN’s head office. “As they were active in that location already, we decided to renew our tanks and provide our Port Reception Facility (HOI) with new pipes and charging towers,” says MAIN director Wim van der Linden. “We also added a 2500-ton tank in which we can store so-called K1 waste: petrol-related waste products with a (hazardously) low flash point.” Now that the port of Amsterdam has developed into the primary petrol hub of Western Europe, there is plenty of demand. MAIN is mainly involved in bilge water, washing water and oil-water sludge - waste products that the shipping industry is required to deposit at an HOI.
The storage tanks of MAIN in the Petroleum harbour (Petroleumhaven). Photo: Dick van den Berg
“Our turnover runs parallel to the transhipment in the Amsterdam port,” Van der Linden continues. “We are also seeing an additional increase as the services we offer in the North Sea Canal area make it attractive for seagoing vessels to deposit their waste preventively. Moreover, MAIN has excellent relations with agents and shipping companies.” The company’s wish list still includes a degassing system for inland shipping. As yet the demand for this facility is still limited because inland vessels tend to degas while they sail. Van der Linden: “Strict laws and regulations are insufficient; it is all about enforcement. Environmental companies like us are obviously a major supporter of stringent government checks.” Due to the purchasing and integrating of Dutch ship cleaner Stroom & Visser in Dordrecht, near Rotterdam, MAIN can now offer extra services in the Amsterdam port. “This means that we can offer an almost complete package,” concludes Van der Linden. “And that applies equally to the Amsterdam port.”
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Preventive deposits MAIN can dehydrate oleiferous blends in various treatment stages at the HOI before the waste products are checked. After official approval they are then released into the sewers or further processed into fuel for the German steel industry.
Main Originally a company from the northern part of the Netherlands, MAIN currently has 19 vessels and 100 employees spread across The Netherlands. It uses five vessels in the Amsterdam port.
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E n ergy
B ase d in the p o r t o f A m s terda m , t h e H e mwe g p owe r s t a t i o n i s oper ated by t h e D u tc h en ergy c o m p a ny N uo n , a s ub s i d i a r y o f Swedish p ower c o m p any Va t te n f a l l. Th e p la n t s up p li e s elec tr icit y to h u n d red s o f t h o u s a n d s o f ho us e h o l d s a nd m a ny businesse s, so m e fa r b e yo n d t h e D utc h c a p i t a l. I t s 1 7 5 -m e t re chimne y give s H emweg t h e a ir o f a c o n te m p o r a r y i n d us t r i a l cathedr al. Fo r t h e p a s t s ix t y year s i t s d e m a nd fo r c o a l ha s connec ted th e p o r t o f A m s terda m i ne x t r i c a b ly to t h e p la n t . A nd t here are o t h er s t ro n g t ies to o.
Hemweg power station
The Hemweg power plant consists of a coal unit and a new gas- fired unit Photos: Max Dijksterhuis
By H a k s Walb u rgh S chmidt
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he site of the Hemweg facility, which consists of a coal unit (Hemweg 8) and a new gas-fired unit (Hemweg 9), was carefully selected in the early 1950s. The port of Amsterdam facilitated the smooth supply of large amounts of oil and gas, essential fuels for power generation. The vicinity of the bulk transhipment company OBA later turned out to be ideal for the provision of coal. OBA supplies the coal plant via a 1.6-kilometre conveyor. This has the capacity to carry two thousand tons of coal per hour, in a way which is dust-free, fireproof and does not hinder traffic. Three times a week, the stock of the plant is supplemented by approximately 10,000 tons of coal. This
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enables the power station to produce electricity around the clock while consuming some sixty kilograms of pulverised coal per second. “Our visitors are surprised by how clean it is here,” says Nuon’s location manager Jan Kuilman. “People apparently expect a coal plant to be covered in coal dust, but this is not how it works. It’s only around the combustion boiler that you sometimes get black hands from the handrails. A slight negative pressure helps to keep the coal dust in the boiler room. Elswhere on the premises you don’t notice the coal.”
Usable residues The chimney mainly discharges CO2 and water vapour
The impressive interior of the coal plant
Jan Kuilman on the roof of the power station, with the port of Amsterdam in the background
thanks to the advanced cleaning process undergone by the flue gases before they are released. This includes flue gas desulphurisation, fly ash capture and nitrogen removal (DeNOx). The desulphurisation of the flue gases is effected with a mixture of limestone and water which binds to the sulphur. The resulting gypsum is dried and temporarily stored before inland vessels and trucks transport this residual flow to the gypsum industry.
produces very low emissions. The site has adequate cooling water capacity for another new unit of this size. Nuon has temporarily put the plans for the co-firing of biomass in the coal plant on ice, despite the expected positive environmental effects. Now that the subsidies on co-firing from the Dutch government are ending, it is no longer economically feasible for power generators. According to Jan Kuilman, the expected overcapacity in electricity production will cause electricity prices to come under so much pressure that the co-firing of biomass will not become profitable in the near future, despite the fact that the technology is now sufficiently developed.
“People apparently e xpect a coal plant to be covered in coal dust, but this is not how it works”
The very light fly ash particles are captured from the flue gases using electrostatically charged plates. The industry has been using fly ash for decades for the concrete in airport runways, tunnels, bridges, dams and buildings. The bottom ash finds its way to applications such as road foundations.
The port of Amsterdam plays a key role for the logistics of these residue products thanks to its easy accessibility for inland vessels and direct connection to waterways to the hinterland, such as the Amsterdam-Rhine Canal. The Nuon power plant has a dock of some four hundred metres on the North Sea Canal with berths for the inland vessels which provide for the disposal of construction materials like gypsum and fly and bottom ash.
New unit in operation While the coal-fired Hemweg 8 with its capacity of 630 megawatts (MW) may be the largest unit in the Hemweg power station, the gas-fired Unit 9, in operation since mid-2012, is the latest. Thanks to modern combined cycle technology (steam and gas), this 435 MW unit has an output that is some 59 per cent higher than that of conventional gas plants. Its integrated system for the capture of nitrogen oxides (NOX) means that the unit
A need for coal plants Kuilman finds that large power stations in the Netherlands, such as Hemweg 8, often suffer from a poor image with social groups and politicians. This is mostly unfair according to Kuilman, who points out that electricity companies have invested many millions of euros in environmental measures. Moreover, lots of waste products from electricity production are now being reused by other sectors as construction material. The location manager admits that the CO2 emissions of coal plants are harmful to the environment, but adds that the technology and costs of renewable power sources have not sufficiently improved to make coal plants superfluous. “Our coal plants will deliver the electricity required by consumers, giving scientists time to develop renewable energy further. Sustainable power production is the target for us as energy producers as well,” Kuilman concludes.
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INTERVIEW
N e w m anaging d i r ec to r Manon B loe m e r ( V opa k N o r t h N e t he r l an d s ) i s p r o u d of T H E m o d e r n t e r m ina l in t he P o r t of A m s t e r d a m
“SAFE WORKING CONDITIONS ARE E S S EN TIA L FO R OU R CLIENTS”
M axim u m s a fet y a n d s a t i s f i e d custo m ers an d em p l oyee s – t h e s e are t h e u l t im a te g o a l s of M a no n Bloem er, m an a gin g d irec to r of V O PA K No r t h Net h er l a nd s since 1 A p r il. Vo p a k h a s s to r a g e facil it ies in t h e p o r t o f A m s te rd a m and G ro n in gen S ea p o r t s. “M y man a g em en t s t y l e is to e ns ure that we are b et ter to geth e r a nd, therefo re, s u c c es s fu l.” By Klaas - G eert B a k k er
E
verything smells new at the VOPAK terminal in the Port of Amsterdam’s Africa harbour (Afrikahaven). Its 41 tanks are glistening in the sun and the offices look as though the decorators have only just left.
Manon Bloemer enters, wearing a safety jacket with matching safety helmet. “During my first weeks at the Amsterdam terminal, I sat in on and observed all of the shifts. This was a very enjoyable and useful experience, being present during safety checks and the docking of the ships. When you start working for a new company, you have to get to know it inside out.”
Clean Petroleum Products VOPAK opened its Amsterdam terminal in October 2011. Last year the company expanded its storage capacity to six tank fields. VOPAK stores so-called Clean Petroleum Products in the tanks, mainly petrol and diesel. “Europe is experiencing a deficiency of diesel and a surplus of petrol,” says Manon Bloemer. “That’s why we’re sending petrol to regions with a
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shortage, such as the Middle East. We receive their oil, which we later send back as petrol. Diesel arrives in Europe from Asia. VOPAK is a kind of hotel for fuels. We don’t own the fuel, we simply store it.” According to Bloemer, the Port of Amsterdam was a logical location for a new terminal: “We were already active in Rotterdam harbour and, with Amsterdam being an important port for fuels, it was the logical place for our new premises.” VOPAK’s smaller terminal in the Port of Amsterdam, with a capacity of 85,000 m3, will shortly be sold. This terminal’s activities no longer match VOPAK’s current strategy, according to Bloemer. The terminal will continue to offer the same services under its new owner, so nothing will change for existing clients. The tank storage company has already found a solution for its employees, Bloemer explains: “All employees will transfer to the new terminal. There is ample room for them since we’ve already taken this into account in our planning. We are pleased that they can all come here.”
“Sitting in on all the terminal shifts was e xtremely enjoyable and useful!”
Building on strengths Bloemer is still getting used to her new job, which means a lot of talking and, more importantly, plenty of listening. The new managing director wants to know what’s going well and what can be improved. She also wants to familiarise herself with the Port of Amsterdam and the people who work there. She has already noticed differences to her former workplace, VOPAK’s head offices in Rotterdam: “Rotterdam’s economy
Manon Bloemer, complete with safety jacket and helmet, during one of her first days at the new VOPAK terminal. Photos: Max Dijksterhuis
is driven by its port. Amsterdam’s service industry is extremely varied and the port is just one part of this. The Port of Amsterdam’s strengths are the foodstuffs industry and fuels. It is easier to build on your strengths than to develop something completely new.”
Safety is paramount VOPAK works with flammable products and safety is, therefore, extremely important, says Bloemer. “We’ve made enormous investments in fire safety at this terminal. With foam, powder and mains water pipes, we are prepared for anything. The same goes for our terminal in Groningen Seaports in the north of the Netherlands.” The new terminal in Amsterdam’s Africa harbour meets all safety and environmental regulations, adds Bloemer: “Satisfied customers and a safe working environment are my top priorities and you can’t have one without the other. Unless working conditions are safe, you won’t have any satisfied clients. It is important that we set a good example. Everyone here is aware that safety is a prerequisite to coming home safely at the end of the day. An additional consideration is the safety of our processes. If we manage these properly, there will be no fume emissions or soil contamination. The
Port of Amsterdam is streets ahead in this respect if you look at the level of control it exerts.”
Diverse workforce Bloemer feels very much at home at VOPAK. She has found the perfect match in the tank storage company, with its open, transparent and informal business culture. “VOPAK is very aware of its position as an international concern, active in more than 30 countries. This calls for a diverse workforce, including Dutch and non-Dutch, men and women.”
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Manon Bloemer Manon Bloemer (45) graduated in Business Studies from Erasmus University Rotterdam and began her career in 1992, at food industry giant Unilever, where she worked on consumer goods. In 2005, she made use of a voluntary redundancy scheme during a reorganisation. “I needed something new and wanted very much to work in a businessto-business environment. Direct contact with clients is one of my strengths.” VOPAK became her new challenge and, in 2006, she took up the post of global account manager, progressing to become global account director. Bloemer is married and her husband is a doctor. They have three children, two daughters (10 and 12) and a son (8).
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S pac e in th e p o rt
Room for grow th at I J m u ide n Sea p ort
Nestled alongside each other in IJmond harbour: The offshore jack-up Seajacks Zaratan and cruise ship Empress. Photo: Peter Blinkhof, IJmuiden Seaport NV
The Amsterda m p o r t regio n h a s plent y of ro o m fo r n e w b u s in e s s e s, including s o m e 3 1 5 h ec t ares i n Amsterdam it s el f, as wel l as s p a c e for por t- rel ated a n d o t h er c o m p a n i e s in Zaansta d, B e ver w ijk , Vel s en N o r t h and I Jmui d en . Ou r ‘ S p a c e in t he p o r t ’ feature fo c u s es o n a d ifferen t a re a e ach issue, an d t h is t im e it ’s the t ur n of I Jmond h a r b o u r in I Jm u ide n. By B art S tam
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ompleted in 2003, IJmond harbour (IJmondhaven) is particularly suitable for offshore projects (including wind parks and drilling platform maintenance) and cruise ships. In recent years the harbour has experienced a complete metamorphosis with the arrival of new businesses, such as Vestas Offshore Maintenance, Iskes Towage & Salvage, Airborne Oil & Gas and the Felison Cruise Terminal.
IJmond harbour’s quay is 680 metres long, divided between a western dock of 360 metres and an eastern of 320 metres.
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It is possible for ships up to 295 metres in length to moor at the western quay, while the eastern dock accommodates vessels up to 255 metres in length. The harbour basin is 120 metres wide and has a standard Amsterdam draught of 11.00 metres. Thanks to its sturdy sand bed, the harbour basin is suitable for accommodating heavy drilling and processing platforms, as well as other raised platforms. Both quays are also suitable for the storage and handling of very heavy loads. To this end, the western quay has two loading platforms made from reinforced concrete and special bed protection. The latter is necessary due to the so-called propeller streams created by large cruise ships. In addition, IJmond harbour has a RoRo bridge for the heaviest vessels. IJmond harbour offers good hinterland connections and is located just 25 kilometres from Schiphol Airport.
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F or more inf orm ation contact Peter van de Meer akker, m anaging director of IJmuiden Se aport NV. Tel. +31 255 547030, e-m ail pvdmeer akker@zeehaven.nl
Ma ri t i me servi ce s
Man ua T r a d ing ai m s to g r o w t h r o u gh fen d e r s an d innovat ive u n d e r wat e r pain t
S ma ll bu t stron g While M anu a B V is c u r ren t l y a o n e -p e r s o n company, t h is c o u l d eas il y c h a n g e i n t he near f u t u re. B as ed in t h e p o r t o f I Jmuide n, A r n o u t Qu a x ’s M a n u a h a s se ver al st ra tegic as s et s, in c l u d i n g a n exclusive p ar t n ers h ip w it h S we d i s h r ubbe r pro d u c er Trel l eb o rg a n d t h e de velopmen t o f an in n ova t ive und e r wa te r paint for offs h o re s t ru c t u res. “ I wa nt to test this n e w p ain t in t h e No r t h S e a s o o n and e nvisa g e great o p p o r t u n i t i e s fo r i t once the c er t ific at io n c o m es t h ro ug h .” By B art S tam
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anua’s office in IJmuiden basically consists of a PC, a conference table with a few chairs and a small kitchenette. This is the least of Arnout Quax’s concerns: After all, didn’t all world-famous inventors and entrepreneurs start in the same way?
project in the North Sea.” Manua has its own storage facility for pneumatic fenders in IJmuiden. When delivering the products, Quax works closely with local partners such as Boon Transport and Iskes Towage & Salvage. Boon Transport provides road transport, while Iskes takes care of transport over water.
Arnout Quax and a few of Trelleborg’s pneumatic fenders, the core business of his company Manua Trading in the port of IJmuiden. Photo: Reinder Weidijk
“I started Manua BV about two years ago,” the enthusiastic Quax says. “I think it’s great to have my own business even if it is still on a small scale. Two years ago I went into business for myself because I saw opportunities in the lease of pneumatic fenders - the large rubber pads that protect the dock and boats at berth. They are also used in ship-to-ship transfer, dredging projects and salvage operations.” Quax came into contact with Trelleborg in Sweden, the largest industrial rubber producer in the world, more or less accidentally a year and a half ago. The Swedish giant was looking for a distributor for its pneumatic fenders in the Benelux. This led to a partnership agreement which gave Manua exclusive rights for the Netherlands and Belgium. “I have already leased out the first ten systems,” Quax says. “For instance, I signed a long-term contract with a company in IJmuiden that used Trelleborg fenders for mooring tankers in the Mediterranean.” According to Arnout Quax, these rubber pads, which are around 6.5 metres long and some 3.5 metres in diameter, are always leased out. “Fenders like this cost between 35,000 and 40,000 euros on average. This is why leasing is often a good alternative for my customers. For instance, the Belgian company Scaldis leased two for a three-week offshore
Paint below the waterline A second line of business which Quax is keen to enter is the development of a new coating to protect offshore structures (production platforms and wind turbines) from corrosion below the waterline. “I am working closely with a company from IJmuiden on this project, which will soon enter the testing phase. I am optimistic that we can extend the life of the wind turbine and production platform monopiles by fifteen to twenty per cent with this new paint.” While the protective paint will initially be applied by divers, Quax is studying the possibility to have this job done by Remotely Operated Vehicles (ROVs), underwater robots controlled from shore. “I have been working on the development for ten months now. Our divers will soon start applying our coating to an old pole construction off the coast of IJmuiden.” Finally, Arnout mentions a new system for hoisting and transporting oil drums on offshore platforms. “I have thought of a new solution but cannot tell you too much about it. Once again, I am waiting for the classification society Det Norske Veritas (DNV) to approve the system before I can discuss it,” he concludes.
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C o m pa n y p ro f i l e
E nginee r ing co m pan y Tebo d in he l p s c u s to m e r s in t he A m s t e r d a m po r t r egion
Working with Sc arc e space
Tebodin’s cre do - Always close - s e e m s no t to be e nt irel y in a c c o rda n c e wi t h t he i nter nat ional a c t ivit ies o f t h e en gi ne e r i ng co mpany, w h ic h h as n in e o ffic es i n t he N ether lands a l o n e, in c l u d in g t wo i n t he A msterdam p o r t regio n . By C ees V isser
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anaging scarce space is a constant issue in the port of Amsterdam. One company that deals with this on a regular basis is Tebodin in Velsen (part of Amsterdam Seaports). The engineering company specialises in the design and construction of industrial installations and employs more than one hundred technical consultants and engineering professionals in Velsen for this purpose. The focus is on the chemical industry, the food industry, pharmaceuticals, oil and gas. Major customers in the region include Cargill, Tata Steel, Chemtura, Orgaworld, MSD and Bluewater. In addition to its HQ in Velsen, Tebodin recently also acquired an office in the port of Amsterdam.
High demands Wouter van Gerwen, Department Manager for Industrial Projects, points out that he and his colleagues continuously keep track of every square metre in their everyday work. “We do lots of commissions for the food industry. Very high requirements apply in the field of the environment and hygiene in this sector and this limits our freedom of movement.” Project Manager Gerben de Wit notes that it is not only existing port companies that are struggling with this scarce environmental space, but also companies with plans to establish themselves here. “Since we have a lot of knowledge in-house, we can offer help at the early stages of a project, for example by assembling running processes in a different way, using new process technologies or choosing sustainable solutions. Tebodin’s activities in the North Sea Canal are mainly aimed at boosting the facilities of the food companies in the port to a higher level. “These companies hope to tap into new market segments by adapting the existing production environments,” De Wit says. “But these are often simply outdated.”
Count first Van Gerwen mentions a project in the Wild Flavors factory to illustrate the scarcity of space in the Amsterdam port region. Two production lines for vats of frozen fruit juice needed to be moved to a new space on the existing terrain. “We not only had to move the equipment – the production was also not allowed to be interrupted for too long,” Van Gerwen says. “So we laid the piping in advance, fitted the roller conveyors in it, and then moved the main part of the installation. We also installed a new flavour unit to give the right taste to the final product. And we did it all in just one weekend!”
Long-term partnership
The production of fruit juice at Wild Flavors in the port of Amsterdam. Tebodin was involved in the moving of two production lines. Photo: Tebodin
Van Gerwen emphasises that, while Tebodin has country-wide activities, it also has a regional focus. The fact that the company is based in Velsen has everything to do with the presence of Tata Steel there. Remarkably, Tebodin, with offices all over the Netherlands, does not have strong name recognition. “We think small and are not looking for large projects that would significantly contribute to our brand recognition,” De Wit says. “We are more interested in long-term partnerships with our customers.”
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Space i n t h e port
H o o g Tij: HoogTij Total surface area: 130 hectares (ha) Available: 97 ha Port segment: 27 ha Distance to Schiphol: 20 to 25 minutes Cold and heated storage Aerial photo of HoogTij on the North Sea Canal. Photo: Henk Honing
The Am s terda m p o r t regi o n ha s p le n t y o f ro o m fo r n e w b us i ne s s e s, includ in g s o m e 3 1 5 h ec t a re s i n t he p o r t o f Am s te rd a m i t s e l f, a s we l l as spac e fo r p o r t- rel ated a n d o t h e r c o m p a n i e s i n Z a a ns t a d, B e ve r w i jk , Ve lse n - No o rd a n d I Jm u id e n. O ur ‘ S p a c e i n t he p o r t ’ fe a t ure fo c use s on a differen t area ea c h is s u e. Thi s t i m e i t ’s t he t ur n o f H o o gTi j, l o c ate d oppos ite t h e A m er ic a h ar b o ur (Am e r i k a have n) . By B art S tam
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oogTij is situated on the south side of Zaandam, directly on the North Sea Canal and directly across the America harbour. With 130 hectares the terrain is open to both port and non-port companies. Of the net surface area of 110 hectares, some 97 hectares is still available. HoogTij sells plots in various sizes.
The port-linked part of HoogTij is 27 hectares. It will feature a brand-new loading quay of over 900 metres, including a public part for multi-use and one part for a single dedicated user. The part not linked to the port (83 hectares) is intended for sectors such as food, industry, metal, transport and logistics. Examples of existing companies at HoogTij include an art printing company, a designer furniture store, a manufacturer of metal ceilings, a clothing wholesaler and a wholesaler in truck and trailer parts. With the new Westrandweg (A5) and Second Coen Tunnel, HoogTij is located approximately 25 minutes by car from
Amsterdam Schiphol Airport and close to Amsterdam port and the sea locks in IJmuiden. The location on the North Sea Canal is ideal for the shipping sector, and vessels on the HoogTij quay do not have to pay sea port dues. Sustainability is one of the principles behind the development of HoogTij. Companies can connect to the thermal storage system in the ground free of charge, and benefit from the joint park management system.
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F or more inf orm ation, contact account m anagers Fred Molanus and Be a van Voorthuizen, T: +31 75 655 21 06 / +31 75 655 20 59, E: f.molanus@zaanstad.nl en b.voorthuizen@zaanstad.nl: Ants Tilm a, commercial m anager mixed cargo & logistics, Port of A msterda m, T: +31 20 523 45 72 / +31 6513 35 991 , E: ants.tilm a@portofa msterda m.nl
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