Port Industry 2015 Issue 3

PI 2015 | VOLUME 4 | ISSUE 3

Port PI VOL. 4 ISSUE 3 | 2015

i n d u s t r y

d u t c h P O R T S PORT-INDUSTRY.COM

Smart Port Connection Logistics chains of dutch ports

monopiles at maasvlakte 2 new terminal for offshore wind energy

High-Tech Terminals testing ground or criminal target

It’s in our character

PEOPLE AND GLOBAL EXPERTISE

The port is our life. Hands-on mentality, hard work and accessible people, that’s our character. Anyone who gets to know Zeeland Seaports becomes acquainted with professionals who are proud of their ports. We understand that your interests are also our interests. Clients come first. Always. We know what’s important to your company. That’s all in our character, and one of our many strengths: location on open sea draft of 16.5 metres

These are the corner stones of Jan De Nul Group’s success. Thanks to its skilled employees and the world’s most modern fleet, Jan De Nul Group is a leading expert in dredging and marine construction activities, as well as in specialized services for the offshore industry of oil, gas and renewable energy.These core marine activities are further enhanced by Jan De Nul Group’s in-house civil and environmental capabilities offering clients a complete package solution.

congestion-free connections with the hinterland no nine-to-five mentality accessible ports and people dedicated terminals for a broad range of cargo you can reach us 24/7 at +31 115 647400

Our professional and innovative solutions are trusted across the industry.

Whether it concerns the construction of the new locks in the Panama Canal or a new port complex in Western Australia, together with our customers, we build for further economic development.

ports of vlissingen and terneuzen www.zeelandseaports.com

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Editor’s note

Dutch Developments

ANOESHKA MAASKANT | EDITOR ANOESHKA@YNFPUBLISHERS.COM

WELCOME TO THE NEW PORT INDUSTRY ISSUE. WITH SUMMER COMING TO AN END, WE HAVE ALREADY SEEN SOME MAJOR PORT NEWS. FROM RECENT innovations to major developments, the port industry is moving.

Since this is our Dutch ports issue, we can’t help but show off the new Maasvlakte 2 terminal. Known as the state-of-the-art automated facility with zero CO2 impact, it is one of the most technologically advanced terminals in the world. The container terminal uses remote-controlled Ship-to-Shore gantry cranes, with eight high-speed super postPanamax cranes transferring containers onto and off a fleet of battery-powered LiftAutomated Guided Vehicles.

As Maasvlakte 2 was all over the news, there’s a good chance you missed some other developments that are currently making way in the Netherlands. One of these developments is the construction of a production and storage/handling terminal in Rotterdam. Sif Group and Verbrugge are planning to set up a joint venture to bring the storage and logistics of the monopiles under one roof.

One of the other themes you can read about in this issue is port equipment, where we pay special attention to harbour cranes. Langeveld Project Management wrote an article about the increasing size of container ships and the need to adapt cranes to accommodate these larger ships. Their alternative approach could be found in raising and extending existing cranes.

Needless to say, this issue is a collection of port industry novelties. So please turn the page, and enjoy the issue.

ANOESHKA MAASKANT

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CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

DENNIS VINKOERT Publisher & Executive Editor

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NATHALIE GEELS -VINKOERT Chief Financial Officer

MARCO GEELS Chief Commercial Officer

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EDITORIAL

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contents Port Industry ISSUE 3

DUTCH PORTS

12 High-Tech Terminals – Testing Ground or Criminal Target 26 Smart Port Connection – Logistics Chains of Dutch Ports 32 Promising Opportunities – Eemshaven

2015

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12

PORT DEVELOPMENT

10 Clearing the Way – Harbour Remediation Project 20 European Multimodal Transport Corridors – HAROPA 36 Marine Renewable Energy – Extension Works 52 Quay Extension – Professional Engineering 56 Monopiles at Maasvlakte 2 – Offshore Wind Energy 59 Port Investments – Europe’s Transport Infrastructure

30 16

HARBOUR CRANES

16 New Machines – Solution for Ever Growing Vessels 22 Port Performance – Fast Braking 44 Raising & Extending – Shaping the Future

56

PORT EQUIPMENT

30 Poor Lashing Forces – Negative Side of Fuel Efficiency 38 Technical Challenge – ShoreTension 42 Drawing the Line on Tyre Life – Tyre Management PORT SECURITY

48 At Your Own Risk! – Claiming Damages at the Port REGULARS

1 Editor’s Note 4 News in Brief

60 Outfitters Pages

62 Yellow & Finch Pages 64 Word on the Sea www. p o r t - i n d u s t r y.c om

Content PI 4-3.indd 3

On the Cover Portbase aims to make the logistics chains of the Dutch ports and related chains the most effective in Europe, where administrative data is combined with realtime data. The strategic goal for the next years is innovating with the community towards integral planning. For this, Portbase takes up five roles: as a service provider, infrastructure provider, community manager, data manager and knowledge supplier and innovator. Read more on page 26.

Photo courtesy of Portbase.

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PORT INDUSTRY

NEWS IN BRIEF FEATURE

High Pressure Hydraulics Unprofessional use of high pressure hydraulic tools is a regular occurrence. Extensions installed by users, low pressure components connected to high pressure tools and careless use of tools, form the basis for many unnecessary risks. Details which initially appear to be unimportant can have far reaching consequences when working with high pressure hydraulics. Being aware of dangerous situations and measures that can be taken to avoid them, helps engineers and technical staff to avoid occupational risks or at least reduce them to a minimum. Sufficient knowledge about high pressure hydraulics is an important requisite. In order to increase awareness about safety amongst engineers and technical staff, Holmatro – Dutch manufacturer of hydraulic equipment – started its ‘Feel the pressure!’ campaign. Aided

by the Holmatro Testteam, risks are demonstrated and explained in an easy, recognisable way.

For more information, see the campaign website: www.holmatro.com/en/working-safely-with-hydraulics.

Fluid Injection Injury Holmatro has joined forces with the FEDA, the Dutch Federation of Drives and Automation. Thanks to FEDA a compact reference work with important information on fluid injection injuries is created. The pocketbook ‘Fluid injection injury – The Facts’ contains possible effects, describes treatments, gives doctors guidelines and is therefore a crucial tool for everyone who works with or near hydraulic systems.

| Read more on port-industry.com

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TTS LIFTEC’S SAFEROLL TAKES RORO AND STORO CARGO HANDLING TO TANK TOPS AND WEATHER DECKS ONE STEP FURTHER. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

APM Terminals Pledges Safety Campaign

LNG Emergency & Incident Response Guidelines

APM Terminals has announced that by the end of 2016 all truck drivers entering its facilities must remain in their trucks. This company-wide project is designed to eliminate one of the top five high risks areas in terminal operations that have led to injuries. “Potential injuries related to outside drivers, trucks, yard traffic, miscommunication and human error can be eliminated by keeping drivers inside their trucks at all times when in our terminals, and that’s the procedure we intend to have in effect at all our facilities by the end of 2016,” said Jeff de Best, APM Terminals Chief Operating Officer.

The results of a recent LNG emergency and incident response study are a big step forward in LNG safety in Europe. The document informs emergency response organisations how to prepare themselves when it comes to managing credible LNG incidents on inland navigation along the Rhine-Main-Danube corridor. The target group of the study is emergency responders in the inland waterway transport (IWT) sector, consisting of emergency response organisations such as fire brigades and port authorities. The Rhine Port Group – consisting of the Port of Rotterdam, the Port of Antwerp, the Port of Mannheim, the Port of Strasbourg and the Port of Switzerland – handed over the first edition.

Increasing Capacity at the US Gulf’s Deepest Port

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APM Terminals Mobile will add two new Super-Post-Panamax STS cranes and expand the container yard by 20 acres as part of a USD 40 million infrastructure investment. In response to growing demand in the US Southeast in the area of Alabama’s primary port, this investment will be used to expand the terminal’s capacity. APM Terminals Mobile has a current annual throughput capacity of 350,000TEU with two Post-Panamax cranes now in service.

September www. p o r t - i n d u s t r y.c om

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October

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PORT INDUSTRY

NEWS IN BRIEF

Grup TCB Acquires Terminal Polivalente de Castellón Grup TCB announced the acquisition of Terminal Polivalente de Castellón.

TPC will complement the services Grup TCB offers its customers in the Mediterranean arc by providing additional services to the existing terminals at the ports of Barcelona (TCB) and Valencia (TCV). The Port of Castellon is a driver for the Valencian Community and one of the main port infrastructures on the Spanish coast. TPC manages about 80 percent of TEUs handled at the Castellon port and its vital infrastructure stimulates the local industry’s export competitiveness.

New Service Gothenburg & Germany

UASC Calling DP World London Gateway

A new container service for Swedish imports and exports has commenced between Gothenburg and Germany. The German container shipping line Hapag-Lloyd is launching its second service in Gothenburg. “For the Swedish industry, it is extremely positive that Hapag-Lloyd is expanding its traffic to Gothenburg.

The new service will further reinforce our wide range of liner services and our role as the largest freight hub in Scandinavia,” said Claes Sundmark, Vice President, Sales and Marketing of the Port of Gothenburg. The ships will call twice-weekly at the Port of Gothenburg container terminal, APM Terminals.

United Arab Shipping Company (UASC) has started services to London Gateway on the South America 2 service (SAM2). The service provides more options for food and beverage exports to the UK, with key ports including Paranagua (Brazil), Buenos Aires (Argentina), Montevideo (Uruguay), Rio Grande, Itapoa and Santos (Brazil). The sailing time from Santos to London Gateway is 18 days. The first UASC cargo arrived at DP World London Gateway in April.

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PORT INDUSTRY

NEWS IN BRIEF ReUse Available in Germany

Drilling Tower To Hong Kong

Avantida is expanding its application for container reuse to Germany. Companies that transport containers to and from the ports of Hamburg and Bremen can now apply for container reuse online. Avantida’s application will also help reduce the congestion issues around Hamburg and Bremen. The operation enables reuse between German ports, the ports of Antwerp and Rotterdam, and the European inland. “By adding Hamburg and Bremen, we want to accelerate our expansion in Germany to 250 users and ten shipping companies,” explains Luc de Clerck, CEO of Avantida.

Van der Vlist have recently arranged the shipment of an enormous geotechnical drilling tower, from a manufacturer in the Netherlands to Hong Kong. The drilling rig – weighing 250t, 24m long and 6m high – had to be dismantled before shipment, but even so the weight of each piece was up to 66t. With the total of approx. 2500 freight tonnes it could not be moved by road, and therefore it was all barged to Rotterdam.

Investment Project at Teesport Completed A GBP 22 million investment project – which included the 305m quay reconstruction to enhance and expand handling facilities at Teesport – has been successfully completed. The infrastructure and reconstruction works carried out on the quay will ensure that the port can continue handling modern cargo ships for the next generation. Teesport’s quay loading ability at any level of the tide, accommodates fully laden panamax vessels carrying 70,000t of cargo. Over a 7-month period an additional 245m of quay will be upgraded, providing further capacity at the port.

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| Read more on port-industry.com

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PORT INDUSTRY

NEWS IN BRIEF

Loading in the Middle East Wallenius Wilhelmsen Logistics Abnormal Load Services in collaboration with Wilhelmsen Ships Service UAE recently moved a hydraulic hammer and accessories from Abu Dhabi to Hamburg – weighing 123t with dimensions of 13.96 x 2.77 x 2.94m. The cargo consisted of ten packages – a mix of heavy lift and general cargo pieces – related to pile driving accessories for onshore and offshore installation. This shipment is part of a growing collaboration between WWL ALS and WSS which started in Egypt and is now spreading to other locations in the Middle East & Black Sea (AMB) region with maritime logistics capability.

Port of Gothenburg Offers Natural Gas Bunkering

E.ON Chooses Port of Sassnitz

From now on, ships can bunker a cleaner fuel alternative at the Port of Gothenburg. New bunkering regulations for ships operating on LNG have been drafted by the Gothenburg Port Authority and the Port of Rotterdam, together with the Swedish Transport Agency. The regulations will allow cargo ships to bunker LNG at a cargo terminal and are the first general regulations to be introduced in Sweden. There are major environmental benefits to be gained from using LNG in shipping. Sulphur and particle emissions are reduced to almost zero, nitrogen emissions are reduced by 85-90 percent and carbon dioxide emissions by 25 percent.

E.ON selected the Port of Sassnitz as Arkona Becken Südost’s logistics base – to build a wind farm in the German Baltic Sea – during construction and as its future operations centre. Major components for the wind farm would be preassembled on the wharf, which has a total area of 10ha and loaded onto ships for installation in the Baltic Sea. E.ON also plans to operate the wind farm from the port during its service life of at least 25 years. | Read more on port-industry.com

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PORT INDUSTRY

NEWS IN BRIEF

ECA – SECA - NECA SECA

SECA and NECA

Port of Antwerp Grants Discount The Port of Antwerp will grant a discount to seagoing ships that use alternative technology to reduce particulate emissions.

The new discount is on top of the existing ESI discount, which means that in some cases ships can benefit from a 30 percent reduction in port dues that have to be paid whenever they call at Antwerp. With this additional environmental discount Antwerp Port Authority seeks to encourage investments in green technologies for more sustainable shipping, by supporting and rewarding these technology pioneers. The discount is being introduced for a period of 3 years and will be gradually reduced.

<<

clean energy at port

The LNG Hybrid Barge generates clean energy for cruise ships at port. Compared to using on-board diesel engines to produce energy, the barge’s power supply dramatically reduces harmful particulate emissions. Another LNG-powered concept has been developed in order to supply clean energy for Visit us at Kormarine, German Pavilion, other ships at port such as container, bulker or tanker vessels. hall 4, booth no. 4S23, Busan, Korea 20th-23rd October 2015

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PORT DEVELOPMENT

HARBOUR REMEDIATION PROJECT IN TRONDHEIM

Clearing THE WAY

THE CITY COUNCIL AND PORT AUTHORITY OF TRONDHEIM, NORWAY, AWARDED THE PORT BASIN REMEDIATION PROJECT ‘RENERE HAVN’ TO ENVISAN – THE ENVIRONMENTAL SUBSIDIARY OF THE JAN DE NUL GROUP. WITH THIS CONTRACT, Trondheim aims to restore the port basin to its required sailing depth and halt the spread of contaminated sediments into the water. Once the remediation work is complete, a section of the harbour will be redeveloped into residential areas and marinas. The project is supported and controlled by the Norwegian environmental authorities and is one of the largest harbour clean-up projects in Norwegian history.

T

he Renere havn project includes environmental dredging and the disposal of 65,000m3 contaminated sediments. The dredged and disposal areas will be capped with filter and erosion layers using approximately 175,000m3 graded clean limestone. Around 30,000m3 sediments will be used to reclaim new land in the harbour.

To accomplish this, an embankment will be built to create a 5,000m2 closed basin made of either rocks, geobags filled with sediments or sandy material from waste soil treatment operations. This basin will be filled with dredged sediments, sealed with a geomembrane and finally covered with a rock armour layer ensuring the contaminated sediments are encapsulated.

The project is closely monitored to be in compliance with environmental permits and is subject to strict restrictions for suspended solids. Embankment and disposal works are

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controlled by an inflatable silt screen which allows regular harbour traffic.

Dredging & Capping

Envisan performs the dredging by means of the backhoe dredge pontoon DN18. The excavator on the backhoe is equipped with a specially designed environmental bucket, minimising suspended solids in the surrounding water during underwater operations. Dredged sediments are transported to the disposal areas with elevator barges and carefully placed on the seabed.

In order to fill the geobags, Envisan designed a double hopper installation, which produces 1m3 geobags in a safe and productive way. Once filled, the geobags are sealed using portable sewing machines.

Finally, the geobags are installed underwater in the core of the embankment

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PORT DEVELOPMENT

The port basin remediation project ‘Renere havn’ is one of the largest harbour clean-up projects in Norwegian history.

using a long-boom excavator with a clamshell bucket welded with a rounded edge, protecting the geobags Capping works are performed with two types of equipment depending on the grain size of the capping material to be laid out.

A 300m3 self-propelled hopper barge is used to spread the fine filter material in shallow areas which rainbows the material after it is mixed with sea water. The coarser erosion material is laid out with a 100m3 split barge.

Due to steep and uneven slopes in certain capping areas, only a thin capping layer of

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Safety First

10cm is allowed. Needless to say this is a challenging task given the boundary conditions.

The project kicked off in the spring of 2015 and follows tight time limits because of fish migration season as well as commercial and leisure ship movements. Despite the significant challenges the Renere havn project brings, Envisan plans to complete the project before the contractual due date of April 2016.

Before the main dredging was able to commence, disposal and capping needed to be done. Envisan was asked to perform a UXO (unexploded ordnance) survey. This was done in an area in front of an old U-boat bunker which was heavily bombed during the Second World War. Side scan sonar and magnetometer surveys confirmed that no harmful explosives were present – thus all works were given the green light to proceed.

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DUTCH PORT

TESTING GROUND OR CRIMINAL TARGET

High-Tech Terminals MAERSK GROUP, APM TERMINALS AND THE PORT OF ROTTERDAM AUTHORITY WERE DELIGHTED AT THE OPENING OF THE ‘MOST TECHNOLOGICALLY ADVANCED TERMINAL IN THE WORLD’ – APM TERMINAL ROTTERDAM’S PORT LAND reclamation Maasvlakte 2. They were eager to show their pride to Dutch King Willem-Alexander, who was asked to perform the formal opening. The King was presented a showcase of worldwide research and development in terminal operations and of all-round port activities.

WORDS BY JANNY KOK

A

PM Terminal Maasvlakte 2 retired Managing Director, John Verschelden, was one of the experts who paved the way for the developments of one of the most advanced terminal in the world. At the time, he worked together closely with the current Managing Director, Frank Tazelaar, and his team.

Maasvlakte 2 is the flagship of the port of Rotterdam, as Rotterdam Port Authority CEO Allard Castelein said at the formal opening of the terminal. Mr Verschelden is quick to say that he cannot speak on behalf of the terminal operator, yet, he confirmed that

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the existing crane operating system and that of the advanced automated control systems on the terminal were subject to in-depth research and development.

Sustainable Growth

The result is first in class, as Mr Castelein puts it. “Together with the Rotterdam Word Gateway (RWG) terminal, the APM Terminal Maasvlakte 2 will provide sustainable growth and provide facilities to receive the largest container carriers of 18,000TEU and upwards,” he said at the formal opening.

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DUTCH PORT

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DUTCH PORT

Dutch King Willem-Alexander was asked to perform the formal opening.

The 86ha large terminal has a 1,000m quay length, with two additional barge cranes and two rail cranes. It is a classic example of how both terminal operator and the port authority aims at establishing multimodal hubs to reduce the number of containers moving by road.

Speedy Operations

APMT CEO Kim Fejfer claims that shipping line customers would experience a

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production which is 40 percent higher. This is one solution to terminal container congestion problems – which barge and feeder operators often experience over in hub ports in Northern Europe.

Neighbour ECT Delta Terminal has found a solution of their own to overcome the growing volume of containers. Delta’s General Manager, Philip Beesemer, says: “Delta’s entire operation has been coordinated from one central location.

Virtual system boundaries have been removed, after which the south side of the Delta now operates as a single, highly efficient terminal.”

“New Ultra Large Container Ships (ULCS) quay cranes, Automated Guided Vehicles (AGV) and Automated Stacking Cranes (ASC) are working at full tilt,” Mr Beesemer added.

ECT Delta can now offer customers four ULCS berths for handling container vessels between 16,000 to 20,000TEU. All efforts and investments in advanced design and equipment are prompted by the desire to stay ahead of the competition: within the port and beyond.

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DUTCH PORT

Digital Communications

Ports are changing and continue to do so in this world full of digital communication and RFID. The Rotterdam Port Authority regard Rotterdam as being the Gateway to Europe and testing ground for further collaboration of people and data. During the opening, keynote speakers including representatives of both the European Union and China, as well as Jeremy Rikfin, author of the book ”The Third Industrial Revolution”, presented their ideas to the audience. The American economist Mr Rifkin stated: “Rotterdam is to become a self deciding, fully automated thorough machine, fuelled by a mainly unmanned Super Internet by 2030.”

One has the opportunity to witness this ‘reality’ at APM Terminals Maasvlakte 2.

Crane drivers don’t need to climb great heights to operate just one crane, but operate a few with the help of a joy-stick at a distance in an operating control room.

This is just one of the examples of how Rotterdam aims to tackle port competitors through using the most modern techniques.

Ports compete on speed in loading and unloading of vessels, cost efficiency and technical innovation. The port of Rotterdam is first class in terms of accessibility for the largest and most advanced container carriers, automated terminals and the use of virtual reality techniques.

Veenstra of TKI Dinalog about vulnerability of the automated terminal, he said that awareness of the danger of cybercrime can be improved.

“Although the security systems of the logistic sector are fairly good, there is still a lot to be done,” Mr Veenstra states. “This state of affairs is due to the fact that logistic businesses use a variety of non-integrated IT systems, that often are not accessible via the internet. As such, it is quite complicated

to hack an entire business.”

Yet, professor Veenstra claims that it is possible to attack automated systems from a distance, disabling automated operations or even worse. That is why he and others involved advocate an inventory and security of the automated systems being used throughout the whole supply chain.

Security Research

The Cassandra project focuses on security of worldwide container transport and research at the knowledge and innovation centres TKI and TNO. Crime investigation focuses mainly on road haulage and examines effective security measures against cybercrime.

When it comes to innovation and security, Singapore has certainly set the standard.

The mini state has a budget reserve of SGD 130 million for an innovation scheme that will provide Singapore to become the ultimate knowledge hub for cyber security and resilience for the region.

Researchers say that security throughout the supply chain should be respected on all levels. A terminal remains just a link in the whole supply chain in which many businesses and institutions are involved. i. apmterminals.com

Criminal Activities

In the process of developing digital systems, experts must be aware of the danger of criminal hacking. Recently the Rotterdam ship agents’ association VRC (Vereniging van Rotterdamse Cargadoors) warned its members for the hacking and phishing of computer systems.

According to the association, in an attempt to retrieve security codes, criminals try to import a computer virus within a shipping line system. An e-mail is send with a PDF file attached to shippers and shipping lines. The recipient is asked to go to a website, which requires an update to the PDF reader. Once the recipient begins the update, the website will install spyware on the computer that can access security codes and log-in information.

Being aware of the threats and acting accordingly is one measure to prevent hacking and phishing.

When Port Industry asked professor Albert

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HARBOUR CRANES

MOBILE SOLUTION FOR EVER GROWING VESSELS

New Machines FOR NEW DEMANDS AS EVER LARGER VESSELS ARE ORDERED AND DEPLOYED ON MAIN ROUTES, SHIPS ORIGINALLY USED FOR THESE LANES are replacing vessels on secondary routes. As a result, ports around the world have to handle bigger vessels and need to amend their equipment and infrastructure to remain competitive.

The first model out of the Liebherr Pulser reachstacker series, the LRS 545 was officially launched at the TOC in Rotterdam, the Netherlands.

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HARBOUR CRANES

The LRS 545, is the new efficient link between quay and yard, standing for productivity through agility.

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n March 2015 Liebherr Maritime Cranes introduced a new flagship mobile harbour crane to the market, the LHM 800. This new giant model is the mobile solution for evergrowing vessel sizes and industrial goods getting bigger and heavier. The new LHM 800 represents a forward-looking extension at the head of Liebherr’s mobile harbour crane range, taking container, bulk and general cargo handling to the next level.

Bulk Handling Capacity

Supreme Lifting Capacity

Setting High Standards

The new giant LHM provides a lifting capacity of 308t – exceeding the maximum capacity of the so far strongest mobile harbour crane, type LHM 600, by not less than 100t. Thus, the LHM 800 really raises the bar and opens up new fields of application.

In addition to single lifts, the new LHM 800 is also designed for tandem lifts. With Liebherr’s tandem operation tool Sycratronic activated, synchronised movement is guaranteed and one crane driver can simultaneously operate both cranes for improved speed, capacity and safety. In tandem operation with a second LHM 800 the maximum lifting capacity is 616t.

Servicing 22 Rows Wide

In container handling configuration the fulcrum point is above 36m which eases the handling of bigger vessels. Thanks to its mighty outreach of 64m, the LHM 800 is able to efficiently service large container vessels that are as wide as 22 container rows. Generally, Liebherr cranes are well recognised for their outstanding working speed. The LHM 800 continues this tradition by hoisting and lowering containers with 120m per minute. This allows for 38 boxes per hour in standard configuration and even 45 boxes per hour if the crane is equipped with Liebherr’s hybrid power booster Pactronic.

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Bulk handling is an easy task for the LHM 800. Equipped with Pactronic hybrid drive the giant masters up to 2,300t per hour, which is an absolute record in the mobile harbour crane world. The new crane can also be fitted with SmartGrip, Liebherr’s self-learning technology for optimised grab filling rates, which was introduced to the market in 2014.

In 2016, Liebherr is going to deliver the world’s largest mobile harbour crane to Uruguay. The terminal operator Montecon S.A., based at the Uruguayan port Montecon, is directly affected by the global cascade effect and proactively responds to changing requirements. The new Liebherr mobile harbour crane LHM 800 is the latest investment of the Uruguayan company.

Juan Olascoaga, General Manager at Montecon, is looking forward to the crane: “We are proud of being the first terminal worldwide which is going to operate the world’s largest mobile harbour crane in container handling configuration. No mobile harbour crane ever before provided an operator eye level of more than 40m, which truly eases and speeds up the handling of large container vessels.”

The LHM 800 in container configuration is a future-oriented addition to their existing cargo handling fleet. Thanks to Montecons existing LHMs and the new LHM 800, Montevideo represents a highly attractive port of call for shipping lines.

The development of the LHM 800 is another important step in developing new fields of application for mobile harbour cranes and underlines the market leading position of Liebherr Maritime Cranes in this sector. This giant represents a new opportunity for many ports in the world to add a mobile and

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HARBOUR & TERMINAL

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HARBOUR CRANES

versatile solution to their cargo handling fleet, allowing for more flexibility and more capacity.

Link Between Quay & Yard The first LHM 800 that masters up to 2,300t bulk per hour, goes to Montecon S.A. Montevideo, Uruguay.

In addition to the new mobile harbour crane LHM 800 Liebherr launched the new Pulser reachstacker series in June 2016. The first model, type LRS 545, is the new efficient link between quay and yard, standing for productivity through agility. The complete design of the new reachstacker series is based on the latest technology in order to maximise driver’s comfort, performance and eco-friendliness.

Driver’s comfort was prioritised during the development phase. A convenient and ergonomic cabin reduces fatigue for the driver and leads to more safety as well as performance in operation. The customer can opt for a steering wheel or go for an additional steer-by-wire control.

Visibility, Driveability & Comfort

The machine stacks five containers high in the first row. Moreover, it is capable of handling 45t in the first and 31t in the second row. “Visibility, driveability and comfort, that’s what drivers can expect from our new Pulser series. This allows for high performance in a relaxed manner,” says Matthias Mungenast, Sales Director for Liebherr mobile harbour cranes and reachstackers.

The new strong link in the logistic chain of ports and terminals perfectly complements Liebherr Maritime Cranes’ comprehensive portfolio. The Pulser range will be further expanded in the future. i. www.liebherr.com

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PORT DEVELOPMENT

The port of Rouen is one of the three ports that aims at strengthening HAROPA’s position in the heart of the transport passageways.

STRENGTHENING HAROPA’S POSITION

The Heart of European Multimodal Transport Corridors HAROPA – A JOINT VENTURE BETWEEN THE PORTS OF LE HAVRE, ROUEN AND PARIS – IS THE 5TH LARGEST PORT COMPLEX IN NORTHERN EUROPE, SITUATED AS THE LINK BETWEEN THE ATLANTIC AND NORTH SEA-MEDITERRANEAN STRIPS. THE COMMON strategy for the three ports aims at strengthening HAROPA’s position in the heart of the transport passageways. Earlier this year the three ports of Paris, Rouen and Le Havre submitted files for the request of grants following the first European call for proposals within the scope of the CEF (Connecting Europe Facility) to the European Commission.

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he first call for proposals is budgeted at EUR 11.93 billion and claims for more than EUR 40 million of European grants to fund the following studies: river access to Port 2000 (Port of Le Havre) and Port SeineMétropole Ouest (Ports of Paris). And the following works: upgrading and repair of Tancarville locks (Port of Le Havre), improvement of the maritime access way (Port of

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PORT DEVELOPMENT

Environmental Approach Rewarded

Rouen) and construction of the river terminal in Alizay (Port of Rouen).

Nicolas Occis, HAROPA President, mentioned: “HAROPA is now recognised as a committed and trailblazing player in the implementation of a multimodal action plan at the scale of a transport corridor.”

Development Directorate).

HAROPA-Port of Le Havre is also a partner to two files submitted by Brittany Ferries and Stena AB within the framework of the same call for proposal regarding the installation of scrubbers on board the ferries sailing to the port of Le Havre.

Integrating Transport Modes

The CEF aims at accelerating the funding in order to complete important trans-

HAROPA is connected to every continent contributing to a first-rate international shipping offer (linking 600 ports worldwide). It serves a vast hinterland whose core is in the Seine valley and the Paris region forming the biggest French consumer market area. With around ten Normandy and Paris area partner ports, the ‘one-stop’ hub now forms a global transport and logistics system in France, capable of providing a comprehensive end-to-end service.

For Antoine Berbain, HAROPA’s Deputy Executive Director, their approach to the European Commission reflects a clear will to integrate all transport modes in the economic and ecological development of the Seine artery; that’s why they also support two other projects, which are strategic for HAROPA: upgrading the rail connection from Gisors to Serqueux (a file submitted by Réseau Ferré de France) and lengthening the RN 406 to get access to the port of Bonneuil-sur-Marne (a project backed by the Paris Area Regional and Interdepartmental Equipment and

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About the CEF

Earlier this year, the French Port of Le Havre was distinguished for its environmental actions with a Port Environmental Review System (PERS) certification by the European Seaport Organization (ESPO). The certification highlights the positive environmental policy of HAROPA – Port of Le Havre.

Compliance with the PERS standard is independently assessed by Lloyd’s Register Quality Assurance and the certificate has a validity of two years.

“The certification PERS proves that HAROPA – Port of Le Havre practically acts in order to protect our environment and to reduce the ecological impact of our industrial activities,” said Hervé Martel, Chairman of HAROPA – Port of Le Havre management board.

With these two new certifications the number of PERS certified French ports rises to four, making France the country with the highest number of valid PERS certificates – There are currently 22 ports in Europe that hold a valid PERS certificate.

European networks, regarding transport (RTE-T), energy (RTE-E) and electronic information systems (e-TEN).

The CEF has a total budget of EUR 33.2 billion over the

period of 2014-2020, including about 26.2 billion allocated to the transport sector (RTE-T) with a view to improve trans-border connections, cancel the bottlenecks and complete the networks. The objective is to get an efficient and zerocarbon European multimodal transport network in place by 2050 within which the multimodal corridors will be high-performance by 2030. i. www.haropaports.com

The first call for proposals claims for more than EUR 40 million of European grants to fund the following studies: river access to Port 2000 (Port of Le Havre) and Port Seine-Métropole Ouest (Ports of Paris).

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HARBOUR CRANES

FAST BRAKING OF CONTAINER CRANE HOISTS

Port Performance Photo courtesy of Port Pictures.nl

WITH GLOBALISATION HIGH ON THE AGENDA, MINIMISING THE PORT TIME OF CONTAINER SHIPS IS A VITAL ELEMENT TO IMPROVE THE EFFICIENCY OF TRANSPORT OVERSEAS. THIS MEANS PORT EQUIPMENT performance must be further developed, such as the performance of quayside container cranes. German company Rรถmer Fรถrdertechnik introduced its patented TURBO control system, which releases thrusters that simultaneously hoist brakes (drum or disc brakes) and caliper safety brakes.

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To realise fast-acting drum or disc brakes with electrohydraulic thrusters, Römer Fördertechnik introduced its TURBO control system.

The energy cut-off of stopcategory 0 is the immediate reacting of the caliper-type safety brake.

Gearing Loads

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ince its establishment in 1956, the worldwide container transport has been continuously increasing and an even further growth can be expected with globalisation in the years to come. This is why port capacities must expand further, especially along the main routes. Today’s rising

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operating speeds of container cranes result in higher dynamic loads on cranes, and high lifting speeds lead to significant loads on the hoist. especially combined with the lack of greater braking distances to ensure safety in loading and unloading processes.

Ample special interest requires emergency stops with stop category 0 for typical hoist setups, with a safety brake on the rope drum’s board disc. The energy cut-off of stop-category 0 is the immediate reacting of the caliper-type safety brake. Depending on which movement (hoisting or lowering) and the hoist load, the rope drum will immediately stand still. Motor side masses run against the rope drum in order to stand still. If this happens after running, through clearances in gearing and/or couplings, it will result in push-like forces. These forces may cause initial damages to critical elements such as bearings, which will

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port of moerdijk Unique location in the Flemish-Dutch Delta region Accessibility by seagoing shipping, inland navigation, road transport, rail and pipeline networks Growing number of short sea operators High-speed handling Congestion-free Plenty of room for new businesses

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HARBOUR CRANES

Photo courtesy of Port Pictures.nl

according to the crane engineering design lead to failure during the following service.

This is just a matter of fatigue after the first weakening. This will result in unplanned crane downtime.

Accelerated Braking

Different measures are available for limiting implications. Some suggestions are presented in a recent publication of Prof.

Vöth, TFH Georg Agricola, Centre of Drive and Lifting Technology (Bochum, Germany).

One main measure is to significantly accelerate action of the brake on the motor shaft. Drum brakes with electro-hydraulic thrusters are typically used on the motor shaft, which deliver reaction times well above those of caliper-type brakes. For standard equipment, the difference in reaction time could be approximately 350ms. Thus drum brakes with thrusters are inactive during a category 0 stop. Due to acceleration, the drum brake can function and motor side masses are prevented from running onto the rope drum.

TURBO Control System

To realise fast-acting drum or disc brakes with electro-hydraulic thrusters, Römer Fördertechnik introduced its TURBO control system. The TURBO control system is used

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to release the thruster in such a manner, that hoist brakes (drum or disc brakes) and caliper safety brakes simultaneously become operational. The described high loads on the gearing are prevented, or at least considerably reduced. To ensure availability of the TURBO control functionality every time, it should be supported by an energetic storage, or even an uninterruptible power supply, so the control system also works in case of a power cut.

Increased Crane Availability

The use of TURBO control system loads for relevant load cases is significantly reduced.

The risk of initial damages to, for instance, bearings is limited, resulting in an extended lifespan. The risk of unexpected downtime of bearings and therefore hoist gearings and cranes is certainly decreased, resulting in a more efficient infrastructure.

System Engineering

The braking system design depends on the crane’s safety, durability and comfort.

Optimising these parameters leads to

Drum brakes with electro-hydraulic thrusters are typically used on the motor shaft, which deliver reaction times well above those of caliper-type brakes.

contradictions. The most effective way of finding an optimal setup for critical equipment, is to engineer the complete braking system with correct drum and caliper brakes, and TURBO control system.

For already built cranes, the brake system is already fixed – usually with fast calliper brakes on the rope drum’s board disc and slower drum brakes on the motor shaft. In these situations, the TURBO control system is ready to retrofit most thruster types. So even existing systems can be updated with little effort, in order to reduce the drop out risk. i. www.rft-germany.com

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DUTCH PORTS

Portbase Portbase is a merger between Rotterdam’s Port Infolink (completed in 2002) and Amsterdam’s PortNET (completed in 2000). The new organisation was set up in 2009 by the Port of Rotterdam and the Port of Amsterdam – the two shareholders of Portbase – and enjoys wide support amongst the port business community.

It belongs to and serves the port community and is a neutral and non-profit organisation. At this moment Portbase offers over 40 different services to the market. Approximately 3,700 organisations are connected and actively sharing information via the PCS.

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DUTCH PORTS

LOGISTICS CHAINS OF DUTCH PORTS

Smart Port Connection THANKS TO THE PORT COMMUNITY SYSTEM (PCS), THE DAYS WHEN COMPANIES HAD TO DEVELOP AND MAINTAIN A WHOLE RANGE OF BILATERAL CONNECTIONS ARE FINALLY OVER. THE PORTBASE SERVICE THAT EXCHANGES INFORMATION IN Dutch ports, now runs efficiently through one single hub. The services within the PCS and the community form a solid foundation for port-wide information exchange.

Moreover, the infrastructure of the new, open platform enables links to be made to external parties far more easily. Moving forward, Portbase wants to facilitate the exchange of dynamic real-time data, linked to planning and notifications.

WORDS BY MARTEN VAN DER VELDE, MANAGER STRATEGY & INNOVATION AT PORTBASE.

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ortbase is a smart, neutral and reliable hub for all logistics information in Dutch ports and the connected supply chains for both containerised and bulk cargo (import, export and transhipment). Via the PCS, companies can benefit from a multitude of intelligent services for simple and efficient information exchange, both between companies, the public and private sector.

This enables the participants to optimise their logistics processes, thereby improving their own competitive position and that of the ports.

Combining Data

Portbase aims to make the logistics chains of the Dutch ports and related chains the most effective in Europe, where administrative data is combined with realtime data. The strategic goal for the next years is innovating with the community towards integral planning. For this, Portbase

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takes up five roles: as a service provider, infrastructure provider, community manager, data manager and knowledge supplier and innovator.

The PCS was developed with a common interest in mind; as such it is neutral and cost-based. Its presence offers an important contribution to the efficiency and effectiveness, and therefore the quality, of port logistics.

Short Lines

The reuse of data is one of the key benefits of the PCS. It allows organisations to enter and receive data via one central platform.

But it also bridges the gap in communications when organisations do not know which organisation is next in the supply chain. In the case of merchant haulage, where the forwarder is responsible for the transport from sea terminal to the shipper etc, the shipping line and

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DUTCH PORTS

the forwarder do not have a contractual relationship. This implies that the forwarder will not be notified and informed automatically on the status of the cargo. In the past this meant calling the terminal and shipping line to gather status information.

The PCS is able â&#x20AC;&#x201C; by reusing and combining data, but also by establishing trust and arranging agreements on data usage â&#x20AC;&#x201C; to provide the forwarders with the necessary data to (re)plan the hinterland transport (via the service Cargo Information 2.0).

Win-Win Situation

The services available in the Port Community System provide concrete savings in time and money. But there are more advantages: greater efficiency, for instance due to better planning of resources (cranes, quays, ships, etc.) and better usage of infrastructures; lower costs, by reducing waiting times and lesser empty miles; better service provision, due to seamless connection in the supply chains; better and more transparent planning; more rapid

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throughput times; fewer mistakes; optimal re-use of information and 24/7 availability.

PricewaterhouseCoopers (PwC) calculated the actual added value of the PCS. The conclusion: the Port Community System generates a direct annual value for its participants of up to EUR 186 million (based on the service offering in 2012). In 2009, Portbase created the strategy to open up the platform, and allow third parties to offer own, specific services to the market.

Since Portbase is a non-profit organisation, companies only pay a contribution for the use of services with a clearly demonstrable added value. When compared to the advantages available, these costs are relatively minor. The financing of services that are of particular strategic interest to the port is done using the general income of shareholders of the Port of Rotterdam Authority and the Port of Amsterdam.

Towards a Flexible, Smart Port

Over the past few years, a good foundation has been laid for the further expansion of the Portbase service. In the future, Portbase wants to facilitate the exchange of dynamic

real-time data, linked to planning and notifications.

It is a clear trend. Think about yourself as a consumer. Knowing that your package will be delivered tomorrow is no longer enough.

You would prefer to know the exact time frame it will be delivered. The future is a flexible, smart port. Current projects in the port, including Nextlogic and Pronto, are already anticipating the fact. To achieve this, you must have a complete picture of the chain and know what is happening now, at this particular moment.

Participating Parties

With everything Portbase is scheduled to do, topics such as agreements on data security are crucial. The same applies to the neutral position they assume as a facilitator.

Parties can also develop customised options that are linked to the Port Community System and will be encouraged to do so in the coming years. In collaboration with Portbase, the final goal is in sight for all parties involved. i. www.portbase.com

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PORT EQUIPMENT

THE NEGATIVE SIDE OF FUEL EFFICIENCY

Poor Lashing Forces WERE YOU AWARE THAT FUEL SAVING MEASURES CAN HAVE A NEGATIVE EFFECT ON THE LASHING FORCES ON CONTAINERS? OLIVIER VAN DER KRUIJS, Risk and Quality Manager and Marine Surveyor at BMT Surveys, shares his experiences from the audits of more than 100 container vessels last year.

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he latest generation of container ships have been designed not only to increase capacity but also to improve energy efficiency and environmental performance.

The rise in fuel prices in combination with a continuing pressure on freight rates has forced ship owners and operators to look closely at the amount of fuel being used.

This has resulted in economical steaming and other fuel efficiency measures.

Fuel Efficiency Monitoring

Monitoring can be achieved in a number of ways, for example by using computer and communication software which monitors and analyses the shipâ&#x20AC;&#x2122;s performance and operational parameters in real time. The results of this analyses may then suggest to change speed, trim and draft.

The optimal trim varies with speed, displacement, weather and underwater hull shape

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PORT EQUIPMENT

and can be a significant factor in saving fuel. One study suggested that fuel consumption could be reduced by as much as 5 percent using this technology.

However, as an unwanted side effect, this fuel saving method may increase the calculated dynamic forces of the containers and lashings, possibly exceeding maximum permissible levels.

As part of its extensive range of services to the shipping industry, BMT also carries out the regular inspection of container ships. One requirement during these surveys is to review the lashing computer data and establish if there is a situation on board whereby container lashing forces are exceeded.

With regards to maximum permissible forces, there are limitations resulting from the strength of the container itself. Those limitations are stipulated in ISO standards (ISO 1496). It is important to appreciate that there is no safety margin on these limits.

Theoretically, a container may thus distort as soon as these force limits are exceeded. This is different for the safe working loads on the lashings, which do have a safety margin.

sometimes instructed by the owners (or the charterers) to make adjustments to improve fuel efficiency.

These (unplanned) adjustments of draught and trim increased the GM (metacentric height) at various occasions and, as a result, the dynamic forces acting on the containers and lashings. This could lead to a situation whereby the ship leaves port with the calculated lashing forces being within design limits, but

exceeds the limits at a later stage when the trim adjustments are made. For vessels enjoying a voyage with good weather, exceeding the designated maximum lashing forces is unlikely to result in any damaged cargo.

However, if the ship was to encounter its â&#x20AC;&#x2DC;design motions criteriaâ&#x20AC;&#x2122;, damage to the container stacks and cargo could occur, thus as an indirect result of saving fuel. i. www.bmtsurveys.com

Calculations

Usually for the preparation of a stowage plan, stability and lashing forces are calculated.

These calculations take into account the usual changes to stability as a consequence of expected fuel consumption or changes to the ballast water quantity, whilst sailing. It has become apparent that during the voyage, the ship is

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DUTCH PORTS

The final touches are currently being made to the enlargement of the Beatrixhaven – the Eemshaven’s youngest harbour basin.

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EEMSHAVEN HAS THE WIND IN ITS SAILS

Promising OPPORTUNITIES GRONINGEN SEAPORTS, THE COMMERCIAL OPERATOR AND PORT AUTHORITY FOR THE PORTS OF DELFZIJL AND THE EEMSHAVEN, HAS ADVANCED FROM BEING THE BIGGEST OF THE SMALL PORTS TO THE SMALLEST OF the big ports in the Netherlands. The northern ports clearly have the wind in their sails and there is no end in sight After all, it is precisely the wind that will make it possible for the Eemshaven to continue to develop in the years to come. The Eemshaven already houses the Netherlands’ biggest land-based wind farm with an installed capacity of 276MW divided over 90 wind turbines, but there are also promising opportunities for offshore wind farms.

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n recent years, a sum of EUR 6.5 billion has been invested in the Eemshaven. Power plants have been built for RWE/Essent (1,600MW) and Nuon/VattenFall (1,300MW), and Vopak has realised an oil terminal comprising of eleven tanks. Also, kilometres of quayside have been built, including a new harbour basins dug. TenneT is currently building a large transformer station to convert the electricity generated by the offshore wind farm Gemini for the power grid. On top of all this, Google, the world’s biggest search engine, is building a huge data centre on a site of over 40ha on the south-eastern side of the Eemshaven.

Thanks to the arrival of these multinationals at the seaport and all the energy

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developments, about a third of all the energy in the Netherlands is now being produced at the Eemshaven.

Backdrop for LargeScale Activities

The Eemshaven has an ideal geographical location in relation to the offshore wind farms in the North Sea. The port also meets all of the maritime (and other) requirements for an offshore wind facility.

Over the last few years, the Eemshaven has formed the backdrop to large-scale activities involving the assembly and shipment of wind turbines. The Eemshaven was used for the logistical activities of the first operational wind farm in German waters: Alpha Ventus. A long list of other references can now be added: The port has played an important logistical role in the building of the wind farms Borkum Riffgat, MEG Offshore, Riffgrund 1, Borkum West 2, Bard Offshore 1, Global Tech 1 and

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Trianel Windpark Borkum. Work is currently being done on the wind parks Gemini and Gode Wind 1 from the Eemshaven. And given that thousands more wind turbines are scheduled to be built in the North Sea in the years to come, the Eemshaven will develop into the hub for offshore wind logistics in the Netherlands.

The Eemshaven offers all the necessary facilities for an offshore wind facility and the distance from the seaport to the planned or currently being built wind parks is short: just 23 nautical miles to the nearest wind farm (measured from the pilot station at a distance of 22NM from the Eemshaven).

With the realisation of the Beatrixhaven, the Eemshaven will have yet another ‘offshore wind trump card’.

Youngest Harbour Basin

The final touches are currently being made to the enlargement of the Beatrixhaven – the Eemshaven’s youngest harbour basin.

HRH Queen Beatrix opened the first part of it in 2008, and it has grown in phases since that time.

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DUTCH PORTS Stretching to a length of 1,200m, the Beatrixhaven is slightly shorter than the Julianahaven – a turning basin put in place at the end of the harbour.

The harbour was originally built as a short sea harbour, but has since developed into an offshore wind harbour. A special quay with a length of 220m has been built for extra heavy cargoes, which is unique in the Netherlands. Jack-up ships can moor just in front of the quay so that they can use their own cranes, and plenty of space is available for companies to establish their businesses.

The heavy cargo quay has a maximum capacity (equally divided load) of 30t/m2 and has been especially designed for the transhipment of extra-heavy cargoes such as wind turbine components.

On the southern side of the harbour a quay with a length of 1,200m is available, and the stevedoring firm Wijnne Barends is established there. On the northern side AG Ems operates a passenger terminal with a ferry service to the German Wadden island of Borkum, and Ems Maritime Offshore offers offshore service facilities here.

announced that TenneT Offshore has settled on the Eemshaven for the construction of a maintenance location. And more and more SME offshore activities are being developed at the sites of already established companies.

Maintenance and service companies in the offshore wind industry are increasingly expressing an interest in establishing at the Eemshaven. As well as these developments, work is being done on making land locations available for testing offshore turbines in close partnership with ECN (the Energy Research Centre of the Netherlands).

Providing Good Infrastructure

Finally, Groningen Seaports is working on placing a heliport in the direct vicinity of the

Eemshaven. The heliport will serve to support the offshore wind industry, since helicopter transport is needed for the building and maintenance of offshore wind farms. Groningen Seaports is responsible for providing good infrastructure in and around its ports. Building a heliport certainly forms part of this, and is of great importance to optimally facilitate companies operating in the offshore wind industry. The arrival of a heliport will also make it possible for this industry to continue to develop at the Eemshaven. And that’s what Groningen Seaports is all about: providing facilities and creating the conditions needed for new companies to settle and develop. i. www.groningen-seaports.com

Service Port

The Eemshaven is also making its voice heard in the service and maintenance area.

The offshore wind turbines need regular maintenance and the Eemshaven therefore plans to position itself as the service port for the offshore wind industry.

The Emmahaven is ideally located for this purpose and could function well as a base for service activities. There is a floating jetty providing 700m of mooring berths, a service jetty, and there are possibilities for new berths for crew tenders and maintenance vessels. Various office complexes are also available around the Emmahaven.

A start has also been made with preparing a 4.5ha plot of land at the Eemshaven for the establishment of maintenance and service companies. A road is being built, and the site is being provided with the accompanying infrastructure such as a sewer system and utilities. The first maintenance company, WP Offshore, has already purchased a site of 3,200m2 to build an office and workplace for minor repairs. The rest of their site will be arranged for the storage of materials for the offshore wind industry.

WP Offshore has decided to build its new premises here owing to the outstanding location in relation to the offshore wind farms in the North Sea, especially those in the German Bight. The Eemshaven also meets all of the maritime requirements for an offshore wind facility. It has already been

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Google, the world’s biggest search engine, is building a huge data centre on a site of over 40ha on the south-eastern side of the Eemshaven.

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PORT DEVELOPMENT

EXTENSION WORKS OF THE PORT OF CHERBOURG

Accommodating Marine Renewable Energy

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THE BASSE-NORMANDIE AND THE NORMANDIE REGIONS ARE KEY TERRITORIES FOR THE DEVELOPMENT OF MARINE RENEWABLE ENERGY (MRE). NORMANDY WILL BE home to three of the six scheduled wind farms and holds the largest potential in tidal energy in Europe within the Race of Alderney. The large-scale extension works of the port of Cherbourg’s maiguidelinen roadstead is a milestone in the history of the port’s development.

1 - South quay extension 2 - Wind turbine blade and tower factory

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he whole territory has been preparing for the development for many years, with West Normandy Marine Energy (WMNE) and Ports of Normandy Authority (PNA). Readily available land to accommodate new activities has become scarce due to the allocation of ALSTOM’s industrial unit for offshore wind activities on harbour land and EDF’s assembly hub for offshore wind farm in Courseulles-sur-Mer. Confident in its own assets and of the surrounding territory, PNA has decided to commence these extension works to be able to accommodate to the tidal energy sector, as well as additional activities related to offshore wind turbines.

Competing for New Activities

At the end of 2014, GDF/Alstom and EDF EN/DCNS won the call for expressions of interest for tidal turbine pilot farms. This is a major milestone towards the industrial development of this technology. With this in mind, the port of Cherbourg’s proximity to the Race of Alderney offers a clear advantage.

In terms of offshore wind, the port relies on its assets to compete for new activities: foundations, cabling, assembling of wind farms off the south coast of England and in

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France, etc. At EDF’s request, the union committee is considering the possibility of creating a new heavy load quay north of the Quay des Flamands, in order to meet the demands of the simultaneous processing of wind farms assembly in Courseulles-sur-Mer and Fécamp. This investment is supported by the EU, the EIB and the French government

3 - Wind turbine assembly hub 4 - Harbour Land extension 5 - North quay extension 6 - Other Harbour activities 7 - Services Harbour 8 - Creation of an activities area 9 - Synchrolift 10 - Self-propelling Gantry Crane Jetty 11 - Rail and road network

Large-Scale Works

The development began in mid-March and is scheduled to last 18 months. The extension managed by SODRACO, a subsidiary of the Belgian group Jan De Nul, associated with DTP Terrassements, a subsidiary of Bouygues Construction.

Included in the development is the building of a breakwater 1.8km long made of 250,000t of riprap, each boulder weighing 5 to 6t. This breakwater will help contain the 5 million m3 dredged materials that will form the future harbour land. Outstanding resources will therefore be used to complete this large-scale project.

The first phase development will last 7 to 8 months. It will consist of dredging and rock excavating the sea bottom located between the channel and the harbour land attached to the Quay des Flamands. These

large-sized materials will constitute part of the breakwater’s core. They will be completed with riprap extracted from quarries, some of which are local, and transported by trucks. As the construction work on the breakwater progresses, dredging will provide sand that will form the embankment.

To perform this operation, SODRACO has committed to hiring unemployed workers to complete up to a minimum of 5 percent of the worksite’s total labour hours.

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PORT DEVELOPMENT

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Long-Term Growth

Laurent Beauvais, PNA’s Chairman pointed out: “The extension project’s EUR 50 million funding is the result of a strong budgetary choice from the Basse- Normandie region and Manche department, along with key support from the French government and the European Union.”

The quality and consistency of the project, together with its long-term effects on local growth and employment, have convinced the French government, the European

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Union (EU) and the European Investment Bank (EIB) to back up PNA’s project. The FEDER and the Contrat de Plan InterRégional (CPIER) will contribute nearly EUR 25 million in subsidies. The EIB also granted a loan with advantageous terms. Therefore, the project benefits from honourable financing with low impact on local public financing. i. www.pna-ports.fr

The port relies on its assets to compete for new activities: foundations, cabling, assembling of wind farms off the South coast of England and in France.

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PORT EQUIPMENT

SPECS ShoreTension Safe working load Vessel motion reduction Application Wireless control

Certified by Lloydâ&#x20AC;&#x2122;s Register for

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Up to 150t (1,500kN) in fully extended condition Up to 50 percent compared to conventional mooring systems For almost every ship at almost every quay or jetty Sensors register the loads in the ropes. Data is available for the shipâ&#x20AC;&#x2122;s master, port and terminal operators. Data will be logged for review of berth. A warning system monitors when limits are exceeded. GPS data provide an overview of where warnings are issued in ports across the globe.

Pressure Equipment (PED) Lifting appliance (Heavy lifting) Use in explosive atmospheres (ATEX)

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PORT EQUIPMENT

SHORETENSION COPES WITH DYNAMIC FORCES

Technical

CHALLENGE EVERY BOATMAN IS FAMILIAR WITH THE TREMENDOUS FORCE OF WATER. AT TIMES, IT IS THEIR TASK TO RESTRAIN THIS FORCE AND SECURE SHIPS SO THAT THEY CAN NO LONGER MOVE. HOWEVER, SOMETIMES THE FORCE OF WATER IS SO STRONG THAT IT WILL literally toss a ship around. “Our ShoreTension puts an end to this,” says Gerrit van der Burg, Vice Chairman of the KRVE (Royal Dutch Boatmen’s Association) and responsible for innovation and technology. The KRVE’s tensioning system was developed in a dynamic environment and provides permanent tension without an external power source

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he ShoreTension system was invented in-house, conceived and developed to keep even the largest ships firmly moored against the quay. Developed by Mr Van der Burg in 2010, this large hydraulic cylinder can fully extend and retract – like a shock absorber. The ShoreTension is positioned on the quay in the longitudinal direction of a vessel. Via a bollard, the hawsers of the ship are attached to the ShoreTension.

“As a result, the movements of the ship are substantially dampened. The ShoreTension absorbs all the energy peaks and reduces motion,” explains Mr Van der Burg.

“Furthermore, the ShoreTension is energyneutral and not dependent on an external power source. It has a solar panel used to power a small internal computer that relays

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Future-Focussed Although the name KRVE may sound old fashioned, in reality, members of the Royal Dutch Boatmens Assosication, are very much focused on the future with a customer centric approach. The association boasts many different innovative inventions in mooring and stabilisation on and offshore, including ITC solutions and the hydraulic mooring system ShoreTension.

all the information to the bridge of the ship, the harbour master or any other relevant party. This makes the device appealing for virtually every location and every port.”

Exercising Great Pressure

There are several factors that could cause a ship to exercise great pressure on its mooring lines, explains Mr Van der Burg. “The wind a ship is exposed to or a passing vessel which causes suction in the water. But the largest and most constant source of pressure on moored vessels is swell: the continuous thrust of water in a certain direction. This is

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especially prevalent in ports situated directly on the ocean. The amount of energy released by water which has voyaged across an entire ocean is tremendous.”

In order to cope with these kinds of dynamic forces, sea-going vessels often make use of tension winches, bollards capable of pulling in or letting out mooring lines. Mr Van der Burg: “When a ship is moored using tension winches, the slack on the hawsers is increased or decreased depending on the forces the ship is exposed to. But this system is not always reliable. When another ship passes, the moored vessel tends to

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PORT EQUIPMENT Gerrit van der Burg, Vice Chairman of the KRVE.

follow the suction created by that ship. Due to the pressure this exercises on the hawsers, the winches on one side of the ship will loosen a little. The winches on the other side of the ship however detect that the ship is loose and will tighten their hawsers. The result is that a ship starts ‘creeping’ alongside the quay. As a result, the berth can suddenly shift 2m.”

Eliminating Problems

That may not seem like a significant shift, but the impact can be tremendous. Today’s container vessels are so huge that the

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pilothouse is often situated higher than the cranes on the quay. Mr Van der Burg: ‘If a ship of this magnitude shifts 2m during loading operations, then the cranes may no longer be able to reach the cargo. But it is also possible that the pilothouse hits a crane.” For this reason, ships are no longer permitted to deploy tension winches in certain ports. Instead, they are only allowed to moor tightly against the quay using mooring lines. The winch is fixed and tension is no longer applied automatically.

But this may expose the hawsers to so much pressure that they snap. “ShoreTension

eliminates all these problems,” Mr Van der Burg concludes.

Developed in 2010, this invention of the KRVE is already reigning in vessels on almost every continent, and the number of orders continues to grow. i. www.shoretension.nl

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PORT EQUIPMENT The Pit Stop Line from Trelleborg was developed to end the uncertainty about when to replace a solid tyre.

A NEW ERA IN TYRE MANAGEMENT

Drawing the Line on Tyre Life AT FIRST GLANCE TRELLEBORG WHEEL SYSTEMS’ PIT STOP LINE IS JUST A THIN ORANGE BAND HIDDEN INSIDE A SOLID rubber tyre. But for the forklift industry the Pit Stop Line represents a new era in tyre management – maximising tyre life, raising productivity, improving safety and reducing environmental impact.

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relleborgs’ Pit Stop Line was developed to end the uncertainty about when to replace a solid tyre and it does this in the simplest way possible: visually. The orange line appears on a tyre when it wears down; informing the operator that there is an estimated tyre life of 80 to 100 hours remaining. This gives ample time for tyre replacement to be scheduled at the users convenience.

Considerable Savings & Efficiencies

To replace a solid tyre on a forklift in a busy factory or warehouse means taking a valuable machine out of service for a period

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of time. If tyre replacement can be incorporated with planned maintenance routines, it delivers users two huge benefits.

Firstly, it minimises the length of time forklifts are out of service, and it avoids taking machines out of service prematurely for tyre replacement. Both scenarios cost time and money. With millions of forklift trucks in service globally, this new tyre feature has the potential to offer considerable savings and efficiencies for owners and operators of forklift fleets.

Removing Misconception

The Trelleborg design team analysed thousands of used solid tyres and

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PORT EQUIPMENT

discovered that they had on average been replaced with around 25 percent of residual use still in them.

Gianluca Abbati, Research and Development Director at Trelleborg Wheel Systems, says, “Many people judge when to replace their solid tyres based on their experience of and the rules applied to car tyres. Lots of users think rules are the same and that treadpattern wear for replacement of solid tyres is the same as on pneumatic tyres. In fact the two products are very different and cannot be compared.”

When the tread pattern on a solid tyre disappears it may only be 50 percent worn and can continue to perform well beyond the point where a treaded road tyre would need to be changed. The Pit Stop Line completely eliminates this misconception and ensures that tyres are used for their whole life, giving customers maximum value and machine uptime.

Ensuring Performance

The design team took 18 months to develop the Pit Stop Line feature from concept to production, utilising rigorous testing. At a manufacturing level, the challenge was to create the orange pigment band at the correct thickness in a specific position within the tyre – a challenge made more difficult by the size variations of the Trelleborg range of tyres.

“As well as being consistent in position we had to be certain that the band would not adversely affect tyre performance,” explains Mr Abbati, outlining the underlying challenge of ensuring performance. “As a key supplier to leading global OEM forklift producers we have to be 100 percent certain that our products will continue to

Trelleborg M2 new tyre tread.

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deliver industry-leading performance to their customers.”

For users there are many obvious benefits.

Mr Abbati explains that being able to use a tyre for its whole life, has a direct effect on costs in reduced downtime and longer maintenance intervals as well as savings on tyre replacement and service costs; Pit Stop Line can reduce running costs in excess of 20 percent.

Simplifying Tyre Inspection

There are other benefits to be gained, including safety. The incorporation of the orange line helps to simplify tyre inspection routines by giving a clear indication of tyre condition. It supports the ETRTO (The European Tyre and Rim Technical Organisation) Manual recommendation on tyre safety and will make it possible, for the first time, to have 100 percent accurate tyre safety checks.

The Pit Stop Line helps prevent tyres being replaced too late as well as too early. This is particularly relevant for the 3 to 5 percent of people who use tyres well beyond the safe wear limit. Such users “risk accidents and damage to the forklift,” Abbati says, as the truck clearance with the ground becomes too small.

Another clear advance is the reduced impact on the environment by maximising the life of the tyres. This means fewer raw materials are used and less waste is created.

It also means reducing the impact of transportation, packaging and more.

Trelleborg estimates that globally as many as 400,000 fewer tyres could be required, adding up to an industry wide reduction of 1,900,000kg of CO2 annually from transportation.

33 percent worn.

66 percent worn.

The challenge was to create the orange pigment band of the correct thickness in a specific position within the tyre.

This deceptively simple concept contributes to safety, it is cost-effective, and it ends the uncertainty about when a tyre really has reached the end of the road. Deceptively simple maybe, but as another Italian innovator, Leonardo da Vinci, once said, “La semplicità è la più grande sofisticatezza” – simplicity is the ultimate sophistication. i. www.trelleborg.com

Solid Tyres Trelleborg is one of the world’s largest producers of solid tyres. These tyres are typically used on forklift and other materials handling applications. Solid tyres are used on machines because they offer greater load carrying capacity, excellent stability, damage resistance and improved life.

95 percent worn – Pit Stop Line.

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HARBOUR CRANES

SHAPING THE FUTURE WITH OLD CRANES

Raising & Extending TRENDS IN MODERN CONTAINER SHIPPING ARE CONTRIBUTING TO AN INCREASING SIZE OF CONTAINER SHIPS. THERFORE, PORTS NEED TO ADAPT THEIR CRANES TO ACCOMMODATE THESE LARGER ships. Although one approach is to simply order new (bigger) cranes, an alternative approach may be found in the raising and extending of existing cranes. This can be determined by assessing fatigue calculations and the use of crane standards.

WORDS BY IR. C.M. LANGEVELD, LANGEVELD PROJECT MANAGEMENT.

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he design of container cranes is commonly based on international crane standards by both the OEM and the terminal operator. One has to bear in mind however, that most common crane standards date back to the 1970s or earlier.

Cranes from the 1980s and earlier, were commonly designed by relatively simple engineering approaches of strength and fatigue. These simple calculation methods can only determine stress concentrations to a certain level of accuracy. The remaining stress concentrations (stress peaks) are simply accounted for in the limit stresses specified in the crane standards. At the end of the day, two main conclusions can be drawn from this method of crane calculation: A. Stresses are not calculated accurately.

B. Serveral recurity issues and factors arise from this design.

The consequence of this design is that more steel was used in the crane structure causing a longer fatigue life than was assumed.

Crane Fatigue Calculations

Yet another issue contributes to crane fatigue calculations not being very transparent: the fatigue curves (Wรถhler curves) of steel are based on many experimental data points, describing the number of load cycles before failure.

In practice, the scatter of these experimental data appears to be enormous. Still, the crane standards have kept a safe distance under this cloud of data points, resulting in relatively safe limit stresses.

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Photo courtesy of Kalmar

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HARBOUR CRANES

Recent crane raising project by the Kalmar Crane Upgrades department.

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HARBOUR CRANES

Nelcon type NC2 at the ECT Delta Terminal after raising and extending.

Calculating material fatigue therefore becomes not an exact science, but rather a statistical science.

Higher Loads

Many earlier cranes models do in fact have a longer expected fatigue life than they were originally sold for â&#x20AC;&#x201C; theoretical life spans of 2.000.000 up to 4.000.000 moves are quite common for container cranes. In fact, in a number of cases, even the steel structure allows for higher loads than the original specification.

As a result, the need for higher container cranes with a longer boom outreach grows, a generation of old container cranes is already present in some ports that actually allows for raising their legs and elongating their booms. The only issue is determining what limit and which crane to upgrade.

For that reason, in-depth knowledge of strength and fatigue calculating is paramount. During the last 150 years, experience on this topic has grown in

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Western Europe, both theoretical and practical. A rather peculiar development however, is that although the worldâ&#x20AC;&#x2122;s container cargo transportation keeps increasing, the number of crane engineers with the relevant in-depth knowledge on crane calculation is decreasing.

Significant modification of container cranes appears to be a type of activity that calls for local partnerships. Terminal operators acknowledge the need for local experts for this type of work over geographically distant companies â&#x20AC;&#x201C; this type of modification work is of course radically different than purchasing a complete crane from a geographically distant company.

The once so vivid triangle-relationship between container terminals, crane (building) engineers and universities in the Netherlands formed a basis for the original successes in the Dutch port industry and may very well prove to be anything but outdated due to the recent need for bigger cranes.

Field Examples

Successful examples of crane raising cranes from the early 1990s include the project at ECT Delta in Rotterdam, where a total of ten Nelcon cranes were raised and their booms.

In the last 5 years, a number of younger cranes were raised in Western Europe as they were designed to do.

Old cranes can shape our future by bringing terminal operators and crane engineers together. Not only to aid the terminal operator in their challenges, but also in stimulation of local employment, to secure in-depth knowledge of crane calculation and to inspire a new generation of engineers from universities. i. www.langeveldprojects.com

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PORT DEVELOPMENT

Photo courtesy of Port Pictures.nl

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PORT DEVELOPMENT

CLAIMING DAMAGES AT THE PORT

At Your Own Risk!

ANYONE ENTERING A PORT TERMINAL MAY HAVE SEEN IT, THE SIGN AT THE GATE WARNING THAT ENTERING THE TERMINAL IS AT YOUR OWN RISK AND THAT THE terminal operator excludes any and all liability for damages that may occur. So, if you return to your car after a visit to the terminal office and find a container parked on top of it, are you able to claim damages?

WORDS BY GIJS NOORDAM â&#x20AC;&#x201C; TEN HOLTER NOORDAM LAWYERS

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s is the case with many damage claims, it all depends on the circumstances.

Recently the Court of Appeal in The Hague, the Netherlands, decided the following case: A barge called at a container terminal to load a number of containers. The barge called regularly at this terminal however, there was no contract between the barge and the terminal as the inland carriage of these containers had been contracted between cargo interests and the sea carrier.

The sea carrier instructed the barge to load the containers at the terminal with whom he had a stevedoring contract in place.

At the quay where the barge berthed, a sign was fixed to the quay crane that loads the containers into the barge. The sign contained a general warning that any persons or modes of transport staying at the terminal did so at their own risk and that

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neither the terminal operator nor any of its employees could accept liability for any damages incurred.

Escaping Liability

During loading, the spreader attached to the crane, touched the roof of the deckhouse causing damage to the sun visor attached to the roof. The barge and its insurers claimed compensation from the terminal operator for the repairs and time lost during repairs.

The operator offered two anchors of defence: the crane driver had not acted negligently and the warning sign excluded any liability. The Rotterdam District Court dismissed both defences and awarded the claim for damages. The terminal operator appealed the decision and raised a number of objections.

One of the main objections was: as the barge was a regular caller at the terminal,

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ADVANCING MARITIME LEADERSHIP

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PORT DEVELOPMENT

Photo courtesy of Port Pictures.nl

the warning sign on the quay crane would be familiar and the barge should therefore be considered bound to the exclusion of liability. What do you think? There was no contract between the barge and the terminal. Is it then legally sufficient to escape liability with an appeal based on a warning sign stating: Enter at your own risk!

Care & Diligence

Due to the lack of a contract, the Court had to explain what the intention of the warning sign was and what all parties involved could reasonably understand the warning to mean – The famous ‘Haviltex criterion’, established long ago by the Dutch Surpreme Court.

The wording on the sign for ‘whatever damage’ was ruled too general to apply by the Appeal Court which followed similar previous rulings. Of course a container terminal is not a children’s playground and everybody entering should be careful, but on the other hand one may expect a certain degree of care and diligence from the terminal operator and his employee’s. The warning should focus on specific risks of which a visitor like the barge should be aware for example, the spreader of a crane damaging the deckhouse of a barge.

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Furthermore the Appeal Court noted that the barge did not call at the terminal by accident, it had to pick up containers on the instruction of the sea carrier that had a stevedoring contract with the terminal. If a terminal operator wishes to exclude or limit his liability against such visitors, he should bring this to their attention in a more explicit way by having them sign a waiver for example.

This is however, not in line with an earlier decision from the Rotterdam District Court that found in favour of a terminal, by dismissing the terminals liability for damages to a truck as its driver was also a ‘regular’ at the terminal and had to pass a similar warning at the entrance gate of the terminal.

Quay Conditions

Nowadays, terminals use various ways of informing their ‘non contractual’ visitors of the specific risks of entering the terminal and their exclusion of liability if those risks materialise.

Recently I had to sit through a 5-minute movie at the gatehouse of a terminal that was a strange mix of promoting the many qualities of the terminal and urging visitors to strictly adhere to the traffic and safety

rules. Next I had to sign a statement, that I had seen and understood the movie and that I waived claims for a number of horrendous risks to which I would apparently be exposed to during my visit.

I was not allowed to drive from the gatehouse to the terminal office with my own car. The biggest risk was in fact the driver of the terminal mini-van who drove like a madman.

At the quayside some terminals use socalled quay conditions for ‘non contractual’ barges and feeders. In these conditions the same type of exclusions of liability are taken up as well as a reference to the applicability of standard terminal conditions. The issue however remains the same: the terminal will have to show that the barge or feeder accepted the quay conditions. So somebody still has to go up a slippery gangway for a signature. i. www.tenholternoordam.nl

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PORT DEVELOPMENT

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PORT DEVELOPMENT

PROFESSIONAL ENGINEERING

Westhofkade

EXTENSION RECENTLY THE WHARF AT THE

The construction of the new quay is calculated on a top load of 5 t/m2 with a reinforced section to a top load up to 15 t/m2.

WESTHOFKADE IN VLISSINGEN, THE NETHERLANDS, WAS EXTENDED BY 175M TO ACCOMMODATE TO THE INCREASE OF large offshore wind turbine components. The wharf – originally built for the storage and transfer of goods – will be used for offshore and heavy lift operations. Dutch company Eurotech Benelux – specialised in the design and manufacturing of advanced engineering products – provided all the necessary bollards and manufactured the steel quay wall accessories for the quay extension.

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he ports of Zeeland occupy one of the leading positions in the Netherlands when it comes to the storage and handling of cargo for the offshore industry. Commissioned by Zeeland Seaports, BAM Infra Regio Zuid Civiel has partnered up with BAM Infra Special Techniques to extend the existing wharf at the Westhofkade.

For mooring purposes, Eurotech Benelux supplied the necessary bollards for the extension project – consisting of 60 and 100t Tricorn Bollards as well as 30t Recessed Bollards. As a specialist in port equipment, Eurotech Benelux also manufactured the steel quay wall accessories, such as: rescue ladders, hand railings, sliding fender support frames and edge protectors, with a total volume of over 20t. The 56 cast steel tubular pile saddles that were delivered help to angle the superstructure in case of collision, which could result in the anchorage ceasing to function.

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Photo courtesy of Bow Terminal

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NEW BOOK DETAILS THE DEVELOPMENT OF THE GENERAL DRY CARGO SHIP

From Multifunctional to Specialism FRANK A. KOOL

€ 39.95 A perfect corporate gift for your customers as well as a valuable reference book, Yellow & Finch presents a new book studying cargo ship design through the containerisation revolution in the 20th Century.

Written in Dutch, the book’s title is ‘Van Multifunctioneel naar Specialisme – De ontwikkeling van het stukgoed vrachtschip in de twintigste eeuw’.

Author Frank A. Kool’s acute understanding of the dynamics of the global maritime transport process and irrepressible curiosity led to a full blown research project on the design and development of the cargo ship in the 20th century.

‘Van Multifunctioneel naar Specialisme – De ontwikkeling van het stukgoed vrachtschip in de twintigste eeuw’ is available for purchase from Yellow & Finch Publishers.

T +31 (0)118 473 398 | F +31 (0)118 461 150 | I www.ynfpublishers.com | E info@ynfpublishers.com

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PORT DEVELOPMENT

According to Wim Klok, Project Leader at BAM Infra, Eurotech Benelux played a big part in the smooth extension process by unburdening BAM Infra with its professional engineering and punctual delivery.

Inspection & Construction

After a period of preparations earlier this year, the quay has been dredged to a depth of 18m. The interlocks of the combined wall were inspected and the zinc anodes have been placed to protect the structure against corrosion. The 45m anchor piles – at angles of 70° to 45° – have been applied to anchor the wall of the elongated quay where large windmills will be placed.

The construction of the new quay is calculated on a top load of 5 t/m2 with a reinforced section to a top load up to 15 t/m2. This will accommodate vessels with a draft up to 10.5m.

Broad Coverage

Eurotech Benelux and the different divisions of BAM have already partnered in previous projects such as the second Maasvlakte, Wilhelminahaven Eemshaven, Zuid Willemsvaart Canal Locks and the new locks in the river Meuse near Ivoz Ramet (Belgium).

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Recently the company supplied 41 QPA500 Arch Fenders, in addition to all port equipment, for the completion of the quay shipyard in Cameroon. For this project Eurotech Benelux aimed to maximise efficiency in production and shipment costs and streamline the procurement and project management process for BAM. “We regularly supply bollards, steelwork and fenders to the Port of Rotterdam for projects such as the LNG Breakbulk Terminal, UWT Container Terminal and Dokhaven,” said Niels van Houtum, Sales Manager at Eurotech Benelux.

Mr Van Houtum stated Eurotech is expanding and involved in various projects all over the Netherlands: “Recently we delivered 60t Tricorn Bollards and QPF � 2,000 x 4,000 pneumatic fenders for the FMT-quay Quarleshaven for Zeeland Seaports. For the Port of Amsterdam we delivered 20 pieces of QME 400 V-fender systems and for another project at Groningen Seaports we manufactured 62 sets of QCN950 Cone fender systems.

Expanding Product Offerings Eurotech Benelux and its daughter company QuayQuip – a specialist fendering and marine products division – expanded their product offering over the years, with various steel fabrications, marine fenders, special casting and forgings and wind turbine foundations. Today, the company is specialised to work for the port & harbour industry, civil engineering, wind turbine construction, dredging and offshore industry and heavy engineering sectors.

i. www.eurotechbenelux.com

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PORT DEVELOPMENT

NEW TERMINAL FOR OFFSHORE WIND ENERGY

Monopiles at

MAASVLAKTE 2 SIF GROUP, VERBRUGGE INTERNATIONAL AND THE PORT OF ROTTERDAM AUTHORITY HAVE SIGNED AN AGREEMENT FOR THE CONSTRUCTION OF A production and storage/handling terminal in Rotterdam. Sif Group and Verbrugge are planning to set up a joint venture to bring the storage and logistics of the foundations, so-called monopiles, under one roof.

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t the terminal, which covers around 42ha, Sif Group – specialised in the production of monopiles for the offshore wind market in the North Sea – will produce steel foundations for offshore wind farms and the oil and gas industry. Verbrugge – one of the largest terminals/logistics companies in Vlissingen, Terneuzen and w w w. p o rt-i n d u s tr y. co m

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PORT DEVELOPMENT

Zeebrugge – will be in charge of logistics at the terminal, as well as the handling of seagoing vessels. This step towards Rotterdam, further expands Verburgge’s portfolio.

Renewable Ways

The Port Authority is extremely pleased with the new terminal, which is expected to go www. p o r t - i n d u s t r y.c om

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into operation in mid-2016. According to Allard Castelein, CEO at the Port of Rotterdam Authority, “By combining production as well as handling and storage services for heavy cargo, Rotterdam will gain a strong position in offshore wind energy with top players in their respective markets.”

It will contribute towards the transition to renewable ways of generating energy.

Sif Group and Verbrugge will put Rotterdam’s offshore cluster more firmly on the map as a location and supplier for the offshore wind industry. The operations will strengthen the existing offshore cluster by generating extra activities, such as the

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PORT DEVELOPMENT

Photo courtesy of Sif Group

supply of components, assembly and handling. For loading the components and steel foundations, crane capacity will be installed on shore for high tonnages. In addition to this, the new plant and the new terminal will create an estimated 200 jobs.

Substantial Growth

Until now, the port of Rotterdam has never played a directly visible role in the construction of offshore wind farms as there was no suitable land available on deep water, Maasvlakte 2 changes this. In the coming years, the Dutch government will be putting a lot of effort into expanding offshore wind farms.

The port of Rotterdam, with Sif Group and Verbrugge, will contribute directly towards achieving the goals set in the Energy Accord in the field of offshore wind to reduce the cost of energy. This market is rapidly developing in other European countries

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such as Great Britain, Germany, Belgium and France. This is expected to result in a substantial growth of offshore wind farms in the coming years.

Biobased Ambitions

The Port Authority will build a 400m deepsea quay for Sif Group and Verbrugge, with a depth of -16.50m NAP, with the possibility to deepen it further to approx.

-19m NAP. “This location on Maasvlakte 2 fits in perfectly with our profile for further expansion of Sif Group at a deepsea port.

The strategically good location means that we can provide our clients with optimum service and further strengthen our leading position in foundations for offshore wind and oil and gas in the North Sea,” says Jan Bruggenthijs, Sif Group CEO. The Sif Group/Verbrugge plant and terminal will occupy about half of the 80ha or so plot on Maasvlakte 2 to the north of the

FutureLand information centre. A biobased cluster is also planned for this site. However, the market for this is not developing so quickly that the whole site needs to be reserved. Furthermore, biochemical parties also seem willing to link up, where possible, with existing companies in the port, in the form of co-siting. The Port Authority’s biobased ambitions therefore remain unchanged. i. www.sif-group.com i. www.verbruggeinternational.com

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PORT DEVELOPMENT

The EFIP brings together more than 200 inland ports and port authorities in seventeen countries of the European Union, Switzerland and Ukraine.

Photo courtesy by Aerialmedia. Port of Liege.

Photo courtesy by Airdiasol Rothan.

ADDED VALUE FOR EUROPE’S TRANSPORT INFRASTRUCTURE

Major Port Investments THE EUROPEAN SEA PORTS ORGANISATION (ESPO) AND THE EUROPEAN FEDERATION OF INLAND PORTS (EFIP) CALLED on the European Commission and the European Investment Bank (EIB) to give priority to transport and especially port projects, when assessing investment projects.

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urope’s sea and inland ports have a prominent place in the newly developed TEN-T network – around 550 ports are part of the TEN-T network, more than 100 are recognised as core seaports, while almost 80 are core inland ports. Moreover, seaports are the entry and exit gates to the nine multimodal corridors. Many inland ports are strategic multimodal crossings in the hinterland network, linking inland waterways with all other modes of transport.

To fully play their role in Europe’s transport infrastructure plan, huge investments are needed for port infrastructure and infrastructure linking the ports with the corridors. Out of the 700 projects submitted

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under the last TEN-T call, 100 concern the port sector.

Addressing the Needs Based on the final reports of the nine corridors, there is already more than EUR 40 billion needed to realise the sea port infrastructure projects alone. It is clear that the remaining CEF envelope will not be able to address all the needs identified, certainly not now that the grant envelope has been reduced

by EUR 2.2 billion as a result of the transfer to the Juncker plan.

As for the Juncker plan, ESPO and EFIP are concerned that the European Fund for Strategic Investment (EFSI) may not take into consideration the important infrastructure investments

that the port sector needs. In fact, the EFSI will not follow the TEN-T priorities for funding of transport infrastructure and the prioritisation as defined in the Corridor approach.

For these reasons, ESPO and EFIP ask the Commission, the EIB and the Member States to consider ports as enablers of growth in all economic sectors, when implementing the Juncker plan.

Furthermore, they ask the Commission, Parliament and Council to consider an increase of the financial envelope reserved for the TEN-T when reviewing the Multiannual Financial Framework.

Infrastructure Factors Different factors explain the need for new and upgraded transport and port infrastructure: – International freight volumes are expected to grow fourfold by 2050; – The volumes in ports are more and more clustered as a consequence of the increasing size of vessels: this implies adaptations of port and hinterland infrastructure; – The conversion to alternative fuels obliging ports to invest in adequate infrastructure; – Ports are important crossings and suppliers of energy: the changing energy landscape will imply huge investments in and around ports; – New environmental obligations; – Finding adequate financing for transport infrastructure becomes more difficult in a context of national budget constraints.

i. www.inlandports.eu

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PORT INDUSTRY

OUTFITTERS PAGES Cassette System Handling

TTS Liftec will deliver a new revolutionary Liftec SafeRoll translifter to Euroports Finland Oy terminal in Rauma. The Liftec SafeRoll takes RoRo and StoRo cargo handling to tank tops and weather decks a step further. The system enables safe driving of substantially heavier cassette loads on ramps by utilising the tow tractor’s full pull and push capacity.

This also maximises the tow tractor axle lifetime since axel loads have been optimised for both pull and push operation. Liftec SafeRoll will be coupled with a Terberg RT283 terminal tractor. i. www.ttsliftec.com

Oil Spill Clearance A new robot has been introduced at the Port of Gothenburg. Its task is to deploy booms in the event of an oil spill. This new technology will result in speedier and safer oil spill clearance at the Port of Gothenburg.

In the event of a spill, a member of the staff at the Energy Port office presses a button on the wall activating a torpedo-like unmanned craft that travels around the dock towing a 400m-long boom. Made of plastic, the automatic boom is half a metre below water and 20cm above water. i. www.portofgothenburg.com

International Transport Park

Enlarging Cranes

Artist’s impression by DPI. Photo by Dick Sellenraad/Aeroview.

At the Maasvlakte Plaza, the Port of Rotterdam Authority is developing an international transport park with large-scale truck parking and modern facilities for both driver and truck.

The number of paid parking spaces for trucks in the port of Rotterdam will double to a total of 700. Maasvlakte Plaza will be a secure truck park with 359 parking spaces, over 80 of which will be able to accommodate trucks carrying dangerous goods (ADR). There will also be facilities for trailers, ECO-Combis (extra long vehicles), reefer containers and special shipments. The Port Authority expects Maasvlakte Plaza to open in 2017. i. www.portofrotterdam.com

Rail Mounted Gantry Cranes The Barcelona Container Terminal (TCB) has completed heightening its three Super Post- Panamax cranes. These cranes will service state-of-the-art ships with up to ten levels of dry-van containers on deck or nine levels of high-cube containers. TCB has increased the height of the three cranes by a total of 6m, from 41 to 47m, so it can handle ships calling at Barcelona with two more levels of containers on deck.

Furthermore, the heightening has meant an improvement in visibility and in the safety of the operations performed by the machinery. i. www.gruptcb.com

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Rail freight facilities at the Port of Felixstowe have expanded further with the commissioning of two new Rail Mounted Gantry cranes (RMGs) at the port’s North Rail Terminal. Volumes by rail are continuing to grow and are now over 20 percent higher than before the North Rail Terminal. The new cranes are manufactured by Liebherr and have been co-financed by the European Union Trans-European Transport Network (TEN-T) programme. i. www.portoffelixstowe.co.uk

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PORT INDUSTRY

OUTFITTERS PAGES Higher Efficiency & Accuracy VDL is developing a specific VDLowned navigation system which will improve the efficiency and accuracy of AGV operations. Thanks to strong cooperation with main European automotive research institutes, VDL will be able to enter the AGV market with the new V2x protocol (communication protocol between all vehicles) which emphasises an open architecture. Especially for greenfield terminals, the VDL AGV offers the best solution. Operating full electric AGVs require little infrastructural investment and there is no complex and inefficient battery exchange. Implementation is expected in 2016. i. www.vdlcontainersystemen.com

Reduce Costs & Cutting Emissions Hutchison Ports has launched a new web-based tool to allow road hauliers to reduce costs and cut emissions. Boxreload helps trucking companies of all sizes to combine loads with the aim of replacing two journeys by two trucks, each with an empty leg, by one return journey (backload) with a single truck; a boxreload. Andy Barker, General Manager of Boxreload, explains: “Boxreload allows better utilisation of equipment, trucks and drivers, reduces road miles, minimises the environmental impact of transport and can help cut congestion.” i. www.boxreload.com

Andy Barker, General Manager of Boxreload.

Tyre Pressure Monitoring System Continental Commercial Specialty Tires’ (CST) ContiPressureCheck is a tyre pressure monitoring system for specialty tyres. The innovative technology offers an affordable alternative for measuring tyre pressure, designed to upgrade the efficiency and simultaneously the safety of vehicle fleets in a harbour.

The ContiPressureCheck is quick, easy and cheap to install. Mounting inside the tyre guarantees greater data accuracy than comparable systems. The system is compatible with all tyre makes. i. www.continental-tyres.com

New-Generation Lift Trucks Terex Port Solutions’ new-generation lift truck family has gained four more members: the Terex Stackace E 58, E 68, E 69 and E 79 empty container handlers. Like the Terex Liftace 531 reach stacker, the new-generation machines combine the strengths of their respective predecessors with many innovations. They are cost-effective, serviceable and ergonomic. The easily manoeuvrable vehicles feature a compact construction and a maximum load capacity of 8 or 9t on spreader. With a wheelbase of 4,000 or 4,500mm, the Stackace empty container handlers achieve stacking heights of between 1-over-4 and 1-over-6 standard empty containers. i. www.terex.com

New Flora Container

Samskip and the VGB – the Dutch Association of wholesalers in Floricultural products – completed the first rail freight transports of plants by reefer container from the Netherlands to Sweden. The flora container has been developed by Unit45 to enable plant and flower transport by multimodal rail. Having an internal width of 2.50m and internal height of 2.78m, the unit loads 43 flower trolleys equalling conventional reefer trailer capacity. An integrated diesel generator supports active temperature control of the plants during the flora container’s rail transport from Duisburg to Sweden. The container is equipped with real-time tracking and temperature monitoring. i. www.samskipmultimodal.com

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YELLOW & FINCH PAGES AANDRIJF TECHNISCH BURO B.V. P.O. Box 3070 5902 RB Venlo – The Netherlands Parlevinkerweg 44 (Industry no. 5068) 5928 NV Venlo – The Netherlands T +31 (0)77 396 8781 F +31 (0)77 382 8733 E info@aandrijftechnischburo.nl I www.aandrijftechnischburo.nl Contact: Sraar van Rens Aandrijf Technisch Buro BV is a flexible partner for power transmission solutions. We combine our knowledge, skills and products to (sub)assemblies or complete solutions for complex power transmission challenges. Our customers are designing and building winches, tensioners, cranes, reels and other (deck) equipment used in extreme conditions.

We know what the Offshore Industry needs!

CENTAUREA OY PO Box 89, 60101, Seinäjoki Finland T +358 6 4212 400 F +358 6 4140 631 E info@centaurea.fi I www.centaurea.fi Contact: Tuomas Seilo Centaurea Oy provides portable, state-of-the-art lighting and power distribution solutions for demanding conditions, especially those including risk of hazardous explosion. Our product brand is universally known as CENTAURSLAM®. The main application of use is confined space entry (tank inspection and cleaning) in offshore production platforms, FPSO units and floating tankers.

CHEMETALL B.V. IJsselstraat 41 5347 KG Oss The Netherlands T +31 (0)412 681 888 E ampak@chemetall.com 6 2 | P I 2 0 1 5 | Vo l u m e 4 | Issue 3

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I www.chemetall.com Ampak cathodic protection is a product group within the surface treatment business unit of the Chemetall group, based in Oss, The Netherlands.

Ampak is specialized in the design, production and application of cathodic protection and anti-fouling systems.

Our systems are mainly supplied to the marine and offshore industry.

Ampak is a prime producer of zinc, aluminium and magnesium alloy anodes at its own foundry.

Ampak also manufactures impressed current and anti-fouling systems to customer specification and requirements.

We maintain strict quality control procedures, which has enabled us to maintain our distinct reputation as a leading and worldwide supplier of corrosion prevention systems.

AMPAK, your worldwide specialist in cathodic protection.

HYTORC NEDERLAND BV Platinawerf 8 6641 TL Beuningen The Netherlands T +31 (0)24 366 0660 F +31 (0)24 348 0090 E info@hytorc.nl I www.hytorc.nl Specialist in solving problems with industrial bolted connections. We make bolting processes safer, more accurate and faster.

– 24/7 service – Sale and rental of hydraulic and pneumatic torque wrenches – Zero-leakage – Project management – Training and education – Engineering – Measuring bolt load – Maintenance and calibration

air ventilators, hoisting equipment, cathodic protection, ultrasonic antifouling system (USAF), etc.

INNOVATIVE MANUFACTURING EUROPE BV. Dintelweg 98 3198 LB Europoort-Rotterdam The Netherlands T +31 (0)10 820 0377 F +31 (0)10 820 8018 E sales@innovative-europe.com I www.innovative-europe.com Contact: Mr Denny Flier Innovative is a Canadian manufacturer and international marketer of several protective tapes for the marine and industrial sector. In business since 1948, Innovative’s products are distributed in more than 36 countries worldwide, through either its head office in Canada or the newly opened Innovative Europe stock and distribution centre located in one of the world’s largest ports Rotterdam.

Innovative’s 5,300 m2 manufacturing plant is located in Delta, Canada, and is strategically linked to the Port of Vancouver and to Innovative’s Port of Rotterdam centre for fast export to worldwide locations.

NED MARINE SERVICES BV Tinstraat 109 2984 AN Ridderkerk The Netherlands T +31 (0)180 420 055 F +31 (0)180 499 810 E info@nedmarine.com I www.nedmarine.com www.usaf-nedmarine.com Ned Marine Services BV, worldwide leader in ship and offshore related inspections & products. With their main office in Ridderkerk, the Netherlands, and subsidiary offices in Belgium, Latvia and China has only one goal: Satisfy clients with high performance inspections and first class products.

Only when you are satisfied we are too.

Services: technical design, ultrasonic thickness measurements, hatchtightness testing, NDT examinations, pré-vetting inspections, etc.

Products: maritime equipment, dry-

NICOVERKEN MARINE SERVICES BV Algerastraat 20 3125 BS Schiedam The Netherlands T +31 (0)10 238 0999 F +31 (0)10 238 0988 E info@nicoverken.nl I www.nicoverken.nl Contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment.

In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems.

Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines.

We are capable of crankshaft grinding.

Our service is 24/7 worldwide!

PTR HOLLAND B.V. Dintelweg 107 3198 LB Rotterdam The Netherlands T +31 (0)10 714 4945 F +31 (0)181 262 813 E info@ptrholland.com I www.ptrholland.com Contact: Joris J. Stuip From the early days PTR’s core business has been the manufacture of a full range of rope ladders using wooden, metal-alloy and synthetic steps. Jacobs or Monkey ladders are produced, but the main production is the manufacture of PTR Pilot Ladders to the all-important MED certification.

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YELLOW & FINCH PAGES manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED approved ladders are shipped locally and by sea and air to users around the world, for other items please visit us at www.ptrholland.com

RHB STEVEDORING & WAREHOUSING Waalhaven N.Z. 4 3087 BL Rotterdam Port No. 2157 The Netherlands T +31 (0)10 429 9433 F +31 (0)10 429 0261 E office@rhb.nl I www.rhb.nl rhb stevedoring & warehousing is your independent partner for project cargoes, heavy lifts and assisting offshore vessels during mobilisation or demobilisation. Our private terminal with 730 metres quay length is equipped with own shore cranes up to 208 tons. Floating cranes up to 1,500 tons are available.

Next Issue TERNEUZEN PORT SERVICE Industrieweg 4, Portno. 1513 4538 AH Terneuzen P.O. Box 14 4530 AA Terneuzen The Netherlands T +31 (0)115 630 148 E info@terneuzenportservice.nl I www.terneuzenportservice.nl Your contact for ship maintenance and trouble shooting; • General ship repairs • ULD hatch cover test • Hatch cover repairs • Pressure testing of fuel tanks • Preservation of engine rooms • Anchor and chain connections • Aluminium and stainless steel welding • Dealer for Ivegor multi putty; www.puttyputty.nl • Technical support/ super int. assistance

Photo courtesy of Port Pictures.nl

Main Themes Hoisting & Lifting Forklifts Logistic Systems Focus on Germany

Deadlines Copy deadline Advertisement deadline

16 October 2015 6 November 2015

Subjects can be changed without prior notice.

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28-07-15 10:26

WORD ON THE SEA

Trade show extravaganza Take for example the field of port automation, With 2015 half on its way, I’ve already visited where increasingly innovative AGVs and control a fair share of trade shows this year. Since I’m a ‘people person’, visiting shows and meeting clients rooms are developed. The sustainable approach of the ports is also truly mind-blowing. For example, in person is one of my favourite things. It is of the most technologically advanced Dutch terminal, utmost importance for our magazines to visit the APM Terminal Rotterdam’s Maasvlakte 2, which fairs, to keep on top of the trends and in touch with the people that keep the industry going: you! will provide sustainable growth and facilities to receive the largest container In May, Port Industry carriers of 18,000TEU and shared a booth at the Dutch upwards. Another one of Port pavilion at Transport my show favourites was Logistic in Munich. The 15th the new sustainable and edition of this international effective Liebherr Maritime trade fair concluded with Cranes reach stacker. The growth in both exhibitors The networking opportunities new LRS 545 model is based and visitors. One week later, on the latest technology to we travelled to Belgium to definitely made the trip maximise driver’s comfort, visit BreakBulk Europe 2015. worthwhile. performance and ecoThe show celebrated its first friendliness. decade in Antwerp with an With all of the novelties showcased at trade additional exhibition hall dedicated to breakbulk fairs year after year, I can honestly say the port and project cargo. I visited major project cargo industry keeps on surprising me. With another players active in the European ports. I must say 5 months to go this year and some interesting that the networking opportunities at both fairs upcoming trade shows, I’m looking forward to definitely made the trip worthwhile. what the future will bring. Hope to see and speak I went to Rotterdam in June to see one of to you there! the major port equipment shows, TOC Europe.

Marking its 40th edition this year, the show featured over 160 companies from around the world. I noticed that as the exhibition is a global showcase for the latest in port operations, Rob van Akkeren equipment and technology solutions, some fundamental changes are going on in the industry. rob@ynfpublishers.com 6 4 | P I 2 0 1 5 | Vo l u m e 4 | Issue 3

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It’s in our character

PEOPLE AND GLOBAL EXPERTISE

The port is our life. Hands-on mentality, hard work and accessible people, that’s our character. Anyone who gets to know Zeeland Seaports becomes acquainted with professionals who are proud of their ports. We understand that your interests are also our interests. Clients come first. Always. We know what’s important to your company. That’s all in our character, and one of our many strengths: location on open sea draft of 16.5 metres

These are the corner stones of Jan De Nul Group’s success. Thanks to its skilled employees and the world’s most modern fleet, Jan De Nul Group is a leading expert in dredging and marine construction activities, as well as in specialized services for the offshore industry of oil, gas and renewable energy.These core marine activities are further enhanced by Jan De Nul Group’s in-house civil and environmental capabilities offering clients a complete package solution.

congestion-free connections with the hinterland no nine-to-five mentality accessible ports and people dedicated terminals for a broad range of cargo you can reach us 24/7 at +31 115 647400

Our professional and innovative solutions are trusted across the industry.

Whether it concerns the construction of the new locks in the Panama Canal or a new port complex in Western Australia, together with our customers, we build for further economic development.

ports of vlissingen and terneuzen www.zeelandseaports.com

driven by dedication

www.jandenul.com

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PI 2015 | VOLUME 4 | ISSUE 3

Port PI VOL. 4 ISSUE 3 | 2015

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Smart Port Connection Logistics chains of dutch ports

monopiles at maasvlakte 2 new terminal for offshore wind energy

High-Tech Terminals testing ground or criminal target