Port Industry Vol.3 No.1 by Yellow & Finch Publishers

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PI 2014 | VOLUME 3 | ISSUE 1 P O R T S E R V I C E S PORT-INDUSTRY.COM

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Port Por PI VOL. 3 ISSUE 1 | 2014

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Winning in Wind EUROPE’S OFFSHORE LOGISTICS

FRANCE’S TIME FOR CHANGE Unleashing Potential at Last

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We We are are committed committed to to reducing reducing your your loss loss burden burden while while safeguarding safeguarding your your reputation. reputation.

It’s in our character

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

The art of surveying: The art of surveying: turning turning commitment commitment into into action action

many strengths: location on open sea draft of 16.5 metres 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

When dealing with maritime risks, there is more at stake than financial loss alone. When dealinglashing/securing with maritime risks, there is more atloss stake than financial lossof alone. Risk analysis, heavy cargoes and prevention are part Riskservices analysis,we lashing/securing heavy cargoes andof loss prevention part ofthe the offer to mitigate risk. Yet in cases actual loss andare disputes, the services we offer togoes mitigate risk. the Yet determination in cases of actual losscause and disputes, theof the surveyor’s involvement beyond of the and extent surveyor’s goes beyond the determination ofon the cause and extent of the loss as the involvement carrier’s reputation and interests may depend the surveyor’s expertise. loss as the carrier’s reputation and interests may depend on the surveyor’s expertise.

rotterdam@ameydemarine.nl

Van Ameyde Marine is an independent maritime survey company, dedicating its Van Ameyde Marine an independent maritime survey company, its global services to P&IisClubs and carriers. Our surveyors inspect all dedicating kinds of cargo global to P&I and carriers. Our surveyors inspect allprovide kinds ofacargo and diffservices erent types of Clubs vessels, manage complex cargo claims and wide and diff types ofservices. vessels, manage complex cargo andbunker provide a wide range oferent consultancy In addition, we deal withclaims oil spills, disputes range of consultancy services. addition, we oil spills, bunker disputes and liability claims. For detailedIninformation ondeal ourwith service offering and the and liability For detailed information on our service offering and the expertise of claims. our surveyors, please visit www.ameydemarine.com. expertise of our surveyors, please visit www.ameydemarine.com.

T +31 20 619 50 68 vlissingen@ameydemarine.nl

rotterdam@ameydemarine.nl T +31 10 410 44 00 T +31 10 410 44 00 maasvlakte@ameydemarine.nl maasvlakte@ameydemarine.nl T +31 181 36 26 48 T +31 181 36 26 48 amsterdam@ameydemarine.nl amsterdam@ameydemarine.nl T +31 20 619 50 68 vlissingen@ameydemarine.nl T +31 118 41 10 10 T +31 118 41 10 10

ports of vlissingen and terneuzen

driven by dedication

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Editor’s note

Fresh Perspectives

DENNIS VINKOERT | EXECUTIVE EDITOR DENNIS@YNFPUBLISHERS.COM

WELCOME TO THE FIRST EDITION OF 2014! YOU WILL NO DOUBT HAVE ALREADY NOTICED THAT WE START THE NEW YEAR WITH A SLIGHTLY altered title: Port Industry. After careful consideration we decided that this is a stronger reflection of the magazine’s focus and a better fit with what you, our much-appreciated readers, are looking for. It’s not just the name that’s been adapted, however and we also start 2014 with an expanded, strengthened team at Yellow & Finch, after several new personnel appointments over the last year. In July our editorial team was enhanced by the appointment of Anoeshka Maaskant. Anoeshka joined us straight after graduating from the Hogeschool Rotterdam, with a degree in Communications. As well as providing content for all our publications, Anoeshka is specialised in Internet news coverage, something that we will be focusing on increasingly in the future. Charles van den Oosterkamp was appointed as CEO of Yellow & Finch in August. He brings with him a wealth of knowledge garnered from years of management experience in the publishing industry. Shortly after this, in September, the editorial team was further strengthened with the appointment of native English speaker, Tom Scott. Tom, who originally hails from the UK, has an extensive background in marine research, positioning him perfectly to gather the finer details of a story. Then, just as the year was coming to a close in December, we were happy to welcome Ben Littler to the editorial team. Ben, also a native of the UK, has worked in a number of roles producing maritime editorial content, for news publications as well as shipping companies. Last, but not least, John Gauldie has taken on new responsibilities as Managing Editor of this enhanced editorial team, spearheading our publishing house into a new and prosperous year with fresh perspectives. I am confident that we have the right people on board enabling us to go forward with an even clearer focus than previously. With the individual skills each team member brings with them I feel certain we will be bringing you the very best coverage of what is happening in the port sector and am looking forward immensely to doing so.

DENNIS VINKOERT

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Your partner for specialised on- and offshore equipment! CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

DENNIS VINKOERT Publisher & Executive Editor

charles@ynfpublishers.com

dennis@ynfpublishers.com

NATHALIE VINKOERT Chief Financial Officer

MARCO GEELS Chief Commercial Officer

nathalie@ynfpublishers.com

marco@ynfpublishers.com

EDITORIAL

ADVERTISING

JOHN GAULDIE Managing Editor

ROB VAN AKKEREN Business Development Manager

john@ynfpublishers.com

BEN LITTLER Editor ben@ynfpublishers.com

TOM SCOTT Editor

rob@ynfpublishers.com

HERMAN BARKMEIJER Business Development Manager herman@ynfpublishers.com

tom@ynfpublishers.com

ANOESHKA MAASKANT Junior Editor anoeshka@ynfpublishers.com

VINCENT VINKOERT Business Development Manager vincent@ynfpublishers.com

DESIGN NATHALIE PUTMAN Art Director nathaliep@ynfpublishers.com

ROSANNA STATTERS Commercial Assistant rosanna@ynfpublishers.com

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contents Port Industry ISSUE 1

SPECIAL

OFFSHORE WIND LOGISTICS

2014

22 Spoilt for Choice – Offshore Wind Ports 28 Project Partners – Heavy Lift Click

32 Zeeland Seaports – Service Hub for Offshore Wind

CONTAINER TERMINALS

8 Order Gives a Lift – Kalmar Cranes at Maasvlakte 2 44 Facing Fierce Competitors – Zeebrugge’s Trump Card PORT SERVICES

12 Time for Change – French Ports’ New Stimulus

18 Thames Tugs & Trains – London’s New Opportunities 37 Polarised Protection – Underwater Aluminium Anodes 40 Pneumatic Fenders – British Port Selects Flexible Solution 50 The Green Gantry – PEMA Reveals Advanced Concepts 54 Don’t Forget Diesel – Innovations Reduce Footprint BULK HANDLING

56 Right on Track – Rail Investments Pay Off EVENTS

46 Entrepreneur Awarded – Rotterdam Port Personality REGULARS

1 Editor’s Note 4 News in Brief 61 Outfitters Page

62 Yellow & Finch Pages 64 Word on the Sea

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8 On the Cover This issue’s offshore wind logistics special looks at what is required of ports participating in the sector (read more on pg 22). The partnership between VerbruggeSarens demonstrates the type of cooperation taking place as port-based businesses develop their offering to this dynamic industry (read about the partnership on pg 28). The presence of such companies, coupled with a prime location, stand Zeeland Seaports in good stead to serve offshore wind projects all along the North Sea – we profile their activities on pg 32. P I 2014 | Vo l u me 3 | I s s u e 1 | 3

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PORT INDUSTRY

NEWS IN BRIEF FEATURE

Photo courtesy of 191HHM/Lindner

PORTlog with New Functionalities Port of Hamburg continued to develop the PORTlog logistics platform in order to fine-tune it to the needs of international users. With the addition of new service sectors, company profiles and filtering functions, PORTlog has now become even more customer-friendly. Beata Pawłowska, Branch Director of PS Trade Trans GmbH in Gdynia uses PORTlog to find optimal transport and logistics solutions for her

business: “The multilingual search engine is an excellent solution, especially for smaller customers wanting to establish new business relationships in Hamburg. The filtering functions make searching very simple and easy to understand, as is the facility for making direct contact with the providers via the enquiry form.”

President of Ghana in Takoradi Port His Excellency John Mahama, president of Ghana, visited the Jan De Nul Group worksite for the official sod-cutting of the Takoradi Port Expansion Project. This project will take 3 years to execute and foresees the construction of 1.1km of additional breakwater, the port deepening up to -14/-16m and the construction of a 300m long and 16m deep bulk quay wall. Since the signing of the contract at the end of 2012, Jan De Nul Group has successfully completed the design of the entire project, has mobilised more than 50 pieces of heavy equipment and has started up the quarry activities in order to produce the 2.5 million tons of rock required for the project. At the end of 2014, the Cutter Suction Dredger Leonardo da Vinci is expected in Takoradi to start the dredging works.

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PORT INDUSTRY

CONTINENTAL COMMERCIAL SPECIALTY TIRES PRESENTED THEIR NEW SOLID TYRES FOR FORKLIFT TRUCKS, THE CONTINENTAL CS20. THE TYRES ARE BUILT TO SIGNIFICANTLY SAVE ON ENERGY AND FEATURE A CLOSED SHOULDER DESIGN, WHICH MINIMISES VIBRATIONS AND THUS MAXIMISES RUNNING SMOOTHNESS. FIND OUT MORE IN OUTFITTERS STARTING ON PG 61.

RoRo Ramp for Tenerife

Mammoet Wins Latin American Trade Award

Zamakona Yards carried out the load testing and delivery of the movable ramp for the RoRo dock built for the Container Terminal of Tenerife. The innovative elevating structure is the only one of its kind in the Canary Islands, permitting a more versatile use of the pier since it will only be employed when vessels with rolling stock arrive, permitting the use of the dock for conventional vessels at other times. The structure consist of an elevating ramp, 25m wide by 20m long, for vessels docking at this point in Tenerife. The ramp, which weighs 170t, is designed to support rolling cargoes of 54t and static cargoes of 30t. The ramp is equipped with an ultimate generation electrical system which permits it to be raised to a vertical position when not being used, leaving the dock free to accommodate conventional vessels.

Mammoet won the Latin American Trade Award for its business activities in Latin America. The award is granted every 2 years by the Netherlands Council for Trade Promotion to a company that contributes to Dutch – Latin American economic relations. Mammoet has been active in Latin America for nearly three decades now, Mammoet Latin America stimulates and reinforces the local economy by employing and educating local people, both at their offices and at projects in remote areas like Punta Arenas, Chile. Christiaan Lavooij, Managing Director, explains: “Industrial development is an important growth catalyst. Mammoet’s activities are focused on contributing to industrial productivity. We firmly believe that working with local people is not only to our own benefit, but it also contributes to local development.”

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April

May

June

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PORT INDUSTRY

NEWS IN BRIEF Editorial Team Strengthened

Mobile Harbour Crane as Most Important Connecting Link Between France and England in the English Channel are the Channel Islands, the third largest of which is Alderney. The Braye harbour is the only maritime connection to the mainland. A new Sennebogen 680 has been at work there since mid-2013. As the only harbour crane, it ensures the supply of goods for the island populace. The local harbour is a significant hub of the insular state, and for good reason. All goods, from machines, construction material, to groceries and fuels, to everyday necessities, reach the inhabitants and companies exclusively via water freight. More than 95 percent of the annual flow of goods passes through the serene Braye Harbour. The 680 HMC, specially designed for demanding harbour deployment, convinces through maximum mobility and flexibility and, thanks to high working loads and two 16t winches, it replaces the previous crawler crane to the complete satisfaction of its owners.

Yellow & Finch Publishers’ newest editor is Ben Littler, he is an English native speaker, originally from the UK. His work has always had a strong focus on international trade and the written word. Since leaving Britain to live in the Netherlands he has worked in a number of editorial and journalistic roles for companies producing English language content. Prior to his appointment at Yellow & Finch Publishers he worked, firstly on a daily online news publication, where he was responsible for covering logistics news. Subsequent to this he moved on to a position as Media Advisor for a maritime heavy lift shipping and installation company based in the Port of Rotterdam.

Liebherr Boosts Cargo Handling Liebherr’s modern training solution in the Middle East is based on original software and hardware allowing for cost-effective and highly immersive crane operator training. Saqr Port has opted for the classroom solution which can be easily integrated into existing training centres. A major benefit of simulator training is the ability to simulate harsh environmental conditions when required. The resulting increase in operator skills allows for safe and productive crane operation in the real world and naturally boosts productivity. Additionally, recent orders for Liebherr Mobile Harbour Cranes from the Middle East include two LHMs and the first LiSIM LHM 550 unit, also one Liebherr Reachstacker has been delivered to the region. “We had a very good year,” says Gordon Clark, Divisional Manager in Dubai. “We sold new units to the UAE, Iraq and other countries in the Middle East, and not just LHMs.”

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PORT INDUSTRY

NEWS IN BRIEF Siwertell Order for Black Sea Grain Terminal Three new Siwertell loaders will provide high capacity grain loading at the major Ukrainian port of Illichevsk with minimal environmental impact and exemplary levels of efficiency and safety. Cargotec has secured an important order to deliver three stationary Siwertell SBL 1600 loaders for installation at a grain terminal in the Ukrainian port of Illichevsk. The belt-type loaders, which are designed to handle vessels of up to 100,000dwt, each have a grain loading capacity of 2,000t/h. It will be possible to use two loaders simultaneously to provide efficient, environmentally friendly grain loading services. Ola Jeppsson, Siwertell Sales Manager at Cargotec, says this is an important breakthrough into the Ukrainian grain market for Cargotec. “The Black Sea region in general and Ukraine in particular is a hub for grain export and it has many new bulk export facilities at the planning stage. The Illichevsk terminal is the first grain terminal in the region using Siwertell equipment. This order will improve our chances of winning further contracts.”

Helm Signs Agreement with PD Ports Helm Fertiliser Great Britain signed a 10-year agreement with PD Ports to operate a blending and bagging facility for its fertiliser imports at the Port of Howden. The Port of Howden, which is owned and operated by PD Ports, will also provide the stevedore service for this new agreement with the first vessel call expected in early 2014. Once received, the fertiliser, which is being imported from Europe and North Africa will be stored at the port before being blended and bagged ready for onward distribution. The arrival of Helm at the port will see an initial investment of over GBP 500,000 spent refurbishing one of PD Ports’ existing on-site warehouses, covering some 20,726m2. With anticipated volumes of over 50,000t per annum, the Port of Howden will become the central UK hub for Helm who has previously used multiple ports of entry to import fertiliser.

Telestack Wins Award in Maritime Bulk Industry Telestack has been announced as the winner of an International Bulk Journal (IBJ) 2013 Award, winning the Innovative Technology category. The IBJ Awards salute achievements in the maritime bulk industry and are open to companies right across the globe. This is the second time they have won an IBJ Award since their launch in 2010, having won the Best Ship Loading/ Unloading System category in 2010 for the innovative mobile grain loading system. Drawing on their extensive knowledge and experience, they designed an innovative mobile shiploading system that offers a loading process to comply with ISO:3082 2009 Iron Ore Sampling Standards. The

system consists of a track mobile hopper feeder with Auto sampling unit, feeding into an all travel shiploader. The hopper feeder can receive up to 2,000tph of iron ore from CAT 988 wheel loaders and then transfer this material directly to the shiploader; which is capable of loading vessels with a freeboard height of up to 16m and a beam of 43m.

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CONTAINER TE RMINALS

APM TERMINALS MAASVLAKTE 2

Order Gives Kalmar Cranes a Lift WORDS BY BEN LITTLER

BACK IN JUNE 2012 APM TERMINALS, PART OF THE A.P. MOLLER-MAERSK GROUP, ORDERED EIGHT SUPER QUAY CRANES (SQCS) AND TWO QUAY CRANES (QCS). THE CRANES, DELIVERED by Kalmar, part of Cargotec, will be used at APM’s terminal at the new Maasvlakte 2 section of the Port of Rotterdam, with the future growth of containerised shipping in mind. The Maasvlakte 2 development is anticipated to increase the Port’s container handling capacity 100 percent to 34 million TEUs by 2033. The engineering work for the ten cranes has been carried out in Rotterdam, whilst production has taken place in Nantong, China. The order for the cranes is one of the largest port equipment commissions Kalmar has received in recent years. Kalmar commissioned the Iv-Groep’s Iv-Consult to produce a large part of the workshop drawings for the SQCs. APM Terminals and Kalmar decided not to publish the value of the order.

Lifting for the Future

The QCs, which will have an outreach of 36m, will be employed for the loading and unloading of container transporting barges, whilst the ship-toshore SQCs will be used for the loading and unloading of container vessels. With the future in mind Kalmar has equipped the cranes with the capacity to deal with vessels of all sizes, up to and including Post Panamax ships, such as Maersk’s Triple-E class.

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CONTAINER TERMINALS

The first cranes were delivered to the Maasvlakte 2 site in December 2013 where construction continues in anticipation of the terminal becoming operational later this year.

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CONTAINER TE RMINALS

The APM terminal at Maasvlakte 2 showing the SQC’s during installation.

No Ordinary Crane

Kalmar is also outfitting the cranes with a number of unique and non-conventional features in order to fulfill APM Terminals’ requirements. To begin with the framework

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design breaks with convention, the girder and boom being presented in a box, as opposed to a lattice frame. The SQCs, at around 150m long, will have an outreach covering 25 containers and will be able to handle 2x20 foot containers or 2x40 foot containers, using twin or tandem lifts. Twin lifting will be carried out with Bromma spreaders. The cranes will reach a height of approximately 140m with the boom up. Unusually the cranes’ design incorporates two trolleys, one to move containers from the vessel to the lashing platform or vice versa and the second to oversee movement between the lashing platform and automated guided vehicles, which transport containers along a predetermined route, leaving them in position for further handling.

Semi-Automated Control

The terminal itself is intended to operate in a virtually automatic manner and it was necessary that the cranes’ design complied

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CONTAINER TERMINALS

with this requirement. This has led to the incorporation of an industry first design element. Instead of being controlled from a driver’s cabin the cranes will be operated via remote control. This semi-automated design ensures maximum efficiency, productivity and, crucially, safety.

Unique Design Considerations

The scale of some of the vessels the cranes will be working with necessitated the lifting frame being capable of tilting slightly over the horizontal axes in order to handle containers from trimmed ships with a slight list. This is achieved by adjusting the lifting wires at the head of the boom. A special system was implemented for the movement of the wires. Located in the head of the boom, the system reduces exposure of the mechanical equipment to the elements and enables easier access for maintenance needs. Due to the fact that the quay on which the cranes will be located had already been designed and constructed, there was the additional requirement to pay close attention to determining the correct stresses. Regular calculations had to be made during design in order to create detailed Finite Element Models, ensuring that the final product was not too heavy for the end location.

All Hands on Deck

A further consideration was a relatively tight timeframe of 18 months for the project delivery. In order for this to be met an ‘all hands on deck’ approach was taken; a large contingent of staff directing their attention to the project in order to give it a good head start. Design, engineering and drawing phases were also carried out in parallel to each other to speed up the process. Tekla construction software was employed to create the drawings, which also helped in speeding up the preparation and production stages, with the result that pressure on the design and engineering schedules was eased. Kalmar has remained in close communication with APM Terminals throughout the project, coordinating the schedule as work progresses. The cranes are to be delivered between December 2013 and December 2014 and the first part of the terminal is expected to be operational by November 2014. i. www.cargotec.com i. www.iv-groep.nl

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PORT SERVICES

NEW STIMULUS FOR FRENCH PORTS

France’s Time for Change SYMPOSIA AND DEBATES DEALING WITH SHIPPING AND MARITIME ECONOMICS COMMONLY EMPHASISE THAT FRANCE HAS YET TO EFFECTIVELY CAPITALISE ON ITS GEOGRAPHICAL ADVANTAGE WITHIN EUROPE, SAYS FRANÇOIS D’ORNANT from port and maritime consulting firm Altido. For Port Industry, he outlines how three high-potential secondary French ports – that is those that handle between 1 and 10 million tons per annum – are bringing about change.

Region Bretagne Authority

Region Normands Associés

Cherbourg in the English Channel is scheduled for a long-term development programme.

Cherbourg Dieppe Caen

Brest

St-Malo

FRANCE

Lorient Les Sables d’Olonne

La Rochelle Region Department Mixed syndicate State public ins tu on France’s secondary port authorities & 2012 annual traffic Volumes handled per year (tons) Ajaccio 1.1 milion Bastia 2.2 milion Bayonne 3.3 milion Bordeaux 8.2 milion Brest 3 milion Caen 3.2 milion Cherbourg 1.7 milion Dieppe 1.8 milion La Rochelle 8.3 milion Les Sables d’Olonne 1 milion Lorient 2.5 milion Port-la-Nouvelle 1.9 milion Sète 3.5 milion St-Malo 1.5 milion Toulon 1.3 milion

Port-LaNouvelle is poised to make the most of its Mediterranean location.

Bordeaux

Bayonne Sète

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Region Corse Authority

Bastia

Port-La-Nouvelle CORSE Region Languedoc Roussillon Authority

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Toulon

Ajaccio

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PORT SERVICES

La Rochelle is looking to develop its potential as a deep-water port on the Atlantic.

espite direct access to four seas, French ports have not reflected the growth of other European ports in the two last decades – a period that has seen a doubling of global tonnage through the seaway. Large sea ports such as Dunkerque, Le Havre, Nantes or Marseille are well known, but what about France’s secondary ports? Indeed in most cases, those operating these ports have recognised that the time for change is now. This article focuses on a selection of secondary ports that show the potential for development, from south to the north – Port-La-Nouvelle on the Mediterranean, La Rochelle in the middle of the French Atlantic coast, and Cherbourg, a few miles from the main European maritime corridor.

New Regional Administration

for boosting growth and development, as part of a nationwide, regional administrative push to improve transport logistics generally. Amongst the regions showing a keenness to develop secondary port infrastructure are Languedoc-Roussillon (Ports Sud de France), Basse-Normandie (Ports Normands Associés), Nord-Pas de Calais ports and Brittany (Les Ports Bretons). Languedoc-Roussillon is a particularly strong example – the Regional Administration having invested considerably in multiple port development Altido’s François d’Ornant says projects. In December the Region played regional port management has driven progress. host to the 9th Economy of the Sea Congress. In Montpellier and Sète, decision-makers of the international maritime industry met to discuss topical matters affecting the French maritime sector.

With the exception of the major commercial seaports, the so-called Grands Ports Maritimes, and the overseas ports, which are state-owned bodies, all other commercial seaports have been under regional or departmental local administration since 2007. Moving the ports under the authority of the Regions has generally provided an impetus

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Long-Term Investment for Mediterranean Role

The Languedoc-Roussillon Region made the decision to invest in Ports Sud de France infrastructure back in 2011 and to concentrate its efforts in the decade up to 2020. To take advantage of the region’s proximity to the Mediterranean

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Port-LaNouvelle has benefitted from considerable regional investment.

Bird’s-eye view detailing development plans at PortLa-Nouvelle.

a EUR 530 million budget was distributed, EUR 300 million to Sète, EUR 200 million to Port-La-Nouvelle and EUR 30 millon to Port Vendres. The project’s future has recently been confirmed by the new Chairman of the Regional Council, Mr Christian Bourquin, who decided to boost the ‘port momentum’ of his predecessor Georges Frêche, after a period of public consultation. Located between Marseille and Barcelona, Port-La-Nouvelle

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Photo courtesy of Vincent Laisney

is ideally situated to facilitate trade between Europe and the Mediterranean area, as well as Asia and Latin America. The aim of investment in the port is to enable a greater volume of traffic in the long-term. Unlike Sète, which already has the infrastructure in place to host increased traffic, it is anticipated that the developments taking place at Port-La-Nouvelle presently will come into operation between 2017 and 2020. The developments include the creation of an additional three terminals for liquid, bulk and break-bulk and between nine and twelve additional berths up to 14.5m draught for vessels up to 70,000dwt. Land allocated for the project includes 80ha suitable for industrial development and served by a pre-existing rail link. Within a 50km radius of the port there is an additional 600ha of land available for development. The markets Port-La-Nouvelle is likely to be able to capitalise on in the future include petroleum products, liquids, dry bulk

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PORT SERVICES

Photo courtesy of Vincent Laisney

and general cargo. An increase in cereal exportation is also anticipated. “The new deepsea port will offer shippers and receivers new logistics opportunities in the South of France and Europe. The port authorities will be also glad to welcome new European port operators to manage the future terminals. French ports do not offer too many possibilities to international stevedoring companies involved in liquid, bulk and break-bulk traffics, particularly those located in North Europe and willing to develop new activities in the West Mediterranean. Our future port will,” said Laurent Mouillie, Commercial Director of the port.

Impressive Growth

Port La Rochelle competes with Ports Bretons, with regards to volumes handled and Atlantic location. The port has shown impressive growth over the past few years, rising rapidly from 7 million tons in 2005, to almost 10 million tons in 2013. La Rochelle currently handles import of forest products and paper pulp. Additionally it is France’s largest secondary port for the export of cereals. Development aims to increase activity in the current areas of operations, agriculture, liquids and industrial cargo. There is a particular focus on improving rail connections to facilitate improved logistics.

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One example of development at La Rochelle relates not to an increased volume of cargo handled, but to the offering of repair and refit services to the yachting sector. Via a combination of existing infrastructure at the port’s Shipping and Repair Centre and new equipment acquired as a result of recent development projects, the port has, over the last 5 years, considerably increased its activities in this area. Currently La Rochelle is seeking proposals from companies seeking to operate a business at the port to further build on this.

Logistics & Renewables Hub

Developments at Cherbourg are aided by the port’s unique location on the English Channel. Indeed there is only a 12nm detour – about 1 hour – for a vessel to make a call in Cherbourg direct from the English Channel shipping lane. Cherbourg already has the benefit of some excellent infrastructure, including the largest artificial roadstead in Europe with high potential for ship-to-ship transfer. The port is accessible 24/7, in all weather, for ships up to 80,000dwt, including Panamax vessels. The port’s administrators, Ports Normands Associés, are focusing on Cherbourg’s clear attractions in terms of both land and sea connectivity, to help develop a bulk transshipment port that will also play a central role in the marine renewable energy sector. On the west of the harbour

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Duikbedrijf

COW

Korte Dreef 9, 4131 PM Vianen, The Netherlands Tel. +31 (0)34 732 6003, Fax +31 (0)34 732 6013 www.duikwerken.com

COW BV, located in Vianen, the Netherlands, is a diving company that is well

acquainted with all aspects of underwater civil engineering. COW specialises, amongst other areas, in locks and dams, pumping stations, wet excavations and artwork. Wharf maintenance and renovation and various NDT inspections are also common activities. For ship based emergencies COW is available 24 hours a day, 7 days a week throughout the year.

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KOTUG is a leading towage operator offering its innovative 24/7 services to ports and terminals on a global scale. With a sophisticated, powerful fleet, its dedicated staff and well trained crew KOTUG safely assists a vast range of vessels from and to their berthing place at some of the busiest ports in the world. KOTUG is committed to the highest industry standards of health, safety, environment and quality.

IN SAFE HANDS WWW.KOTUG.COM ■ HARBOUR TOWAGE ■ TERMINAL TOWAGE ■ OFFSHORE & SPECIAL SERVICES ■ CHARTERING ■ MARITIME EXCELLENCE

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Investment at Cherbourg aims to take advantage of the port’s unique location.

Map showing area to be developed. Photo courtesy of Vincent Laisney

are facilities for ferries, cruise ships and yachts, whilst to the east is the area that is to be developed in this promising venture. After expansion of the Quai de Flamands the next step in the project’s undertaking will be the expansion of the port 39ha to the north and east. Capacity will be increased via the further deepening of the access channels and the site is served by a pre-existing railway connection. In December the PNA issued a call for proposals with a view to selecting a consortium to occupy the site for the purpose of manufacturing marine renewable energy turbine components. Cherbourg promises to play a large role in the marine renewable sector, being located in close proximity to the Raz Blanchard/Alderney Race, which accounts for 50 percent of France’s potential offshore marine turbines. The port’s relationship with renewable energy is also likely to be increased through activity with offshore wind projects, as Cherbourg’s location is ideal for many of the Round 3 projects set to take place in UK waters, as well as future French projects. Other new proposed initiatives include the commencing of a low cost ferry service to Dublin.

Taking Full Advantage

The allocating of secondary port administration to the regional authorities in France has clearly stimulated strategy effort in the sector. This is characterised by fresh perspectives aimed at ensuring the country is able to take full advantage of its geographical location with access to multiple seas. It is only logical that projects like this are getting underway, not only to enable France to follow the patterns established by some of its nearest neighbours in terms of increased maritime traffic, but because of the export opportunities

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presented by the domestic production to population over land-mass ratio. In turn, the innovative approaches being put forward are receiving further encouragement by the emergence into the workplace of a new generation of recently educated maritime professionals, with up-to-the-minute understanding of the sector and its technology, promising ongoing development in the years to come. i. www.altido.fr

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The RT Champion stands out at London Gateway’s opening ceremony.

Photo courtesy of Kotug

LONDON GATEWAY’S NEW OPPORTUNITIES

Thames Tugs & Trains AFTER MORE THAN A DECADE OF PLANNING AND CONSTRUCTION ACROSS ALMOST 8KM2 OF development, DP World London Gateway is now open, offering new markets and opportunities for port services and logistics providers. Editor Tom Scott takes a look at two standout service providers; Kotug and DB Schenker. WORDS BY TOM SCOTT

Located just 40km from Central London, London Gateway is located closer to the nation’s capital than other ports capable of handling the world’s biggest ships. Its proximity to the major population centres of Birmingham and Manchester is also significant in reducing onward transport costs. In addition, the port provides 21st century infrastructure for shipping lines that are deploying bigger ships. The London Gateway project signifies a breakthrough in the UK market for Belgian contractor, DEME who mobilised ships from all segments of its fleet to carry out the reclamation works in collaboration with Laing O’Rourke.

Photo courtesy of The Loadstar

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The new rail terminal can handle the longest intermodal trains in the UK.

Photo courtesy of The Loadstar

A DB Schenker locomotive prepares to depart London Gateway’s rail terminal.

tanker vessel, Sten Idun, at the end of October. Supported by Kotugs’s local management, these powerful 80t bollard pull tugs will assist clients at the river´s oil and gas terminals and all cargo river berths in addition to the London Gateway. During the port’s inaugural festivities in November last year, a pair of Kotug’s tugs teamed up to perform an impressive tandem FiFi display. The principal advantage of the Rotor tugs is their excellent manoeuvrability, provided by their three azimuth propulsion units. This often makes it the safest way to tow in confined areas and especially in challenging tidal and weather conditions. Due to the configuration of the three azimuth propulsion units, the bollard pull of these tugs is maintained close to the maximum, irrespective of the direction in which the tug is operating. In many cases, fewer tugs are needed per ship assistance due to this increased power and manoeuvrability.

Green Policy

Photo courtesy of DB Schenker Rail UK

Rotor Tugs in Action

Ports and tugs go hand in hand. One company that has recently commenced operations in the Port of London is Kotug. Towards the end of last year this international maritime service provider began operating three tugs in the River Thames, the RT Champion, the RT Leader and the SD Seahorse. The RT Champion performed her first assistance with the

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The company is planning to increase the size of its London fleet with the addition of one azimuth stern drive tug and, depending on the workload, further expansion is also possible. A dedicated operation in the UK represents a new step in the global activities of Kotug, following the start of operations in Wilhelmshaven, Germany in 2012 and in Cameroon, West Africa at the beginning of 2013. With a young and powerful fleet, its dedicated staff and well trained crew, Kotug operates in a variety of markets including towage services in ports and at sea as well as in the salvage, offshore and dredging industry. Kotug has adopted an active green policy that is further emphasised by the introduction of the first fully classed hybrid Rotortug, the ‘e-kotug’, in 2012.

Reliable & Efficient

Rail connections are expected to forward more than 30 percent of London Gateway’s

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Kotug’s SD Seahorse & RT Leader assist the 179m Histria Agata on the River Thames.

Photo courtesy of Krispin Atkinson

throughput. The new rail terminal is capable of handling the longest intermodal trains in the UK and can accommodate trains up to 35 wagons long. DB Schenker Rail UK is responsible for controlling all rail movements and conducting safety checks at the rail terminal, as well as providing ground staff services for other rail freight operators using the facility. “With a third of London Gateway’s throughput expected to go by rail, DB Schenker Rail UK is committed to providing the right infrastructure and operational processes for all rail freight operators using this fantastic facility,” explains Managing Director Logistics DB Schenker Rail UK, Carsten Hinne. “Our stateof-the-art order management and planning IT system, Anubis, is already in place at London Gateway and we are now able to offer a streamlined process and visibility along the whole intermodal supply chain.” Simon Moore, CEO for DP World London Gateway explains: “London Gateway will provide a reliable, easy and efficient

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movement of goods between the port and the major population centres in the UK, while reducing carbon footprint for cargo owners. We believe rail will be more Photo courtesy of DP World competitive from London Gateway than any other UK port destination.” At present just one berth i. www.kotug.nl is operational – this will increase to six i. www.rail.dbschenker.co.uk berths with a total of 24 quay cranes. Once fully developed, the port will be able to handle 3.5 million TEUs a year. “It’s taken many years of hard work to achieve this milestone, delivered on time and on budget,” says Mr Moore. “We remain focused on delivering what we set out to achieve: reduced supply chain costs and more reliability for importers and exporters.”

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OFFSHORE WIND LOGISTICS

SPECIAL

Components close to the offshore action at the ports of Amsterdam and IJmuiden.

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CRITICAL SUCCESS FACTORS FOR OFFSHORE WIND PORTS

Spoilt for Choice

TAKE A GLANCE AT THE MARKETING MATERIAL FROM ANY NUMBER OF BALTIC, IRISH AND NORTH SEA PORTS AND YOU ARE LIKELY TO NOTICE A CONSISTENT THEME: OFFSHORE WIND. THERE ARE GOOD REASONS FOR this; with increasing pressure in the shape of EU renewable energy targets, new project initiatives are being approved en masse. With so much choice available Port Industry’s Ben Littler takes a look at what is demanded from a port providing offshore wind solutions, from the perspective of both service providers and wind farm operators.

WORDS BY BEN LITTLER

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Everything here is nearby, on a silver platter! Planning for the Future

A useful source is the UK Government’s Offshore Wind Industrial Strategy, a paper introducing the government’s plan to further British involvement in offshore wind projects. Amongst the measures covered in the paper is the development of port infrastructure. The government feels the location of British ports, so close to much of the action, presents opportunity for the increased involvement of UK companies. Interestingly it also cites other important factors such as proximity to manufacturers and other specialists in the supply chain, a potential for expansion as larger components come into usage and the ability to show a good track record. The report suggests that if Britain is to compete effectively with continental ports for North Sea projects, there has to be a focus on increasing the presence of manufacturers and developing a supply chain closer to the ports.

Photo courtesy of Whitehaven Marina

Going West

However, the east coast activity is just one side of the coin. In the Irish Sea, the project activity is in an area relatively free from continental competition. As a result largescale developments have already taken place throughout the chain. An example of this is the GBP 53 million investment seen at the Port of Belfast; to develop the UK’s first dedicated offshore wind facility. On the other side of the Irish Sea the Whitehaven Marina, in Cumbria, north-west England, has also been investing in its offshore wind offering.

provided dedicated fuel tanks to Dong, office space to Offshore Marine Management and long term pontoon berthing to E.On/Solway Maritime Service. The marina already had a range of suitable characteristics; a 45t travel hoist, a 20t overhead gantry crane in a covered boat shed and a dedicated maintenance quay with 3-phase power. The marina has excellent rail and road links to the north-east and south of the UK. This makes it an ideal location for crew changes, victualing and bunkering. However, in keeping with increased offshore energy activity in the region Whitehaven Marina has invested considerably in developing its solutions for the sector. Marina Supervisor, Tony Taylor explains, “The marina offers a secure and safe haven with almost 24 hour access via a 30 x 13m sea lock, staffed 24/7. We have recently invested in a fully serviced alongside pontoon enabling berthing for another eight to ten vessels. After the expansions, with all quay wall and pontoon berthing options considered we can accommodate an additional 25 vessels up to 26m in length or longer if demands dictate.”

Easy Reach

Collective Cooperation

Whitehaven is located within easy reach of several existing offshore sites as well as licensed Round 3 locations. It is also in close proximity to Barrow, one of several Irish Sea ports shaping up to the offshore wind challenge. Whitehaven has a track record in the field, having previously berthed as many as fifteen wind farm support vessels,

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Meanwhile, on mainland Europe, the ports of Amsterdam and IJmuiden, are working together to promote the regional availability of offshore wind solutions, under the name AYOP. The port region has all the specified pre-requisites for offshore wind operations. As well as being located close to several upcoming projects in UK and Dutch waters,

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ALE Offload Giant Turbine Demonstrating just how big component parts for offshore wind farms are becoming, UK-based ALE Heavy Lift recently completed off-loading eight parts for a prototype turbine in Fife, Scotland. At 7mw one of the largest in the world. The components offloaded by ALE’s 1,200t capacity Gottwald AK912-1 crane were as follows: Two 350t tower sections, one 525t nacelle, three 85m long blades each weighing 80t, one 480t jacket and one 475t ‘T’ piece. “This is a great project to work on,” said Andrew Hurst, Project Engineering Manager at ALE. “The pieces were not out of the ordinary in terms of weight for us, however, with sections at 85m long, some preparatory work was done to ensure the stability and method for transportation.” i. www.ale.com

the ports have a well developed infrastructure including proximity to companies representing the entire supply chain. They also have the much-coveted track record. Two offshore wind farms have already been installed from the port region, the Princess Amalia and Offshore Windpark Egmond aan Zee projects. Dorothy Winters, from the Port of Amsterdam, says that, whilst many ports can boast such features the key to success lies in being flexible. “In my opinion developers are looking for flexibility. Installation at sea and management of these complex projects take a lot of energy, in a world where techniques and processes are still evolving. We try to support such

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processes by combining and offering infrastructure, space and a wide pallet of logistics and service suppliers close by, in a centrally located area, everything here is nearby, on a silver platter!”

The Operator’s Perspective

Felix Fliege, Package Manager Transport & Installation, at Global Tech I, concurs with the above mentioned views, saying, “At Global Tech I we experienced that a base harbour for heavy lift operations should ideally be in proximity to the offshore site and the manufacturer should also be close-by. Plenty of storage space for components is an advantage in terms of flexibility and cost savings. Proximity to the wind farm is equally

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important in the operational phase, since crew need to be transported efficiently by ship or helicopter to the wind park. For this reason good infrastructure, including airlinks, is important.”

A Broad Consensus

It seems then that, broadly speaking, there is consensus on what is required of ports for operation in the offshore wind sector. Which may mean tough competition with so many vying for involvement. However, Ms Winters suggests that there could be increasing cooperation between ports in the future. She says this is especially likely to be the case as components get larger and heavier.

Closer Integration

“It would depend on customer requirements, but we can see a combination of ports… cooperating in the supply chain for wind farms. Think of the volume of material and the challenging conditions at sea and combine these with demand for more industrialised supply chains. Can European supply keep up with the demand, or will we import, for instance, foundations from Asia? When those foundation are delivered we are not talking two to eight pieces at a time, but 30 - 40. Where are you going to keep stock? We can offer logistics in cooperation with other locations.“ i. www.ayop.com i. www.whitehavenmarina.com i. www.globaltechone.de

Liebherr Delivers to a Growing Industry

As the industry strives towards greater efficiency, components are generally getting larger and heavier. This, in turn is driving the development of equipment used in the industry. Austrian crane producer, Liebherr, can provide examples of this, such as the delivery last year, to Niedersachsen Ports’, Brake Port of an LHM 550 crane. Brake had been operating an LHM 500 for some time and opted for an additional LHM 550, as a result of the increasing size and weight of components, including those for offshore wind, encountered at the harbourside. Brake is now able to offer tandem lifts due to Liebherr’s patented Sycratronic technology. This enables one handler to operate both cranes with heavy loads up to 284t. As Hans-Joerg Schwaerzler, of Liebherr’s Marketing Department points out, “In line with heavier and bigger wind turbine components, also the handling equipment has to ‘grow’. Generally speaking we can see a trend towards bigger and stronger machines and our deliveries from the last 3 years underline this tendency.” Mr Schwaerzler offers Liebherr’s LHM 600, currently the strongest mobile harbour crane the company supplies, as an example. The crane is capable of lifting up to 208t alone, or in tandem, up to 416t. “Tower heads for a 6MW wind turbine for one of the leading wind energy suppliers weigh up to 360t, requiring two LHM 600s in tandem to handle such parts.” He says that considerations, both economic and ecological are driving the demand for ever-larger wind farm projects, necessitating the adaptation of logistics infrastructure. i. www.liebherr.com

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SPECIAL

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LOGISTICS & LIFTING SOLUTIONS

Project Partners’ Heavy Lift Click LATE LAST YEAR THE PARTNERSHIP OF VERBRUGGE-SARENS SUCCESFULLY COMPLETED THE LOAD-OUT OF FIVE TRIPODS FOR THE OFFSHORE WIND FARM GLOBAL TECH I AT THE PORT OF VLISSINGEN. This was just one of a number of offshore wind related projects the two companies have worked together on at the port in recent years. WORDS BY BEN LITTLER

iscussing the decision to form a partnership with Sarens, Erik van der Ham, Commercial Manager Project Cargo at Verbrugge, says, “There was simply a good ‘click.’ It’s a partnership that works very well. What we needed for such a relationship was a company of the right size and with a suitable range of equipment. We also needed to ensure risk mitigation for our clients. Sarens fit the profile exactly. Of course, they also have an excellent engineering department. It’s a good match.” Under the partnership arrangement Verbrugge-Sarens provide logistical support for such projects. Verbrugge Terminals provide the right infrastructure and adequate space, Sarens the heavy lifting equipment. Both companies employ highly experienced people. The two then work together according to the stowage plans provided by the vessel operators – in the case of Global Tech I this was Hochtief operating under contract from Global Tech I – to facilitate the lifting of equipment. The consortium Iemants N.V. and Eiffage Construction Metallique S.A.S were responsible for stability engineering of the tripods and engineering of the transport support structures.

A Winning Formula

Mr van der Ham is very clear about what he sees as being the successful formula of the partnership. He points out that together, Verbrugge-Sarens has the infrastructure, space, perfect locations, equipment and, crucially he says, the experience. Space is certainly something which the partners have access to, with two of Verbrugge’s terminals located in Vlissingen and a new one in Zeebrugge altogether adding up to an over 200ha capacity with over 3,400m of heavy duty quay side. Vlissingen is a strong location for the sector generally, the port having handled more than 20 offshore wind projects over the years.

Photo courtesy of Verbrugge Sarens

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OFFSHORE WIND LOGISTICS Load-out of the tripods for Global Tech I at Vlissingen.

Photo courtesy of Verbrugge Sarens

Close to the Action

The two Verbrugge terminals in Vlissingen, as well as the Zeebrugge terminal, offer a sheltered location close to the North Sea and proposed offshore wind activity not only in Dutch, Belgian and UK waters, but also German projects. Moreover, VerbruggeSarens, additionally enjoys excellent hinterland connections. A pan-European rail network runs direct to the terminal and there is access to a network of inland waterways. The terminal’s location is also boosted by the presence of other key players from the offshore wind supply chain. With regards to equipment, this is something Sarens have got covered. With more than 1,100 telescopic cranes, over 400 crawler cranes and more than 1,400 axle lines SPMTs the partnership is able to handle the largest of offshore wind components and is well positioned to take on the increasingly large and heavy pieces that are the trend of the industry at present.

A Strong Network

Verbrugge-Sarens forms part of the network of companies offering offshore wind solutions located at Zeeland Seaports. These businesses have recently started to www. p o r t - i n d u s t r y.c om

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cooperate in the promotion of services to the industry offered at the port generally. Verbrugge has been a part of this, taking part in, for example, October’s Offshore Energy in Amsterdam and EWEA in Frankfurt in November, at the stand of Zeeland Seaports (for more information see pg 32). Verbrugge joined the likes of BOW Terminals, VDS Offshore Construction and Conservation and Multraship, under the Zeeland Seaports flag, to advocate the port’s offerings.

A Bright Future

With a number of large scale projects being proposed or already confirmed throughout the North Sea and English Channel areas, there is every opportunity for the partnership to continue going from strength to strength. In this the Verbrugge-Sarens partnership is aided by the fact that the Vlissingen sites offer unlimited extension opportunities in terms of size, weight and storage quantities and capacities.

Partnership Track Record As for experience, both companies have a proud track record in offshore wind related operations and in heavy lifting generally. As Mr van der Ham points out, Verbrugge has provided offshore wind solutions for some time now. “We have been gaining experience in the sector since 2009 as a result of which the people working for us know what they are doing. We have a proven track record.” Verbrugge has long made the best of its strong geographical location in relation to offshore wind project activity to develop an extensive track record in service provision to the sector. Prior to forming the partnership with Sarens in 2011 Verbrugge was already involved in a number of offshore wind projects, including Greater Gabbard, Sheringham Shoal and Thanet. Since teaming up with Belgium-based Sarens this relationship with the industry has continued to blossom, seeing involvement in London Array, Riffgat, Alstom and, of course, Global Tech I.

i. www.verbrugge.nl i. www.sarens.com

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SPECIAL

SERVICE HUB PORT FOR THE OFFSHORE WIND INDUSTRY

Zeeland Seaports “ZEELAND SEAPORTS DISPLAYED ALL ITS ADVANTAGES FOR THE OFFSHORE WIND INDUSTRY,” COMMENTED ZEELAND SEAPORTS COMMERCIAL MANAGER PETER GEERTSE AT THE RECENT EWEA OFFSHORE WIND 2013 trade fair in Frankfurt. Publishing house Yellow & Finch Publishers joined forces at the Zeeland Seaports stand together with leading companies such as Verbrugge Terminals, VDS, Multraship and BOW Terminal. Executive Editor Dennis Vinkoert brings the latest news from his fellow stand participants.

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BOW’s breakbulk and offshore wind terminal has expanded rapidly since operations began in 2010.

Photo courtesy of Skeyes

eeland Seaports comprises the ports of Vlissingen and Terneuzen. This strategic location on the Scheldt estuary between Rotterdam and Antwerp, with open access to the North Sea, positions the ports perfectly for many current and upcoming offshore wind projects. The North Sea is an ideal location for the generation of wind energy because of the shallow water depths making it relatively easy to build large wind parks. Not surprisingly, quite a few offshore wind projects are planned.

capitalising on the North Sea’s rapidly developing offshore sector. The industrial port area contains many specialist companies providing key links in the intermodal transport chain. These shipbuilding and marine equipment industries as well as the port infrastructure provide services based on their extensive existing expertise. Key areas include foundation laying, transformer station fabrication, installation and maintenance of turbines and marine cable laying.

Providing Services

Ideal Home Base

The Vlissingen-Oost industrial port area in particular is home to a growing number of operators that are

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The European Wind Energy Association’s (EWEA) most recent statistics for the European offshore sector point to

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Quick handling and dispatch is of the utmost importance.

a vibrant future for the industry. The expanding offshore wind market represents a unique opportunity for port industries to transfer their logistics know-how and industrial capabilities to the offshore wind energy market. The strategic location of Zeeland Seaports and the Port of Vlissingen in particular provide sheltered, spacious offshore facilities with deep water access. “Our ideal location is one of our strong points. Our ports are very well accessible. Wind farm installation vessels can navigate freely, not hindered by any restrictions such as locks or bridges,” explains Mr Geertse. “The port of Vlissingen is an ideal home base for delivery – and not just for wind energy projects, but also for oil and gas production activities.”

Terminal Storage

“For the transport of heavy loads and project cargoes, special ships are needed, which can only bring along a limited amount of material each time. Therefore, quick handling and dispatch is of the utmost importance,” continues Mr Geertse. “Space is another major benefit of the Vlissingen location. Many wind generator parts are

manufactured in the hinterland, for example in Limburg. These companies recognise the advantages of our premises when it comes to the temporary storage of monopiles, transition pieces and similar equipment. Companies such as BOW Terminals and Verbrugge Terminals have the space available and the facilities for efficient transport to the building sites.” Read more about Verbrugge’s facilities on pg 28.

Ongoing Development

In the future these wind parks will need maintenance, repair and decommissioning. Again, this will involve production, transport and jobs. With their direct open access to sea, deepwater terminals, short steaming time to open sea and excellent infrastructure with hinterland connections by road, rail and inland waterways, the services and facilities of Zeeland Seaports will continue to grow and develop. “The first 20 projects have already successfully been executed and we are rapidly developing into a successful offshore wind hub,” concludes Mr Geertse. i. www.zeelandseaports.com

Breakbulk & Offshore Wind Terminal (BOW) Long-Term Commitment

Located in the Port of Vlissingen the Breakbulk & Offshore Wind Terminal (BOW) began operations in 2010 in order to serve the growing market in offshore energy heavy lift projects. The site was specially developed for offshore activities and incorporates office facilities for customers’ representatives. The company focuses on offshore wind farms and oil and gas platforms from its 14ha facility. In 2012, BOW Terminal invested in the largest fixed heavy lift crane in Europe – a Gottwald MK 1500 – with a 1,200t lifting capacity. The key focus is long-term commitment towards the offshore industry by providing dedicated facilities and equipment at a unique location covering all preparative activities for final construction and maintenance of offshore parks. The availability of permanent heavy, lift capacity alongside a 360m long quay makes BOW Terminal a perfect location for heavy lift cargoes and breakbulk projects. BOW Terminal is a subsidiary of the well-known Kloosterboer group. The group’s Dutch terminals are located in Rotterdam, Elst, IJmuiden and Vlissingen. Internationally, there are terminals in France, the United States and Canada. Photo courtesy of Zeeland Seaports

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VDS Offshore Constructions & Conservation Steel Specialists

A growing name in the offshore market is VDS Offshore Constructions & Conservation. This is thanks to widely reported projects incorporating well-known offshore vessels such as Subsea 7’s Seven Borealis and Skandi Acergy, Swire Blue Sea’s Pacific Orca and MPI Adventure owned by MPI Offshore. VDS operates 24/7 and focuses on development and production of steel and aluminium structures and equipment. In addition, the company specialises in offshore constructions, modules, jackets, bridge construction, certified welding, blasting and preservation work, pipe bridges, shipbuilding and ship repair. A fully geared offshore terminal with harbour cranes, SPMT trailers, forklifts and reach stackers is available to customers. The site includes a dedicated berth for mobilisation and demobilisation of offshore vessels or barges featuring jack-up facilities. i. www.vdsstaalbouw.nl Photo courtesy of VDS steel

Multraship Towage & Salvage Tug Services

Another provider to the offshore wind industry is Multraship Towage & Salvage. Multraship is a division of the Muller Maritime Group, a private company owned jointly by the Muller family and Hamburg-based Fairplay Towage. The company’s Dutch headquarters are situated in Terneuzen and are complimented by branch offices in Bulgaria and Romania to facilitate towage, salvage and related services in the Black Sea area. Meeting the specialised towage and associated requirements of offshore windfarms, dredging and marine contracting industries is one of the company’s key services. Besides coastal and deep sea towage operations, Multraship also provides tugs and multipurpose vessels as diving support, standby, supply and anchor-handling vessels for clients in the offshore and marine contracting industry. Its sheerleg vessel, Cormorant can be deployed for heavy-lift operations and civil works. Last but not least, the company’s fast rescue tenders are deployed for a varied range of work. i. www.multraship.com Photo courtesy of Aerolin Photo

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AMPAK, your worldwide specialist in cathodic protection. 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.

CHEMETALL B.V. IJsselstraat 41 , 5347 KG Oss • The Netherlands T +31 (0)412 681 888 E ampak@chemetall.com • I www.chemetall.com Ampak.indd 1

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UNDERWATER ALUMINIUM ANODES PREVENT RUST CORROSION

Polarised Protection WORDS BY ANOESHKA MAASKANT

ZEELAND SEAPORTS IS INVESTING IN MORE THAN 6,300 ANODES THAT ARE BEING PLACED ON THE STEEL DAM walls at its Scaldia and Kaloot harbours in Vlissingen, the Netherlands. This latest investment highlights how the Dutch port is taking responsibility to sustainably prevent rust corrosion. The C.O.W. Diving Company experienced an exciting year in 2013 – they celebrated their 10th anniversary and scored an important contract with Zeeland Seaports to deliver and install anodic protection on the port’s 1,645m2 steel dam walls. C.O.W.’s divers are specialists in underwater activities such as shipping construction works, welding, cutting, (video) inspections, pouring of

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underwater concrete and further technical support. Each weighing 70kg, the aluminium sacrificial anodes will protect the steel construction from external influences and halt the underwater corrosion process for about 25 years. The sustainability of this solution is illustrated by the fact that Zeeland Seaports has dispensed with paintbased corrosion protection altogether. The use of rust preventative paint is often detrimental to the environment and can effect water quality.

Underwater Specialism

Ingenieurs Buro Rotterdam is in charge of the correct execution of the work, which is due for conclusion at the end of February

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2014. To ensure timely completion of the contract, C.O.W. will have had at least one dive crew – consisting of three divers at one time – working at the dam wall for one year. The installation work consists of the dive team working from C.O.W.’s own vessel, the Waddenzee. The divers’ first task is to clean the surface of the dam wall before final placement. Meanwhile, a 5t quayside crane is used to lower the anodes to the exact installation location. The anodes are attached with an iron ‘anode shoe’, which is first Peter Bosman of C.O.W. Diving welded onto the dam wall Company and at various depths. The Peter Adriaanse of Zeeland anode is then applied to Seaports. the shoe with a nut and bolt but to ensure optimal contact between the anode itself and the steel of the quay wall, the joint is also welded. The installation is recorded on video to guarantee that the whole process is carried out according to the agreed specifications.

Sustainable Solution

C.O.W.’s partner in this challenging project is Chemetall. The company produces anodes that are composed of more than 99 percent aluminium, with a steel insert, under the brand name Ampak. Ampak is specialised in the design, production and application of cathodic protection and anti-fouling systems. Strict quality control procedures have enabled Ampak to maintain a distinct reputation. Their systems are mainly

C.O.W.’s dive team working from the Waddenzee.

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C.O.W. Diving Company installed the anodes at the Scaldia and Kaloot harbours in Vlissingen.

What is a Sacrificial Anode? It is commonly known that metals rust when placed in seawater – this has major impact in the maritime industry. Pipelines, hulls and dam walls all corrode in seawater and it is important to ensure that these metals maintain their structural integrity for as long as possible. In the Scaldia and Kaloot harbours in Vlissingen, Zeeland Seaports chose to prevent the steel pile wall constructions from corroding by installing aluminium anodes of 70kg each. The less noble anode material – aluminium alloy – is fitted to the steel construction, whilst the structure itself remains protected and corrosion free for up to 25 years.

supplied to the marine and offshore industry and to port authorities. The sustainable solution to rust protection has a lifespan of approximately 25 years. Inspection and on-going maintenance is a relatively easy affair – the anode can be removed and then weighed on the quayside to determine its condition. By collating such inspection data with the location, weight and composition, anodes that have deteriorated can be replaced within good time – safeguarding the integrity of the dam wall. i. www.duikwerken.com i. www.chemetall.com

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BRITISH PORT SELECTS THE FLEXIBLE SOLUTION

Pneumatic Fenders WORDS BY TOM SCOTT

“OUR AMBITION IS TO ENSURE THAT FENDERCARE MARINE IS THE ‘GO TO’ NAME ON OUR CLIENTS’ lists regardless of what the issue or requirement may be,” commented Fendercare Marine MD, Eric Plane recently after winning the contract to supply Eastport UK with Yokohama pneumatic fenders. Port Industry’s Tom Scott takes a look at the hows and whys of these specific fenders. One way or another, all ports and harbours need fenders. The question is, which style meets the demands of the customer: cone, column, arch, leg, cylindrical, cell, wheel, shear, laminated or pneumatic? The choice of fenders available in today’s market is considerable – each type has its own unique properties and capabilities. There are numerous variables to be taken into consideration when deciding what type of fender to install. Based in the Norfolk port of Great Yarmouth, privately owned and operated Eastport UK chose to install floating Yokohama pneumatic fenders in its outer harbour.

Proven Product

Eastport UK has an established river port but it is the deep water capacity of its outer harbour that serves the larger offshore vessels now being deployed. The port was previously using a cell fender system – one of the most reliable of fender styles and historically the most widespread in the maritime industry. “The new Yokohama fenders purchased from Fendercare Marine are a proven product, and provide us with greater flexibility to cater for a range of different sized vessels, further enhancing the attractiveness and suitability of the outer harbour to

Photo courtesy of Fendercare

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Pneumatic fenders use the compressive elasticity of air.

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our current and future customers,â&#x20AC;? comments Eastport UK CEO, Jamie Frater. So what makes pneumatic fenders the best choice for Eastport UK? Mr Frater highlighted flexibility as a key reason for choosing the product. Whilst Eastport intends to use its seventeen new pneumatic fenders primarily for ship-to-quay purposes, they are also ideal for offshore ship-to-ship transfers. Pneumatic fenders can be moored simply by means of a guy rope or chain at minimal cost. They can be removed easily to another position when not in use and transferred to alternative mooring points as required. Mainly due to their construction, however, there are numerous other advantages.

Construction Characteristics

The fender body is constructed of an inner rubber layer, reinforcing cord layers and an outer rubber layer. All of these layers are vulcanised together and then proven by hydraulic pressure tests providing them with ISO-17357 compliance. The outer skin rubber compound is designed and manufactured to be able to withstand strenuous use including abrasion during adverse weather conditions whilst protecting the cord layers and inner rubber. The synthetic tyre cord layers are arranged at optimum angles designed to distribute load and stress evenly. The inner rubber compound is designed to be completely airtight, utilising a compound equivalent to

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that of an inner tube of a car tyre. To provide maximum strength and safety, the outer skin of a hydro-pneumatic fender is thicker than a normal surface fender.

Floating Protection

Because pneumatic fenders use the compressive elasticity of air, there is no performance deterioration due to fatigue. The performance of these fenders remains unchanged at extremely low temperatures. Two different capacities are available – 50 or 80kPa – indicating the fender’s energy absorption capabilities. The reaction force of a floating pneumatic fender does not increase sharply even under excess load. Therefore, these fenders perform extremely well under such conditions and, as such, protect ships and mooring facilities. Because they float on the water surface they are not only simply and cheaply installed but are equally effective in areas with a high tidal range. Additional protection is provided by a tyre net – the 2 x 3.5m Yokohama fenders in use at Eastport UK are each fitted with a lorry or aircraft tyre net to protect the body from damage by sharp objects or via the absorption of sheer loads during berthing.

Repeat Customer

Photo courtesy of Fendercare

This is not the first time that Norfolk-based Fendercare has supplied Eastport UK with fenders. Fendercare Marine Sales Manager, Sonia Wells comments, “We have previously supplied Eastport UK with a number of

fenders and this new contract is further evidence of our dedication to providing excellent customer service supported by reliable, high performance products. This contract also shows the commitment that Fendercare Marine has to the local supply chain and local economy.” Fendercare Marine celebrated 25 years of trading in 2013 and has expanded to become a leading provider of third party ship-to-ship transfer services, operating from 40 locations globally.

Ethos & Passion

A key milestone in the company’s history came in 2005 when they became a part of James Fisher and Sons, a leading service provider in all sectors of the marine industry and a specialist supplier of engineering services to the nuclear industry in the UK and abroad. This venture has allowed Fendercare Marine to access a wider range of services for their customers than ever before, resulting in extraordinary tenfold turnover in growth from GBP 15 million to GBP 150 million in just 7 years. “We want to be able to take what started as a tiny company founded 25 years ago in a back bedroom,” comments Fendercare Marine MD Eric Plane, “and turn it into a truly global marine services provider without losing our roots, our ethos and our passion for business.” i. www.fendercare.com

Photo courtesy of Fendercare

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CONTAINER TE RMINALS

THE PORT OF ZEEBRUGGE’S TRUMP CARD

Facing Fierce Competitors WORDS BY ANOESHKA MAASKANT PHOTO COURTESY OF PORT OF ZEEBRUGGE

THE BELGIAN PORT OF ZEEBRUGGE IS A MAJOR AND FAST-GROWING MULTIFUNCTIONAL PORT IN THE SCHELDT-RHINE DELTA – ACTING AS a strategic entry port for the lucrative European market. To keep up with its competitors the Port of Zeebrugge has recently signed international partnership and LNG supply agreements. Port Industry’s Anoeshka Maaskant asked President-CEO of the Port of Zeebrugge, Joachim Coens, some questions regarding the port’s position in the European market.

A civil engineering graduate, Mr Coens started his career as a Reserve Officer in the Belgian Navy. Following a 6-year stint as a politician in the Flemish Parliament, he stepped into the role of Chairman and Managing Director of the Port Authority of Brugge-Zeebrugge in 2001. A key figure in the Belgian port industry, Mr Coens also serves as the Chairman of Portconnect and the Consultation Council of the Port of Brugge-Zeebrugge. Numerous other organisations, including Portinvest, the Flemish Port Commission, the Federal Commission for the Port Policy and the Regional Social-Economical Consultation Commission also benefit from his involvement as a board member.

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The deepsea port of Zeebrugge is one of the fastest growing ports in the Le Havre – Hamburg range. Its combination of a wide range of intercontinental services and good hinterland connections is especially suited to intercontinental companies wanting to organise their European or worldwide distribution.

Inside Information

PI: What do you see as the potential consequences of the proposed P3 shipping alliance for Zeebrugge? Mr Coens: The increased throughput per service liner naturally puts pressure on productivity and hinterland logistics. But at the end of the day, all ports are there to perform in the logistical chain.

– J OAC HI M COENS –

We believe our trump card remains unchanged.

PI: What is your opinion about the growing number of shipping line alliances? Mr Coens: Cooperation agreements with shipping lines will most probably lead to a necessary concentration in the market. This should result in more stable and reliable trade. PI: How much of a threat is the opening of Maasvlakte 2 for Zeebrugge? Facing overcapacity in northern European ports, how is Zeebrugge preparing for the future? Mr Coens: Nowadays, with the pressure on finance and needed returns one can expect that port development projects meet market requirements. Maasvlakte 2 is indeed a competitor but we have always faced fierce competitors and this will not change. Zeebrugge aims to be versatile and stable. PI: Following the deepening of the Scheldt Estuary, what benefits does Zeebrugge offer shipping lines compared to Antwerp? Mr Coens: We do not to compare our pros and cons with Antwerp. Zeebrugge is a coastal deep sea port and we believe our trump card remains unchanged. PI: Megaships and alliances have focused attention on container terminals, however, how are other cargo terminals developing in Zeebrugge? Mr Coens: In addition to our container terminal, the Port of Zeebrugge operates automotive, food and general cargo terminals. These are all experiencing increased throughput figures. PI: Just recently you signed a MoU with Adani Ports, what do you expect to come out of this agreement?

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Mr Coens: In global trade, there are still a number of obstacles – those being technical, administrative and commercial. We aim to team up to competitively handle increased cargo volumes. PI: What is your view of the trading potential of India as a future competitor to Far East trade? Mr Coens: Global trade is dynamic. Global trade still has vast potential for growth, hence we see Indian trade not so much in terms of competition, rather in its own potential and merits. PI: Is Zeebrugge prepared for the potential demand for LNG bunkering? Mr Coens: It undoubtedly is. The results of a detailed risk analysis, carried out by a specialised consultant, are now being translated into accreditation criteria, checklists and procedures for the different areas in the port. Bunkering vessels may be loaded at the second LNG jetty that is under construction and due for completion in 2015. Meanwhile, several private parties are preparing projects for the building and exploitation of bunkering vessels in close consultation with LNG terminal operator Fluxys and with the Port Authority. i. www.portofzeebrugge.be

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EVENTS

RAYMOND RIEMEN – ROTTERDAM PORT PERSONALITY OF THE YEAR 2013

Entrepreneur With a Vision WORDS BY ANOESHKA MAASKANT

THIS JANUARY THE ROTTERDAM PORT PERSONALITY OF THE YEAR 2013 – ‘STICHTING HAVENMAN/VROUW VAN HET JAAR’ – PRIZE WAS AWARDED TO BROEKMAN Group’s CEO Raymond Riemen. He is the 33rd consecutive entrepreneur to receive the distinction. Port Personality of the Year Chairman, Theo Jongedijk, explained it takes a lot of effort to live up to the name of Port Personality 2013, but the jury is very fond of Mr Riemen: “With his exceptional accomplishments for the Broekman Group and the expansion of his business during the past year, he is the right man for the job.” During the festive event on 13 January 2014, the Rotterdam-based Port Personality foundation unanimously awarded Broekman Group’s CEO Raymond Riemen. At the prestigious event, on board the Smaragd 2, Theo Jongedijk appointed Mr Riemen. When Mr Jongedijk phoned Mr Riemen a few months earlier, while he was in between business trips, he

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noticed Mr Riemen was very honoured when he heard the exciting news. Luckily the busy Mr Riemen found the time to join the special ceremony and, most of all, to accept the prize.

Award Winning Company

Becoming Port Personality of the Year is not as easy as it may seem, even when you’re from an award winning company such as the Broekman Group. This is the second time that a top executive of Broekman Group has received this award. Wim Pesselse, one of the predecessors of Mr Riemen, was Port Personality of the Year 1995. The company has evolved since then and so has the management. “When we think of the Broekman Group now, we think of cars, which is nowadays only 15 percent of the company activity,” said Mr Jongedijk. “But Mr Riemen is much more than just 260,000m2 warehousing. He is responsible for the change from ship broker to logistics service.” Nowadays the expansion of Broekman is not limited to the port, but reaches far and beyond.

Ticking All the Right Boxes

But most of all the jury made the unanimous decision to name Mr Riemen the Port

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– T HEO JONGEDIJK –

Port Personality of the year chairman, Theo Jongedijk awarded Broekman Group’s CEO Raymond Riemen with the prestigious prize.

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There is more to Mr Riemen than just 260,000m2 warehousing.

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The Foundation Port Personality of the Year consists of a Board of four members (independent journalists) of the former Port Press Club Kyoto, the three Personality of the Year predecessors, the recently awarded Young Port Talent (of the port of Rotterdam) and three sponsors of the Foundation Port Personality of the Year.

All the previous port personalities over the years.

Personality of the Year because he is an entrepreneur with a vision. By strategically expanding his business during the past year, he has prepared the Broekman Group for future international changes in the market. But to be at the top, you have to put your customers first, which is why Mr Riemen’s ultimate goal is to unburden his clients. Being the new Port Personality brings a lot of responsibilities with it, like being approachable for the younger generation. But the jury made clear Mr Riemen ticks all the right boxes, such as stimulating young professionals with the Broekman Management programme.

A Team Effort

After all the success Mr Riemen still remains humble. “It’s not a one-man-show,” he said. The achievements of the Broekman Group are definitely a team effort, in order to maintain focus the responsibilities and activities of the company are allocated to specific divisions: The shipping division, the logistics division, automotive division, special products division and corporate division. The Broekman Group now employs 750 to 900 people and has built up an excellent prestige in shipping circles, trade and industry. Mr Riemen continues: “Without a vision, you’re nowhere. But you need a little bit of luck too.” www. p o r t - i n d u s t r y.c om

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ADVANCED CONCEPTS FOR THE FUTURE OF PORT EQUIPMENT

The Green

Gantry EDITED BY TOM SCOTT

PORTS AROUND THE WORLD HAVE BEEN DEPLOYING ‘CLEAN’ TECHNOLOGIES PUSHED BY A GROWING NUMBER OF ENVIRONMENTAL INITIATIVES AND BY A NEED TO DECREASE dependency on fossil fuels for economic reasons. Electric power has now emerged as a viable alternative for powering vehicles instead of traditional diesel engines. Keen to learn more about the electrification of rubber-tyred gantry cranes (RTGs), Port Industry’s Tom Scott contacted the Port Equipment Manufacturers Association (PEMA) for more information.

To date, diesel engines have been the main source of power for port handling equipment and vehicles. Therefore, reducing emissions from these engines is now one of the keys to mitigating the hazardous effects of NOx and airborne particulate matter both in and around terminals, as well as helping to meet national GHG reduction goals set out in the Kyoto Protocol.

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About PEMA Founded in late 2004, the mission of PEMA is to provide a forum and public voice for the global port equipment and technology sectors, reflecting their critical role in enabling safe, secure, sustainable and productive ports, and thereby supporting world maritime trade. PEMA aims to provide a forum for the exchange of views on trends in the design, manufacture and operation of port equipment and technology worldwide. The association also aims to promote and support the global role of the equipment and technology industries, by raising awareness with the media, customers and other stakeholders. This article is based on a paper originally written for PEMA by Michael Eckle, Luciano Corbetta, Andre Adolph and Claus Burger. Certain conclusions they make are not necessarily PEMAâ&#x20AC;&#x2122;s.

Photo courtesy of Dennis Vinkoert

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Photo courtesy of Vahle

The Need for Change

However, the environmental agenda is not the only driver for reducing the industry’s reliance on diesel. During the container terminals’ major growth period in the 1980s and 1990s, diesel oil was one of the cheaper fuels. However, since then prices have risen steeply and continue to do so. Given that in some cases RTGs account for 50 percent of a container terminal’s diesel consumption, the economic imperative for taking action is just as compelling as the environmental case. Responding to these issues, the port equipment industry has made considerable progress over recent years in improving the performance of fossil fuel driven equipment, as well as developing alternative power sources. There are now numerous types of electrification technology, some of which are already established, but many are only now starting to show what kind of economic and environmental benefits they may yield.

Keep it Flexible

Although there were some conceptual studies in the 1990s, it was not until 2006 that large-scale project developments started to convert diesel-powered RTGs to electrical RTGs, initially using cable reels. 2007 saw the first developments in China using conductor rail systems with plug connections. The development and take-up of electric power has been quite swift over the past 6 years, and by 2012 an estimated 20 percent of RTGs worldwide were electric. More recently, fully flexible ‘drive-in’ solutions have been successfully implemented in major terminal operations. One of the key challenges has been to maintain the flexibility of RTG cranes in container yard operations while at the same time reducing the dependency on fossil fuel energy. Today the market offers several proven and advanced solutions to convert RTGs to so-called ‘E-RTGs’. Photo courtesy of Cargotec

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Reels or Rails?

Cable reels in various spool designs and sizes have become standard for rail mounted gantry cranes in container terminals worldwide. Cables, typically medium voltage designs, are wound onto large spools to enable running along the crane rail. Spooling devices and cable protection systems guarantee safe operation. Introducing cable reels on RTGs, which are designed to run not only in linear, but in all possible directions, presents some special challenges both for the technology deployed and in terms of operational practicalities. Conductor rails – also known as busbar or conductor bar systems – are currently the preferred technology for overhead travelling cranes in most industrial applications. Conductor rails have proved, over many decades, to be a reliable means of providing energy to moving equipment, both indoor and outdoor, even in harsh environmental conditions. The main concept, to provide a supported conductor rail system over the full length of a container block, has not changed since then. Today, around 75 percent of all converted and newly supplied E-RTG systems are electrified by conductor rails.

Future Automation

On a ‘full E-RTG’ there is no diesel engine at all. The energy needed for a block change can be stored on board using, for example, supercapacitors, batteries or other devices. The major challenge of this concept is to store enough energy for the RTG to be able to move from one block to another without a diesel generator. A key advantage however

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is that the energy which is released during lowering can be recovered. The first test cranes are now in operation in Asia and the results so far look very promising. Another trend set to emerge is the development of fully automated and electrified RTGs. The ultimate goal is to operate the RTG inside the block without any driver on board, while running on electricity. One critical factor for the automation of RTG cranes is data communication. The E-RTG is still a fairly new technology, but in the several years since the first designs were introduced there has been rapid development driven by increasing market demand. This trend is expected to continue apace over the coming few years and the equipment industry is already working on even more advanced concepts for the future. i. www.pema.org

Editor Tom Scott

Share your Story! There are always two sides to every story, though. If local labour costs are not prohibitive, and regulatory incentives low, what’s the point of installing automated port systems? LNG may be a cleaner fuel than diesel – but companies will not find this a financially attractive option if LNG prices are too high. Furthermore, batteries are often so heavy that the load bearing capacity of the vehicle concerned is drastically diminished. Read more about how one port equipment manufacturer targets the still dieseldominated market on pg 54. What is your experience of green technologies? Do you have a story that you would like to share with our readers? Email me at tom@ynfpublishers.com.

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Photo courtesy of Mafi

SMART INNOVATIONS TO REDUCE CARBON FOOTPRINT

Don’t Forget Diesel PORT AUTOMATION AND SUSTAINABLY FUELLED PORT VEHICLES AND EQUIPMENT ARE TWO OF THE HOTTEST TOPICS IN THE PORT INDUSTRY TODAY. HOWEVER, DIESEL is not dead yet. Editor Tom Scott spoke to one port equipment manufacturer keen to demonstrate innovations in design for diesel-dominated markets. WORDS BY TOM SCOTT

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afi is a German manufacturing company whose establishment in 1957 coincided with the widespread containerisation of the shipping industry. Back in the 60s, the company’s transport system revolutionised cargo handling in ports worldwide. Today,

Mafi’s customers span the globe. The company specialises in designing, engineering and producing state-of-the-art heavy-duty vehicles that transport containers, semi-trailers or RoRo rolltrailers in ports and other industries. Good aftermarket support provides clients with effective

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PORT SERVICES

intelligent economic drive programme that detects if the vehicle is operating with or without a load. If a reduced load is detected, MEM automatically shifts gears to a lower engine revolution. Mafi Middle East Managing Director Gino Cherradi explains, “We are using technology to reduce the carbon footprint.” This expertise leads to operational advantages – namely 20 percent fuel savings and reduced operating costs. There are environmental benefits too: noise levels and engine emissions are less.

Photo courtesy of Mafi

Diesel is Here to Stay

operational performance and cost savings when the total cost of ownership is considered.

Port Powerhouse

Mafi’s excellent relationship with its customers can be seen by looking at the design of their terminal tractor. Designed in close cooperation with customers and following intensive market research into customer requirements, their terminal tractor fulfills the requirements of today’s efficient container handling in ports. Mafi’s terminal tractor can carry a gross combined weight of 120 and 34t on the 5th wheel. This leads to more

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Photo courtesy of Mafi

efficient container handling that is required for loads handled by twin or tandem spreaders. The spacious, comfortable cabin, excellent all around visibility, easy handling and reduced noise level make the working place more convenient for the driver. Low maintenance requirements and increased life cycle lead to reduced cost of ownership.

Intelligent Engines

Depending on the desired requirements, the customer can select technical specifications such as engine capacity. Cummins, Mercedes or Volvo engines provide engine capacities ranging from 129 to 210kW. One clever bit of kit that can be installed on the terminal tractor is the Mafi Eco Mode (MEM) system. This is an

Mafi’s realm is expanding. As well as European coverage, the company recently expanded by opening a facility headquartered in Dubai to provide support to clients in the Middle and near East and Africa. These regions illustrate a different view to that of the European market. While automation is a key issue in the future of the European port industry, this is not always the case on other continents. Mr Cherradi continues, “In the Middle East, Asia and Africa, where labour costs are low, automated technology is too expensive.” At least in these regions, there is still a place for diesel-powered vehicles in ports. i. www.mafi.de

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BULK HANDLING

OVET’S STRATEGIC INVESTMENTS PAY OFF

Right on Track WORDS BY TOM SCOTT

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“YOU CAN’T REACH THE GERMAN MARKET WITHOUT USING TRAINS,” EXPLAINS SANDER VAN DER VEEKE, ACCOUNT & PLANNING MANAGER AT OVET DRY BULK TERMINAL IN Vlissingen. Germany is displaying buoyant coal import figures – and to meet the demands, coal handling terminals are benefiting from increased throughput volumes. To boost efficiency, Ovet and Zeeland Seaports are making calculated infrastructure investments. Port Industry’s Tom Scott highlights one particularly noteworthy project – the new rail connection and train loader at Ovet’s terminal in Vlissingen, the Netherlands. w w w. p o rt-i n d u s tr y. co m

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BULK HANDLING

– SA NDER VAN DER VEEKE – OVET

We had to invest in an improved rail infrastructure.

Photo courtesy of Ovet

Last year’s increased German coal import figures stem mainly from the country’s political decision to move away from nuclear power. Consequently, more coal is needed to cope with the demands of the hungry German energy and steel production industries. Extrapolated figures from the German Coal Importer Association show that Germany imported more than 50 million tons of hard coal last year – representing a rise of 16 percent. The top three suppliers were Russia, the USA and Columbia. www. p o r t - i n d u s t r y.c om

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Deep Water Berths

These striking import figures go hand in hand with equally impressive coal handling and transport procedures. Late last year witnessed the arrival and subsequent unloading of two Capesize vessels at Ovet’s dry bulk terminal in Vlissingen. The company unloaded 40,000t of coal from the 292m Alona and 100,000t from the 289m Teh May. Both vessels needed to utilise Ovet’s deep water facilities as, upon arrival, they featured draughts of 16.5m and 15.25m respectively. The lengthened quay

>> P I 2014 | Vo l u me 3 | I s s u e 1 | 5 7

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BULK HANDLING

Speed and precision is the name of the game.

Photo courtesy of Ovet

wall, able to accommodate numerous vessels simultaneously, also proved its worth during the unloading process. The number of Capesize vessels handled at the port increased to more than 30 last year.

The Need for Trains…

Ovet’s investments in coal handling infrastructure do not stop there. “Our terminals are easily accessible by road and sea but not really by train up till now,” explains Mr van der Veeke. “Our terminal facilities also weren’t able to load trains efficiently. Because we wanted to direct our services at the German energy and steel production industries, we had to invest in an improved rail infrastructure.” To meet the demands of potential German customers, the company now has a state-ofthe-art train loading station at its Vlissingen terminal. The set up has been designed so that the whole cycle of loading in Vlissingen, transporting and unloading in Germany and returning back to Vlissingen takes just 24 hours – a key selling point to customers based in the Ruhr industrial area.

…and Tracks

Through an investment by Zeeland Seaports, over 1,250m of rail track, of which 675m is double track, has been laid. In its role as port authority, Zeeland Seaports manages, operates and develops the Ports of Vlissingen and Terneuzen while generating www. p o r t - i n d u s t r y.c om

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and ensuring employment and prosperity. The track is non-electrified – diesel shunting companies provide locomotives to move the trains to the main, electric Dutch rail network. The rail infrastructure was built by Strukton with J. Hoondert & Sons as subcontractors. The terminal layout was designed in cooperation with Logitech.

Optimal Loading

The train loading station is able to handle trains of up to 44 wagons in length and can load the cargo at a maximum rate of 1,500t per hour. During loading procedures, the combination of speed and precision is the name of the game – to maximise the amount of coal loaded, an automatic weighing system is used. “Specially designed software calculates how much coal is loaded into each wagon,” comments Mr van der Veeke. “We load 98 percent of coal automatically, the last 2 percent is loaded by hand.” This loading efficiency is very important for the customer – if every one of the 44 wagons contained 1t less than the maximum load, the customer would need significantly more trains per year to transport the same load. Heilig built the new installation – while TES Installation

Photo courtesy of Ovet

carried out the electrotechnical installations. The design of the new facility enables Ovet to remain flexible in its loading capabilities. This flexibility is crucial when loading different types of dry bulk products with diverse equipment such as mobile conveyor belts and cranes. With its second deep water terminal located in Terneuzen and the new investments in Vlissingen paying off, Ovet is a company that is reaping the rewards of strategic investment based on market forces and international political decisions. i. www.ovet.nl

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PORT INDUSTRY

OUTFITTERS PAGE LED Floodlights for RTGs

Fully Loaded & On Standby

Phoenix Products Company provided their most innovative LED fixtures to illuminate Rubber Tyre Gantry (RTG) cranes for terminals in Houston, USA and Lomé, Western Africa. Phoenix supplied its ModCom 300W LED Floodlights for eight RTGs now operating at the Barbours Cut Terminal at the Port of Houston. Each girder requires only three ModCom His with customised spot optics, while two of the same ModCom His are mounted on the trolley. Lomé Container Terminal in Lomé, Togo will receive twelve new RTG cranes illuminated with Phoenix EcoMod LED Floodlights. On each crane, there will be twelve EcoMod 150Ws installed – four on each girder and four on the trolley. In addition to the durability, reduced maintenance and reparability of Phoenix designs, Lomé Container Terminal expects reduced energy usage over the previously used 400W HID fixtures. i. www.phoenixproducts.com

Accurate Truck Positioning Trailer Positioning Systems can provide substantial reductions in non-productive cycle time. ITS engineers have been implementing systems to meet the demands of the next generation of larger and faster STS cranes and developed a new upgrade to ITS Truck Positioning System. TPS is a simple, rapid and effective method of positioning single and multiple trailers for truck and crane transactions. No intervention from the crane or truck driver is required and the system is self-starting from power on. The system accurately positions trailer chassis under the quay crane for load & discharge, by stopping the container in the correct position for the spreader for ship load and the chassis in correct position for the container for ship discharge. i. www.portautomation.com

Sustainable Smooth Tyres Continental Commercial Specialty Tires presented their new solid tyres for forklift trucks, the Continental CS20. The tyres are built to significantly save on energy and feature a closed shoulder design, which minimises vibrations and thus maximises running smoothness. The continuous tread belts of the CS20 help to deal with higher lateral loads and enhance stability when transporting heavy loads and performing frequent directional changes or turn manoeuvres. The tread of the CS20 features the innovative double-L-design with a rounded groove contour for excellent traction and self-cleaning characteristics. “With the introduction of our new tyres, we consequently follow our approach to develop solutions that specifically address our customers’ needs“, says Dr Michael Andreas Maertens, Managing Director of Continental Commercial Specialty Tires. i. www.continental-specialty-tires.com

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The expansion of M.Y Bunkers’ operation in Malta offers further trucks and trailers for their depot. With a service up to 150t of marine gas oil, ex-wharf with a continuous uninterrupted supply, the depot is available 24 hours a day, 7 days a week. Their truck depot is situated within 1km of the loading terminal, which enables quick and efficient loading and reloading. With standard DMA 0.1 sulphur and 0.86 density products available, their dedicated sales team for the Malta operation specialises in the dynamics of this busy Mediterranean port and in some instances deliveries can commence within 1-2 hours of nomination as the trucks are always fully loaded and on standby. i. www.mybunkers.com

Mid-Stream Cargo Transfer Heavy duty, high performance, floating cranes provide the flexibility to berth anywhere around a barge or ship for optimal efficiency and operability. One way to maintain platform stability is to utilise electric engines, this way diesel-driven electric generators can be mounted on the barge deck while transmitting power to the electric motor mounted in the elevated crane. MacGregor supplies its floating cranes with two times 100 percent power requirements. In a recent collaboration with Cummins Marine, this flexibility has been further enhanced with the development of a fully containerised 1,000 kVA / 1,290 kW generator set. Each set will be powered by a V-16-cylinder Cummins K50-DM diesel that is certified as IMO Tier II emission reduction compliant. In addition to the fully outfitted engines and generators, each 40-foot long high-cube ISO standard container contains an electronic menudriven user interface, and tankage for 5,000 litres of fuel fitted with high and low level sensors. i. www.cummins.com

Image courtesy of Novetec

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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 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, 6 2 | P I 2 0 1 4 | Vo l u me 3 | Issue 1

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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

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.

D. KORONAKIS SA 56 Gravias str, 185 45 Piraeus Greece T + 30 210 40 60 600 F + 30 210 4615211 E Koronakis@koronakis.gr, sales@koronakis.gr, mgerolymatou@koronakis.gr I www.koronakis.gr Contact: Marina Gerolymatou D. Koronakis SA is the leading manufacturer of specialised synthetic mooring ropes and wire ropes with 24 stock points in major ports worldwide. Famous brands include: KapaNeema (Plus), KapaNylon-FlooatFlex-Strong. Offer special solutions for LPGs & LNGs Major supplier of anchors, anchor chains and accessories (all sizes – types available) ISO Certified, Type approval by Lloyd’s Registry of Shipping.

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

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. PTR, under the supervision of Bureau Veritas, was one of the first manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED w w w. p o rt-i n d u s tr y. co m

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YELLOW & FINCH PAGES 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.

ROTTERDAM RIGGING BV Kiotoweg 725-727 3047 BG Rotterdam The Netherlands T +31 (0)10 208 8680 F +31 (0)10 208 8685 E info@rotterdam-rigging.nl I www.rotterdam-rigging.nl Contact: Mr Marcus S Muzea Rotterdam Rigging is a service provider offering rigging, rope access and industrial assembly solutions. The scope of work includes flare tip changing, brace adjusting, installation of platforms and accessing difficult to reach places. They are specialists in the design of technical applications for both permanent and temporary lifting equipment and in the delivery of audit and control services, including Health & Safety, TRI and TRA reports. Safety is a particularly strong focus of the VCA certified company. Moreover all personnel are highly experienced in working at heights and are IRATA certified. Rotterdam Rigging take on challenges of all sizes and complexity and pride themselves on delivering solutions tailored to their clients’ needs.

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

Next Issue Main Themes Port Automation & Marine Electronics QHSE & Port Security Breakbulk Europe 2014 TOC 2014

Deadlines • •

Copy deadline 14 March 2014 Advertisement deadline 4 April 2014

Subjects can be changed without prior notice.

Port of partnerships

logistics meets

value www. p o r t - i nmeets d u s t r value y.c om193x132mm.indd 1 Logistics

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Welcome to the port of Amsterdam. Where the customer meets the best logistical experts. The experts who provide you with tailor made solutions. Here all logistic facilities are available for your logistic requests; an excellent one-stop-shipping location. The port of Amsterdam has very good multimodal hinterland connections by sea, inland waterways, rail, road and air. And all congestion free! The port of Amsterdam is located just 15 minutes from Amsterdam’s city centre and Amsterdam Airport Schiphol. A perfect seaport-airport hub. Want to know more about the port of Amsterdam where all kinds of transports meet? Go to www.portofamsterdam.com or contact our Commercial Division, Cluster Logistics directly via michael.van.toledo@portofamsterdam.nl

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WORD ON THE SEA

Port Industry’s Charles van den Oosterkamp

Global confidence Looking back on the past year, many ports

At the ceremony, Broekman Group’s CEO Raymond

worldwide are showing healthy figures, despite

Riemen was the 33rd consecutive entrepreneur to

the global economic crisis. For example, the Port

receive the distinction Port Personality of the Year.

of Amsterdam achieved a total transshipment

The jury made the unanimous decision to name

volume of 78.5 million tons, this equals an increase

Mr Riemen Port Personality of the Year because of

of 2 percent compared to 2012.

the strategic expansion of his

The Port of Antwerp set a new

business during the past year.

freight record, by handling

The allure of the ceremony

190.8 million tons of freight in

shows there is a lot of interest

2013, particularly the liquid bulk

in the port industry and there

sector has given the port a strong boost. The Port of Singapore maintained its global lead in

Ports worldwide are showing healthy figures.

bunker sales and achieved good

is still room for growth. Bearing this in mind we decided to clarify our focus on the industry and changed our magazine title

growth in annual vessel arrival tonnage, container

to Port Industry. With our new name and steady

and cargo throughput in 2013. Seaborne cargo

confidence in the industry we look forward to doing

throughput in Germany’s Port of Hamburg totalled

business with you in 2014.

103.9 million tons in the first three quarters of 2013. And Zeeland Seaports reported an increase of 1 percent with their inland shipping, reaching 68 million tons. The new-found confidence in ports was also

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noticeable at Rotterdam’s Port Personality of the

Charles van den Oosterkamp, CEO

Year award ceremony which I attended this January.

charles@ynfpublishers.com

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We We are are committed committed to to reducing reducing your your loss loss burden burden while while safeguarding safeguarding your your reputation. reputation.

It’s in our character

The art of surveying: The art of surveying: turning turning commitment commitment into into action action

rotterdam@ameydemarine.nl

T +31 20 619 50 68 vlissingen@ameydemarine.nl

ports of vlissingen and terneuzen

driven by dedication

www.zeelandseaports.com

we are committed we are committed Cover PI 3-1a Untitled-1 1 def.indd 2

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Port Por PI VOL. 3 ISSUE 1 | 2014

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Port Por i n d u s t r y

SPEC

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Winning in Wind EUROPE’S OFFSHORE LOGISTICS

FRANCE’S TIME FOR CHANGE Unleashing Potential at Last

Break with Convention MV2 CRANES TAKE SHAPE

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