Port Industry Vol.3 No.2 by Yellow & Finch Publishers

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Editor’s note

Size Matters

DENNIS VINKOERT | EXECUTIVE EDITOR DENNIS@YNFPUBLISHERS.COM

SIXTY YEARS AGO, IN 1954 MAGAZINE COVERS HAD MARILYN MONROE, THE SILVER SCREEN HAD PAUL NEWMAN – AND, SHOULD YOU HAVE ATTENDED ANY ONE OF THE MAJOR MOTOR SHOWS THAT YEAR, you would have had your first glimpse of the lustrous Mercedes 300 SL. Imagine the moment your eyes first travel over that alluring body, and the brief moment when you youthfully contemplate whether it has a new style of doors, or a means by which to become airborne. Well, it was a Silver Arrow, after all. However, 1954 was also memorable for some other reasons, too. Not just that it happened to be the year I was born, but many see 1954 as the dawn of the Rock ‘n’ Roll era, as it not only saw a young Elvis Presley make the transition from truck driver to worldwide superstar, but also the launch of the Fender Stratocaster. Also – representing a metaphor for the nuclear weapons that were making the news at the time – giant Godzilla terrorised Japanese cinema-goers that year. Talking about giants. It is hard to believe that Maersk’s Triple E class of container vessels will soon be surpassed by even bigger containerships which have been ordered by China Shipping Container Lines (CSCL) recently. Economy of scale has not come to an end yet. CSCL ordered five 19,000 TEU giants and the first will be delivered in November this year. These vessels will surpass the world’s biggest Triple E container ships. Each giant will boast a 400m deck, while standing 30.5m high and 58.6m wide. As a former naval engineer I can hardly imagine how the engine of such a giant ship looks. The design brief reveals a 77,200 bhp electronically-controlled main engine, designed for minimum fuel consumption, reduced noise, vibrations and carbon emissions by automatically managing fuel consumption to suit sailing speed. Despite the massive increase in ship size and significant advancements in technology, not much seems to have changed since the first fully automated container terminals twenty years ago. The dawn of giant container ships has encouraged development of fully automated container terminals, but the full potential has yet to be realised. The focus of the next decade will be on how port automation can contribute to this size-increasing industry, which is one of the main themes of this issue of Port Industry. I wish you happy reading!

DENNIS VINKOERT

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contents Port Industry ISSUE 2

BELGIAN PORTS

10 Having a Gas – The Attractive Potential of LNG

2014

22 Intermodal Teamwork – Connect to Europe’s Hinterland PORT EQUIPMENT

15 Custom Coal Collection – Ship-Unloader for Turkey

16 Versatility Wins the Day – Scrap Handler Finds Solution

OFFSHORE LOGISTICS

28 Round 3 – Offshore Wind at the Port of Hull PORT SOFTWARE & AUTOMATION

24 The Dutch Connection – Efficient Container Handling 40 Digital Declaration – Maritime Single Windows 44 Crossing Data Borders – Joint Port Information System 48 Juggling the Goods – The Challenges of Mixed Cargo 52 Going All the Way – New Crew Travel Service 54 Window of Opportunity – Spanish Port Optimisation QHSE & PORT SECURITY

31 Editor’s Picks – Port Security & Safety Solutions 56 Getting Your Hands Dirty – Toxic Ship Dumpers REEFERS

34 Conventional Decline – Fruit Hunters

38 Cool & Sustainable – Climate Controlled Fleet

REGULARS

1 Editor’s Note 4 News in Brief

60 Outfitters Pages

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

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16 On the Cover Direct track connections carry cargo not only from deepsea terminals in Germany and the Netherlands to and from the DITDuisburg Intermodal Terminal, but also bring containers from the deepsea terminal Antwerp Gateway on the Western Scheldt (read more on pg 22). Right at the heart of the Rhine-Ruhr region, the Port of Duisburg is also a key part of another container initiative on the Western Scheldt – Zeeland Seaports’ new intermodal planning tool (read more on pg 24). (Photo courtesy of Duisport, Jürgen Müller) P I 2014 | Vo l u me 3 | I s s u e 2 | 3

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PORT INDUSTRY

NEWS IN BRIEF FEATURE

New Rail Advantage The Port of Felixstowe’s rail advantage is set to grow further with the official opening of the Ipswich Chord in March. The new chord reduces rail freight journey times to and from the UK’s largest container port by 1 hour in each direction providing a substantial performance and efficiency

improvement for both rail and sea freight operators. Last year, rail volumes at the Port of Felixstowe reached record levels when 830,000 TEU were handled at the port’s rail terminals.

Lit by LEDs Rietlanden Terminals is the world’s first terminal to be illuminated entirely by high-power LEDs, according to the Port of Amsterdam. The Port of Amsterdam sees LED lighting as a wonderful innovation for giving shape to sustainability targets, for the port as well as its customers. The energy savings amount to around 60 percent vis-à-vis existing lighting solutions, also thanks to the dimmable light fixtures.

| Read more on port-industry.com

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PORT INDUSTRY

Photo courtesy of Sibre

THE NEW COMPACT DISC BRAKE CB6 FROM SIBRE SIEGERLAND BREMSEN IS READY FOR HARSH ENVIRONMENTS. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

Most Efficient Port Award The Port of Amsterdam was recently presented with the Cruise Insight award for the ‘Most Efficient Port Services’ during the Cruise Shipping Miami international trade fair for the cruise industry. In addition to winning this international award, the port also picked up a nomination from Royal Caribbean Cruise Line for its outstanding service.

Three Years in a Row The 2013 financial results of the Port of Esbjerg exceeded expectations and demonstrated the solid business of the port with significant growth during the past years. The Port of Esbjerg announced a record revenue and profit for the third consecutive year. The growth reflects a high activity level on all three main business areas of the port; RoRo, oil & gas and offshore wind; and has resulted in a strong demand for new port areas.

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

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June

July

September P I 2014 | Vo l u me 3 | I s s u e 2 | 5

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PORT INDUSTRY

NEWS IN BRIEF Green Diesel Investment Preem is set to invest EUR 33.6 million at its plant in Gothenburg to increase production of green diesel. Since 2010, Preem has produced diesel based on tall oil, a residual product from the forestry industry. The tall oil is shipped from Pite책 to the Port of Gothenburg, where it is processed together with fossil-based diesel at the Preem refinery, giving it the same properties as regular diesel. The present annual volume of around 400,000t of tall oil diesel is expected to double, when the expansion of the Preem refinery is completed in autumn 2015.

Experience the progress.

mobile.harbour.crane@liebherr.com facebook.com/LiebherrMaritime www.liebherr.com

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Expanding European Footprint Lubbers Resources is expanding its European footprint in response to growing demand for its services in 2014. The company, a subsidiary of Lubbers Transport Group, will expand into West Netherlands as part of a strategic growth plan to deliver its services in the fast growing eastern European energy markets. The company currently operates out of its main base in Schoonebeek, Netherlands where it services the North Sea offshore industry as well as the Norwegian and German markets filling vacancies ranging from drillers and mechanics to project managers.

Find Us on Facebook Yellow & Finch Publishers have recently unveiled their brand new Facebook page. Updated daily with all the latest news from the maritime world, the new page is the perfect location for keeping up-to-date. Visit, like and follow us at www.facebook.com/ ynfpublishers.

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See the Damen Walk2Work in action Scan this ad with your Layar-app.

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NEW DESIGN: WHY? BECAUSE THE MARKET TOLD US SO! As energy recovery from renewable and fossil fuel sources pushes farther offshore, keeping maintenance staff comfortable is a key challenge. Damen Shipyards’ high performance ‘Walk-to-Work’ vessel addresses the expectations as set by the industry. The vessel has on-site work and storage facilities, plus accommodation for up to 40 maintenance personnel and management and a crew of 20. It will be able to stay out at sea for voyages of up to one month duration, feature dynamic positioning (DP2) and a telescopic, motion-compensated transfer gangway to allow for transfer of maintenance teams to walk between vessel and the offshore structure.

WWW.DAMEN.COM | INFO@DAMEN.COM | +31 183 63 99 11

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PORT INDUSTRY

NEWS IN BRIEF Temporary Heavy Lift Terminal

Largest Deepwater Port in the US LIGTT Project Company LLC asked Bechtel to provide management services for the preconstruction of the Louisiana International Gulf Transfer Terminal. The innovative new cargo transfer terminal off Louisiana’s Gulf Coast will be the largest deepwater port in the United States and will cater to the new classes of larger, more economical ships. Bechtel has already begun pre-construction work for the 101ha deepwater port and will provide preliminary services for overseeing the design and permitting of the facility.

Mammoet has effectively turned the port of Güiria, Venezuela into a temporary Heavy Lift Terminal by employing its new Mammoet Terminal Crane, the MTC-15. The port saw its need for heavy lifting increased after PDVSA, the Venezuelan National Oil Company, decided to build a new power plant 20km further inland. The MTC-15 adds considerable crane capacity to the small local port, making it possible to bypass the nearest heavy lift facilities at the port of Trinidad and transport the power station modules and materials directly to Güiria.

Cuxport Ready for Growth

Shiploader on the Move SAL Heavy Lift transported and installed a 1,250t coal shiploader to Abbot Point in Queensland, Australia. The transportation marks the conclusion of a year-long, technically complex project whereby, early last year, the shiploader was transported from Abbot Point to New Port shipyard at Mokpo, South Korea, for refurbishment and upgrading, returning it to Abbot Point. On the outward voyage to South Korea, the shiploader weighed 1,050t. Following its upgrade, its return weight was 1,250t due to steel and other material additions and can now load at 7,000t per hour.

In February the Managing Directors of Cuxport signed a MoU for the construction of berth 4 at the Cuxport terminal in Cuxhaven. Once the planned work has been completed in the spring of 2017, Cuxport will have another 290m of pier at its disposal together with water deep enough for sea-going vessels and about 85,000m2 of space for port handling operations. The port operator also expanded its operations to include distribution services by rail for Jaguar and Land Rover vehicles bound for the German market since January 2014.

<< | Read more on port-industry.com

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BELGIAN PORTS

PORTS RESPOND TO INCREASINGLY ATTRACTIVE POTENTIAL OF LNG

Having a Gas

MASSIVE CHANGES TAKING PLACE WITHIN THE ENERGY BUSINESS ARE DRIVING INVESTMENT INTO INCREASED LNG INFRASTRUCTURE AT THE PORT OF ZEEBRUGGE, BELGIUM. THE PORT HAS BEEN A NOTABLE gas hub for over 25 years and is aiming to maintain its leading role in the future evolution of LNG bunkering. Recently the port has provided bunkering services to the first ever LNG powered tug vessel, whilst the construction of a second jetty at Zeebrugge’s LNG terminal continues.

WORDS BY BEN LITTLER

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BELGIAN PORTS

Photo courtesy of Fluxys Belgium

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orthcoming IMO regulations demand the reduction of sulphur emissions from vessels operating in ‘Sulphur Emission Control Areas’ – amongst which are the North Sea, the English Channel and the Baltic Sea – from 2015 and, from 2020, more generally. This has increased the potential market for LNG as a maritime fuel. Low sulphur marine diesel is costly compared to fuels currently used, as is installation of the desulphurising technology still in development. All of this makes LNG, with its negligible sulphur and

particle emissions and 15-20 percent reduced carbon output, an attractive, costeffective alternative.

Chicken & Egg

That there is a ‘chicken and egg’ situation surrounding the LNG sector is well known. Currently, a shortage of facilities makes wide-scale LNG fuelling difficult. At the same time, the low-use of LNG fuelled transport currently prohibits investment into the sector, perpetuating the current scenario. The CEO of Fluxys, who operate

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BELGIAN PORTS

In the future these safe bunkering operations will become routine for a steadily growing fleet of LNG ships… the LNG Terminal at the Port of Zeebrugge, Walter Peeraer, said of the matter, “Transporters are holding off switching to LNG for lack of filling stations and no filling stations are being built because there are no customers.” Zeebrugge, however, has something of a history with LNG. The LNG terminal at Zeebrugge has been in use at the port since 1987. Gas is brought to the port by seagoing vessels and by an 814km pipeline, the Zeepipe, from Norway. The LNG is stored temporarily at the port in tanks, before being regasified and injected into the grid or transported onwards by land or sea. Zeebrugge is a north-west European leader in the LNG sector, accounting for up to 15 percent of the regional LNG market.

Increasing Capacity

Fluxys are clearly planning for a future in which LNG has a bigger role to play. To that end they are developing port facilities significantly. A second jetty is currently under construction at the Zeebrugge terminal. When operational, in 2015, the new jetty will give the terminal the capacity to handle almost any size of LNG vessel, including bunkering vessels which will operate from and in the port, supplying larger vessels with fuel. Demonstrating the port’s potential as a bunkering base, LNGEurope recently supplied fuel to the world’s first LNG powered tug at Zeebrugge. The vessel, the Borgøy, was on a voyage from Turkey, where she was built, to Norway, where she will be operated by Statoil. Borgøy emits 30 percent less CO2, up to 90 percent less NOx and 70 percent less noise, than a diesel-powered alternative. LNGEurope’s team had previously gained plenty of experience in the delivery of the ‘truck-to-ship’ bunkering method at Rotterdam and Antwerp as well as along inland waterways. However, this was the first time any bunkering had been carried out at Zeebrugge. LNGEurope planned the operation in conjunction with the port authorities, 1 2 | P I 2 0 1 4 | Vo l u me 3 | Issue 2

LNG Bunkering2.indd 12

Fluxys and Hoppe Maritime Group. LNGEurope’s Koos Blazer said of the bunkering, “This successful bunkering operation confirms the belief of LNGEurope that in the future these safe bunkering operations will become routine for a steadily growing fleet of LNG ships…” Joachim Coens, CEO of the port authority said, “This bunkering operation is of the greatest importance for the port of Zeebrugge. Firstly we can be proud that BUBE [vessel owner Buksér og Berging] has chosen Zeebrugge to perform this operation. Secondly, it is a confirmation of the time and effort we’ve invested in becoming the first mover in LNG bunkering. We’ve started up several projects with different parties which are all at different stages of development. To see this project performed successfully is very gratifying.”

Inland Barge

Amongst the projects being discussed with various parties are investigations into potential new vessels, both sea-going and inland waterway barges, which could use the port’s facilities. Amongst these is an LNG transportation barge which is designed to navigate the inland water routes around the Port of Zeebrugge. The carrier vessel is being developed by the Veka Group in partnership with Deen Shipping. The vessel will have three 702m3 tanks and will be able to offload at land installations via two manifolds or directly into fuelling ships with an onboard bunker crane.

Maritime & Beyond

The port of Zeebrugge’s potential to serve LNG needs extends beyond the maritime sectors. Fluxys is investing in a brand new LNG filling station on the premises of Veurne-based road transportation company Mattheeuws Eric who has recently acquired 26 LNG-powered trucks. The station will also be open to other transporters. Fluxys’ new station will contain a 60m3 LNG storage tank and will be supplied by a tanker truck direct from Zeebrugge.

Photo courtesy of Patrick Henderyckx, Aerial Photography Henderyckx

Getting in on the Act

That the wider use of LNG in the future is anticipated can be seen in the activities at other ports in the region. At the recent Vlaamse Havenlunch event in Antwerp, the Deputy Managing Director of the Port Authority of Ghent, Peter Mortier, announced moves towards LNG. He stated that Ghent was in the early stages of cooperation with Zeeland Seaports towards ascertaining the market potential of an LNG bunkering station in the Port of Terneuzen. i. www.portofzeebrugge.be

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BELGIAN PORTS

The LNG terminal at the Port of Zeebrugge showing the construction of the second jetty.

Over the Pond On the other side of the Atlantic ABS has been helping to prepare the North American maritime community for more wide-spread use of LNG as a fuel. Their recent publication, ‘Bunkering of Liquefied Natural Gas-Fueled Marine Vessels in North America’ aims to provide guidance to vessel owners and operators. The information is intended to help the target audience to obtain regulatory approval for projects. ABS Vice President for Global Gas Solutions Patrick Janssens said, “As the potential for LNG-fuelled vessels in North America continues to grow, uncertainty exists on how to meet various regulatory requirements… This report lays out an integrated approach to addressing the federal, state, provincial and local requirements that may impact LNG bunkering infrastructure...” Included in the scope of the report is consideration of bunkering options, hazard, risk and safeguard identification, state, local and port-specific issues, summarisation of applicable regulations and presentation of process outlines for meeting them. The report is available on the website of ABS.

Photo courtesy of LNGEurope

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SENNEBOGEN UNVEIL SHIP-UNLOADER FOR TURKISH OPERATIONS

Custom Coal Collection SENNEBOGEN UNVEILED THEIR NEW, BESPOKE, 875 E-SERIES AT BAUMA 2013 IN MUNICH, GERMANY. Since then the ship-unloader machine has been delivered to the client, Kocaman Denizcilik, for operations in the Turkish port of Aksa.

he machine is currently being used exclusively for unloading coal carrying vessels. Its 7m3 double steel grab has a capacity to handle around 600t per hour. The 875, with its cycle of just 30 seconds, had proven its capabilities by the end of the first day of operations.

Double Savings

The machine offers reduced operating costs, through its Green Hybrid Energy Recovery System and efficient electric drive. The Recovery System saves energy in the system when the boom is

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lowered and makes it available the next time it is lifted, providing 30 percent improved efficiency. The 875 E-Series is driven by a powerful 355kW electric motor with a mobile power supply. The efficient system offers 50 percent savings

relative to conventional diesel. Other benefits include longer maintenance intervals, dispensation of fuel stops and longer component service life.

Clear Views

Operators have been impressed by the cab, which offers unobstructed views across the hull of the vessel being unloaded and the feed loader. The cab is in an elevated position, with an adjustment range of 9m. A view of the work area is ensured by a continuous panorama windshield, an

armoured glass floor window and multiple cameras.

Tailor Made

Features of the 875 E tailored specifically to the client’s needs include the machine being set up on the crawler gantry with a clearance height

of 5m and a track width of 5.8m. To enable work above the conveyor belt system a mobile crawler gantry variant was selected. This allows for flexibility over the entire quay length and cuts the slewing angle in half. Coal is unloaded directly underneath the machine into the funnel, saving time and labour. i. www.sennebogen.de

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SCRAP HANDLER FINDS SOLUTION IN LIEBHERR MOBILE HARBOUR CRANE

Versatility Wins the Day “THE LHM 550 SIGNIFICANTLY INCREASES OUR SCRAP HANDLING CAPACITY,” COMMENTED MAJA STUWADOORS MANAGING DIRECTOR ARIE Holleman on the delivery of the company’s new mobile harbour crane at Alba’s new export terminal in Amsterdam. Port Industry’s Tom Scott speaks to some key players about mobile harbour cranes and scrap metal handling. WORDS BY TOM SCOTT

ith offices in Amsterdam and Rotterdam, Maja Stuwadoors operates a fleet of seven floating cranes in various Dutch ports. The company is well-known for its expertise in loading and unloading bulk goods. With an eye to increasing business, the company opted for its first Liebherr mobile harbour crane to upgrade its facilities.

Photo courtesy of Maja Stuwadoors

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PORT EQUIPMENT

Liebherr Sales Manager Arie Punt helps unload the new mobile harbour crane.

Amsterdam’s New Scrap Terminal Late February saw the official opening of Alba Scrap Trading’s new export terminal in Amsterdam’s Vlothaven. The 27,000m2 facility with its 180m long quay exports mostly iron-based scrap metal and also plastics, non-ferrous metals and paper from German origin to Turkey, Egypt and Spain. Maja Stuwadoors is responsible for all cargo handling tasks at the new terminal – calling in the services of their new Liebherr mobile harbour crane. The new facility is five times larger than the old operation in Dordrecht; Alba now aims to export between 30 - 40,000t per month.

Maja Stuwadoors new Liebherr LHM 550 arrives in Amsterdam.

Photo courtesy of Maja Stuwadoors

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Getting Roped In

Equipped with two winches that provide a maximum lifting capacity of 124t and a maximum outreach of 48m, this new asset is capable of handling up to post-Panamaxsized vessels. These figures translate to highly efficient scrap metal handling. “For that reason, our customers will also strongly benefit from this investment,” continues Mr Holleman. “Moreover, our portfolio comprises many other materials and thanks to its flexibility the new machine can be operated wherever it is required.” In four-rope grab operation the maximum lifting capacity is more than 40t @ 43m. “In a two-winch set up, one winch opens and closes the grab, the other winch is used for hoisting and lowering the grab,” informs Liebherr Maritime Benelux Sales Manager Iwan Scholte. “The advantage of this set up is that opening and closing times are quicker and there is less maintenance.” For the specific needs of scrap metal handling, Maja Stuwadoors choose Verstegen Grijpers to supply the grab for

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PORT EQUIPMENT Maja Stuwadoors loaded 40,000t scrap metal on board the E.R. Bologna bound for Turkey.

their new crane. Designed specifically for scrap metal handling, their 19t orange-peel grab has a 16m3 capacity and is optimised for the Liebherr LHM 550 crane. At the end of March, the new crane completed a major project – loading 40,000t scrap metal on board the 188m E.R. Bologna that is bound for Turkey.

Crane on the Run

It is the flexibility of Liebherr’s range of mobile harbour cranes that make them all-rounders in the port environment, capable of lifting everything from containers to bulk goods and general cargo to heavy lifts. When lifting containers, the crane can be fitted with manual, semi or fully automatic telescopic spreaders capable of handling all regular container sizes between 10 and 48 feet. “Hooks are used to lift general cargo whereas grabs are used during bulk handling activities,” explains Mr Scholte. “This flexibility makes the mobile harbour crane such a valuable asset for diverse loading and unloading operations.” Changing from one lifting device to another only takes a few minutes. “It is as simple and quick as hooking up your caravan to your car,” assures Mr Scholte. Mobility is also an important issue – Liebherr’s mobile harbour cranes have a patented chassis where the number of individually mounted sets of four wheels each can be easily adapted to comply with the most stringent quay load restrictions. Alternatively, the basic undercarriage concept can be replaced by a portal or a barge to offer floating services. The modular concept of the range is further demonstrated by various tower extensions and boom variants with different radii. There are also a variety of winch configurations and drive systems available to conform to all lifting requirements.

Benefits of Modularity

The concept of modularity is demonstrated by the rapid delivery time of this latest order to Maja Stuwadoors. In late

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November, Maja Stuwadoors and Liebherr Maritime Cranes were in touch for the first time. After negotiations in December, the contract was signed in January. “We have all the modular components in house,” explains Mr Scholte. “We didn’t have Maja’s exact configuration, but it didn’t take long to put the order together.” The Liebherr Maritime Cranes factory in

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MORE STABILITY

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MORE MILEAGE

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PORT EQUIPMENT

Verstegen’s orange peel grab handling mixed scrap metal (above) and shredded scrap (below).

Rostock has a deepwater quay that provides direct access for RoRo transport. Therefore, cranes can not only be delivered quickly but also fully assembled and ready for operation. Just one month after signing the contract, Maja Stuwadoors took delivery of its new mobile harbour crane. “Business is on the rise and fast delivery was very important for us,” adds Maja Stuwadoors Director Marco Holleman. “The close and professional collaboration between both partners was impressive and facilitated a short delivery time.” i. www.majastuwadoors.nl i. www.liebherr.com

Photo courtesy of Verstegen Grijpers

Know Your Grabs

Whereas it is possible to calculate the exact density of ‘predictable’ bulk materials such as coal or fertiliser, this is not the case with scrap metal. It is one of the most difficult materials to handle because it is not a uniform product. Different types of scrap metal require different types of grabs in terms of design, capacity and strength. When handling mixed scrap and heavy melting steel with large pieces, the dynamic forces acting on the grab and the crane are important. These can result in 20-30 percent higher crane loads meaning a lot of extra force is required to pull the grab free from the scrap. The compression of scrap metal also has to be taken into account. Normally shredded scrap has an (uncompressed) density of 0.8 to 1t per m3. However, when the grab is put on the material and closed, the grab can pick up a much larger volume than the designed capacity and most of the time the shells cannot close completely. Furthermore the shredded scrap is compressed inside the shells. The combination of the above results in a much higher grabbing density of 1.4 to 1.8t per m3. The various forces acting on an orange peel grab, such as the one used by Maja Stuwadoors, can be extreme and this can result in damage and subsequent high maintenance and repair costs. About 10 years ago Verstegen Grijpers started a programme to improve the design of the orange peel grabs. This has been a success – by strengthening the construction and fine-tuning the design, grab reliability has increased while maintenance and repair costs have been reduced. In recent years, the company has delivered more than 500 orange peel and clamshell grabs for mobile harbour cranes. i. www.verstegen.net

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BELGIAN PORTS

Photo courtesy of Duisport, Rolf Köppen

CONNECTION TO EUROPEAN HINTERLAND

EVERY DAY 250 LOADED FREIGHT TRAINS LEAVE

Intermodal

THE ANTWERP PORT AREA EN ROUTE TO THEIR

TEAMWORK

NEXT DESTINATION. A LOT OF THESE EVENTUALLY pass through one of the largest inland ports in the world, namely Duisport. Speeding up transport, three direct weekly rail round trips now connect with the deepsea terminal Antwerp Gateway. The full intention is to provide a daily rail connection service as soon as possible, subject to demand. WORDS BY ANOESHKA MAASKANT

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ith the direct connection, the two busy ports are winning more business from surrounding ports in the Benelux area. The train service is processed by Duisport agency and operated by IFB, departing from Antwerp’s Quay 1700 for Duisburg, from where more than 80 direct destinations in Europe and Asia can be reached via 360 trains scheduled per week. In the past, the freight trains from Antwerp were routed via the Main Hub and the Narcon system, which is the provider of cargo train services in Belgium. The direct new service provides customers with faster and more efficient cargo handling in both directions.

Twice the Success

Photo courtesy of Duisport, Rolf Köppen

The intermodal hub of Duisport handles more than 110 million tons of cargo annually, requiring 20,000 trains arriving and departing on a yearly basis. No wonder this cross-road in the heart of the RhineRuhr region is one of the most important transport turntables between Eastern and South-Eastern Europe, the Rhine-Ruhr area and the North Western European seaports. With support from Antwerp Gateway in the second largest port in Europe, the new service can also benefit all other Antwerp terminals, by using short barge services provided within the port. Erich Staake, Chief Executive Officer of Duisburger Hafen AG said, “This new rail service is the fastest intermodal solution between Antwerp and

Duisburg and thus guarantees our maritime customers a very efficient connection to the European hinterland.”

Multimodal Solution

Antwerp Gateway is the innovative DP World managed, deepsea container terminal at the Deurganckdock, located in the Scheldt-Maas-Rhine delta. This core container terminal, which was set up in 2006, is capable of handling the largest ULCC vessels in the world. Rob Harrison, CEO of DP World Antwerp said, “The rail terminal at Antwerp Gateway is perfectly positioned to handle the container volumes between the German hinterland and the container terminals in the port of Antwerp. Direct trains to and from the maritime terminals guarantee an easy and cost effective access to the port.” The terminal is continuing its expansion in anticipation of growing business and the ever-increasing size of vessels demanding more efficient and speedier turnarounds. Antwerp Gateway, with its gantry cranes with an outreach up to 23 containers and a combination of Automatic Stacking Cranes and straddle carriers in the yard, aims to generate unrivalled productivity with the new rail connection service. i. www.antwerpgateway.be i. www.duisport.com

Photo courtesy of Duisport

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PORT SOFTWARE & A UTOMATION

Photo courtesy of Dennis Vinkoert

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Zeeland Seaports Commercial Manager Jean Ruinard: “The Intermodal Planner provides the best connections available between 40 countries!”

IMPROVING THE EFFICIENCY OF CONTAINER HANDLING

The Dutch Connection WORDS BY TOM SCOTT

CONTAINER TRANSPORT IS NOT JUST ABOUT THE BIG PLAYERS. SMALLER PORTS SUCH AS ZEELAND SEAPORTS IN THE NETHERLANDS CAN ALSO GET A PIECE OF THE ACTION BY OFFERING intelligent logistics solutions. With the recently launched Intermodal Planner, cargo owners can streamline efficiency and reduce transport and handling costs. Editor Tom Scott spoke to Zeeland Seaports Commercial Manager Jean Ruinard about the current state of play of containerisation while looking ahead to future developments.

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Port of Vlissingen on the North Sea offers a range of intermodal connections.

ust as important for a port as its location is the good connections it has with the hinterland. The better the connections, the more services a port can offer. In his role as Commercial Manager at Zeeland Seaports, Jean Ruinard’s aim is to develop the containerisation at the Ports of Vlissingen and Terneuzen – the two ports that stand under Zeeland Seaports’ umbrella.

Zeeland Container Terminal in Terneuzen.

Best Connections

Launched at the end of March, the online Intermodal Planner is just one of the tools that he has at his disposal to achieve that goal. Built in cooperation with Ecorys, the site is a simple and quick way of showing users the different possibilities for transporting their containers. “The Intermodal Planner is a route planner, not a booking website. For example, it gives the connections available between Vlissingen and Duisburg, Germany. Presently, the route is based via inland waterways to Rotterdam, followed by train from Rotterdam to Photo courtesy of Sky Pictures.

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Chemicals, Outokunpu, Cargill Kloosterboer and Verbrugge to name a few,” continues Mr Ruinard. “They all take their cargo to Rotterdam or Antwerp via inland waterways. We want to create awareness to bundle this transport together to streamline services. The advantages for the customer of consolidating loads in Vlissingen will be savings of time and money.” The Dutch Government shares his view – the Netherlands Minister for Infrastructure and Environment Melanie Schultz van Haegen said recently: “We want to build on the strengths of the inland waterways, such as price and sustainability. Efficient use of the waterways creates fewer trucks on the roads and better accessibility.”

The Right Tools

Photo courtesy of Sky Pictures.

Duisburg. In the future, we want to look at direct connections between Vlissingen and Duisburg.” The site has seen some impressive activity: “We saw 400 visitors to the site on its second day,” informs Mr Ruinard.

Streamlined Services

Currently the site has around 50 operators involved, ranging from large shipping lines, barge and railway operators and feeder lines to name a few. The number of parties involved is an ongoing process. “If there are routes that are not covered in the Intermodal Planner, then we will grow to cover them,” continues Mr Ruinard. “As the Intermodal Planner develops, of course there is the possibility that operators will start to cooperate to provide more efficient services.” This concept of increasing efficiency runs strong in Mr Ruinard’s view of the future development of container transport. “At any one time, we have around 400,000 containers in our ports, at [terminals] Dow

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News of the launch of the Intermodal Planner was also released to the German press. “Lots of the container traffic goes to the German hinterland,” explains Mr Ruinard. “Germany is an important player in the container world. At this moment we are concentrating on providing connections to the hinterland, including Germany and Austria but also France and the UK.” “Location is very important. We are in a perfect position in the so-called Blue Banana. Our location between Rotterdam and Antwerp and the fact that we are only an hour’s sailing from the North Sea means that we are a very interesting option for shipping companies,” comments Mr Ruinard. “We have congestion freeroads, rail connections and inland waterways. I expect a definite growth in container handling – we have all the right tools in our hands.”

Local Container Handlers

“In Vlissingen, several stevedores have mobile cranes that can handle containers,” says Mr Ruinard. “But at this moment, there is no dedicated container terminal in Zeeland.“ Logistic service providers Kloosterboer and Verbrugge recently reached an agreement with a number of container shipping companies to start a container depot in Vlissingen. The initiation of such a container depot means that local exporters will no longer have to collect the containers from Rotterdam or Antwerp thus reducing transport and handling costs. In addition, both companies offer a barge service to the

larger seaports for onward transport. The barge transport system has the advantage that the busy routes around the large seaports are avoided. Katoen Natie’s multi-purpose terminal is located in Terneuzen. The global logistics provider is ideally situated for hinterland connections and has witnessed increasing container throughput.

Future Markets

“Container traffic will continue to grow, so we have to work with this,” explains Mr Ruinard. “As more and more breakbulk becomes containerised, a port must expand with containers in mind.” When looking to the future, Mr Ruinard sees great potential for growth in container transport. “Maybe in terms of a small-scale container terminal for a niche market – for example, Africa, the Baltic states and Russia. But we are taking it step-by-step.” As the first independent online search engine, Zeeland Seaports’ Intermodal Planner provides the best connections available between a total of 650 terminals in 40 countries. This is surely a step in the right direction. i. www.zeelandseaports.com i. www.intermodalplanner.eu

Focus on Liege One of the cooperating operators in Zeeland Seaports Intermodal Planner is Liege Container Terminal. Liege is Belgium’s largest inland port and is situated at the hub of a closely linked network of multimodal connections. The port has direct links with the major European seaports of NorthWest Europe. Rotterdam can be reached within 24 hours and Vlissingen and Antwerp in significantly less time. Road connections deliver trouble-free, fast connections to Brussels, Luxembourg, Germany and France. Liege Container Terminal provides a comprehensive spectrum of services to offer solutions for every transport need. Their aim is to guarantee a seamless system of downstream distribution – involving transferring containers to the hinterland within the shortest space of time. As well as containers, the Port Authority manages a total of 32 ports located along the River Meuse and the Albert canal that are capable of handling diverse products such as building materials, petroleum products, chemicals, metals and agricultural products. i. www.portdeliege.be i. www.liegecontainerterminal.com

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OFFSHORE LOGISTICS

Photo courtesy of Associated British Ports

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OFFSHORE LOGISTICS

INVESTING IN THE FUTURE OF OFFSHORE WIND AT THE PORT OF HULL

Round 3 Port WORDS BY BEN LITTLER

GEARING UP FOR THE UK’S ROUND 3 OF OFFSHORE WIND PROJECTS, SIEMENS AND ASSOCIATED BRITISH PORTS (ABP) HAVE RECENTLY ANNOUNCED THE INVESTMENT OF GBP 310 MILLION INTO THE development, at the Green Port of Hull, of two sites. One will be for the construction, assembly and service of turbine components and the other, a new rotor blade manufacturing facility. These features will call on the services of breakbulk and project cargo specialists.

The investment is just the kind envisioned by the UK Government Offshore Wind Industrial Strategy released late last year. The report aims to promote British involvement in project activity taking place in UK waters. It highlights the opportunities for UK-based businesses, but also acknowledges the challenges. Amongst these, the report says, is the need to develop a stronger supply chain, one that can compete more effectively with neighbouring EU states. The Siemens – ABP venture at Hull goes some way to addressing this need. For the development Siemens is investing GBP 160 million and ABP GBP 150 million. The new facilities will directly support 1,000 new jobs in addition to facilitating additional employment opportunities further down the supply chain. Of course, they will also offer a tremendous boost to the UK offshore wind energy sector.

Show of Confidence

The decision to invest is a show of confidence in the UK offshore wind sector and governmental moves to prepare it for the future, as Michael Suess, CEO of Siemens’ Energy Sector and Managing Board member says: “Our decision to construct a production facility for

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OFFSHORE LOGISTICS

Photo courtesy of WWL ALS

offshore wind turbines in England is part of our global strategy: We invest in markets with reliable conditions that can ensure that factories can work to capacity. The British energy policy creates a favourable framework for the expansion of offshore wind energy. In particular it recognises the potential of offshore wind energy within the overall portfolio of energy production.”

Politically Correct

The project has attracted a lot of political attention, including a recent visit from British Prime Minister David Cameron and Energy and Climate Change Secretary Ed Davey, both of whom praised the investment for its economic benefits. James Cooper, CEO of ABP, spoke of how the development would help the port – and the Humber region – to service the future energy needs of the country. “The announcement by Siemens…underlines the critical role the Humber region plays in servicing the UK’s energy needs, both today and in the future. Our investment in Green Port Hull will ensure the supply chain supporting this exciting new industry can be centred on the Humber…”

Green Port

The new facilities will form part of the Green Port of Hull project which has been in

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development over the past 4 years. A collaboration between ABP, Hull City Council and East Riding Council, the project aims to create a world-class renewable energy hub, capitalising on the port’s location close to Round 3 developments. A total of 500ha at the port and close-by are available for development, offering space for manufacturers, business parks, research and development facilities and operations and maintenance. The project includes the regeneration of Alexandra Dock, the location of which, close to a deepwater channel, ensures suitability for the import and export of turbine components. The largest site available at the Green Port Hull is the 80ha at Paull. It is here that Siemens is developing its new rotor blade manufacturing facility.

Onshore Wind

As well as making major contributions to the offshore wind sector, Hull has featured recently in a number of projects for the facilitation of onshore wind installations. WWL ALS, who are headquartered at the port, have handled a number of turbines arriving on vessels, for their client Nordex. WWL ALS operate internationally, handling port operations as far away as South Africa. In the UK and Ireland they are a Nordex partner of choice and responsible for

100 percent of wind-based port operations. Richard Platts, Senior Manager Projects Shipping, explains how the Port of Hull is particularly well suited to wind energy operations. “We also use Immingham, but to a lesser degree than Hull. This is because Hull is accessible to larger vessels, which is especially important as turbine components continue to get larger. Additionally Hull has some excellent hinterland connections for transporting turbine components.” Mr Platts explains the essence of WWL ALS service offering: “Our project team provides a unique and comprehensive nationwide maritime and ports service to vessel owners, cargo owners and freight forwarders. Using the latest technology we attend vessels across the UK and Ireland providing clients with the entire range of services necessary for a vessel call. It is a unique service – we are the only company to have fully qualified staff in the ships agency, cargo handling and chartering profession, with our own in-house marine cargo warranty surveyor without subcontractors.” i. www.siemens.co.uk i. www.abports.co.uk i. www.abnormal-loads.com i. www.greenporthull.co.uk

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QHSE & PORT SECURITY

Editor’s Picks for

Port Security & Safety Solutions Providing a safe working environment for port workers is a non-negotiable issue. The potential threat of numerous modern-day security issues adds to the situation. Port Industry’s Tom Scott looks at how technology has provided the answers to some key security and safety questions.

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Sponsors

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www.tocevents-europe.com/visit 14-04-14 09:43

REEFERS gas sector totalled 2,836 million tons, while the five main dry bulk commodities (iron ore, coal, grain, bauxite / alumina and rock phosphate) together accounted for 2,665 million tons. From the ‘other’ dry goods, totalling 3,664 million tons, the share of the container sector was 1,480 million tonnes. All in all these staggering amounts transported by ship and sea represent a doubling since the mid-nineties. Moreover, Clarkson Research Services predicted a further increase of 4.4 percent to 9.5 billion tons in 2013.

Long Distance Cool

Excluding containers, the remaining quantity falling under ‘other’ dry goods and transported by sea represents a diverse range of goods. This includes a variety of fresh fruits such as pineapples, bananas, kiwis, apples, oranges, lemons and grapefruits. The total of this refrigerated goods sector accounts for 2.5 percent of the ‘other’ dry goods. That seems low, but in 2012 it was still 91.5 million tons and was expected in 2013 to rise to 95 million tons. A clear growth market for cargo therefor, and one for which involves great distances from countries including Central and South America, New Zealand and South Africa. Such cargo must be cooled during the trip so that it can ripen en route and after arrival at the discharge port can reach the end customer. For this purpose the industry introduced refrigerated cargo ships, or reefers. Built for fast sailing and usually painted white, these vessels are known as fruitjagers in Dutch (‘fruit hunters’).

Container Advantage

A leader in this sector is Seatrade, based in Groningen, the Netherlands, which has been

About the Author Captain Cees de Keijzer (1943) was employed by the Port of Rotterdam for 26 years, in several operational and policy making positions. For his merits the Rotterdam Court of Mayor and Aldermen awarded him with the Erasmus medal. Over half a century ago he commenced as merchant officer at the Holland America Line and sailed for different shipowning companies. Since 2004 he has been President of the World Ship Society Rotterdam, an active club of maritime ship lovers. He is co-author of the book series ‘Splendid ships and jobs in the port of Rotterdam’.

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world’s largest reefer operator for many years. Whether this will continue is uncertain, because they face ever-increasing competition from container liner services, competing with reefer plugs. For example, CMA CGM’s 18,000 TEU vessels operate with 1,400 reefer plugs and Hamburg Süd takes the crown with no less than 2,100 of these connections on its new ships of 9,800 TEUs. Another advantage of these reefer containers is that they can be unloaded directly onto a truck and transported to the customer, avoiding unloading on pallets into and then out of cold storage. This saves additional transshipment operations, cold storage rental and also possible damage – so time and cost. Seatrade has also scrapped a large number of ships in recent years. In mid-2002 it had 126 ships, but by early 2013 that number was reduced to 79. There’s virtually no talk of new builds and future expectations are not rosy. An analysis by Dynamar predicts that by 2023 the conventional reefer capacity will be reduced to barely 320 ships.

Futuristic Vessel

Yet currently there is indeed a demand for conventional reefers and Seatrade leads the market with a share of 15 percent, followed by NYKCool (6.6 percent) , Baltic Reefers (5.7 percent), Frigoship (5.6 percent) and GreenSea (5.4 percent). Strikingly, specialists such as Great White Fleet (Chiquita), Spirit (Fyffes) and Dole Ocean Cargo Expess (Dole) only operate conventional reefers for a few percent and apparently prefer containers.

Reefer Giant at Le Havre In March Haropa Port of Le Havre received the 9,800 TEU containership Cap San Lorenzo. She is currently the world’s largest in terms of reefer capacity with 2,100 reefer plugs. In February the ship joined the Hamburg Süd service Europe – South America, replacing the smaller ship Santa Catarina. Haropa aims to increase reefer traffic at its three Seine ports, growing 19 percent in the sector from 2012-2013. More than 10 percent of Haropa’s reefer traffic is with South America. i. www.haropaports.com

Incidentally, the competition with container services also includes Seatrade itself using, yes… containers with a type of ship like Messina Strait. A futuristic-looking vessel forward and aft of the superstructure, it is in fact a containership of 880 TEUs (with 192 reefer plugs). Underneath there are six decks for cold storage, each with three compartments with temperature control for different types of cargo. This cargo is loaded and unloaded through large side-doors. The 186m long ship was launched 10 years ago in Lisbon and sails, along with her sister ship Magellan Strait, in the Dutch Caribbean Service of StreamLines. Seatrade Rotterdam offers sailings from Vlissingen, Dover and Rotterdam to Willemstad, Oranjestad, Costa Rica (Puerto Limon or Puerto Moin) and Santa Marta in Colombia. Flying the flag of Curacao, with these routes she regularly calls at her home port of Willemstad. Editor’s Note: This article was translated and edited from the original Dutch by John Gauldie.

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CLIMATE CONTROLLED SAMSKIP FLEET

Cool & Sustainable AT THE BEGINNING OF MARCH, 50 SAMSKIP COOLBOXX REEFER CONTAINERS ARRIVED AT THE ROTTERDAM SHORTSEA TERMINAL IN THE NETHERLANDS. THESE brand-new containers are part of a total shipment of 140 electrical reefer containers boosting the Samskip Multimodal fleet. The containers, which were manufactured in China, are enhancing Samskip’s capability to ship temperature-controlled or perishable goods across Europe.

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amskip operates one of Europe’s largest multimodal container logistics systems. Its system is able to move containers door-to-door between over 30 countries from the United Kingdom and Ireland to Russia, Scandinavia, Poland, the Baltic States, Finland and Iceland in the north to Spain, Portugal, Italy, Austria, Greece, Hungary, Czech Republic and Slovakia in the south and centre of Europe. Due to the new and improved design of the reefer containers – using a flat composite inner lining – the new containers are lighter, stronger, easier to clean and

will ensure a smoother (un)loading process. Each unit includes a high performance Thermo King Magnum Plus generator set, designed specifically for long distance transportation of deep frozen, frozen, chilled or heated cargo in a temperature range of -30 to 30°C. To further increase the payload capacity, the unit Tare weights are reduced from 5,990 to 5,760kg. But what really makes the containers environmentally friendly is the fact that the insulation material used is 100 percent non-CFC (Cyclopentane), which is in line with Samskip’s

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environmentally friendly business standards.

Sustainable & CostEffective Solution

Samskip offers a wide range of routing options, utilising road, rail, sea and inland waterways as appropriate to provide the best combination of rate and transit time to suit individual customers’ requirements and preferences. Sjaak Melissant, General Manager of Samskip Coolboxx mentioned: “The improvements are focused on expanding the network while offering an even more sustainable and cost-effective

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solution to our customers, with enhanced quality assurance for our customers’ temperature-controlled goods and perishables.” Samskip has over 13,000 containers at its disposal, ranging from 20ft to 45ft pallet-wide high cube containers including reefers, curtain-siders and flat-racks. The large shipment of new reefer containers will improve Samskip’s capability to ship temperature-controlled or perishable goods and will make them sustainable at the same time. i. www.samskip.com

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Photo courtesy of Port Pictures.nl

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MARITIME SINGLE WINDOWS

Streamlined Digital Declaration AS PART OF THE EUROPEAN UNION’S AMBITION TO STREAMLINE AND STANDARDISE THE REPORTING FORMALITIES FOR SHIPS ARRIVING IN AND/OR DEPARTING FROM PORTS OF THE MEMBER STATES, IT HAS INTRODUCED wide-ranging regulation. The European legislation demands every member state to establish a single point of digital declaration by 1 June 2015. All information reported to government agencies, with regard to sea vessels visiting European ports, has to be provided via the Maritime Single Window (MSW) of the country concerned.

he MSW allows parties involved in trade and transport, like agents, ship owners, governments, charterers and port authorities, to submit standardised information at once using electronic data transmission, with a single entry point to fulfil all ship, import, export, and transitrelated regulatory requirements. The person authorised by the operator of the ship must provide the competent national authority – prior to arriving in an EU port – the information required under the Reporting Formalities Directive. The EU is supporting MSW through different policies as a solution to simplify and facilitate ship reporting formalities.

Pilot Projects

Dr Takis Katsoulakos, Director of Inlecom Systems, mentioned the currently used processes are labour intensive, inefficient and deliver little

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value to any of the stakeholders. That is why Inlecom has been part of a number of pilot projects developing single-point digital declaration systems. Currently the eMAR Project, in which the maritime authorities of Latvia and Norway, DNV and DANAOS are participating, is developing prototypes to determine how the software, hardware and infrastructure required to support the MSW could be rolled out across Europe. The experiences of countries such as Finland and Norway, which have long since developed their own single window systems to transmit information to ports, have also been taken into account. In developing its national MSW, each EU country must specify a National Data Set reflecting all the regulatory requirements in that specific country. According to Inlecom Systems there will be two main channels for submitting reporting formalities to Maritime Single Windows. First, through the Port Community Systems or other port systems that the industry is already using. This methodology reflects current electronic reporting routes used for example in the UK, the Netherlands, France and Spain. The other is through reporting gateways and applications that shipping companies and their agents may decide to use by extending their own systems or by adopting new/extended compliance applications. Both routes have their merits and it’s possible that both will be made available and interconnected, in order to provide maximum flexibility for all stakeholders.

Future-Proof

One issue for Inlecom Systems is building in suitable flexibility and standardisation of messages to allow roll-out beyond the EU. There have been discussions with the World Customs Organisation but currently there isn’t the will to drive international harmonisation. Another key issue during the roll-out of the MSW is supporting the stakeholders through the transition period and ensuring that there are contingency measures to deal with ‘not ready parties’. Inlecom has been working with the steering group together with BMT as part of the eMAR project to address each agency’s differing requirements within the context of a UK

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system that’s not only fit for purpose, but also future-proof. This has engendered a pragmatic approach recognising that the needs of the user must be paramount. Consequently, the steering group has stipulated that rolling-out the Maritime Single Window at ‘least-cost’ for the industry must be a high priority. Looking forward to 2015, the most important action is for the different stakeholders across Europe to prepare for the change that lies ahead. There are already good examples of both national authorities and potential users across Europe engaging with the process and developing best practices. More pilot schemes will be starting soon providing further knowledge and experience to make sure that the transition period is planned properly. Users that want to integrate their existing systems with the MSW to allow direct data transfer will have to start the adaptation process. There will almost certainly be some unforeseen problems during the transition period but the effect of the pilot projects will be to minimise these issues as far as possible. The impact of the EU’s Maritime Single Window will undoubtedly be positive.

MSW in the Netherlands In the Netherlands the department of public works ‘Rijkswaterstaat’ is owner of the MSW and coordinates its development. ‘Logius’ (ICT) takes care of the technical development and maintenance. The MSW will be functioning in conjunction with Port Systems. A Port System is defined as the system designated by the port authority that ship agents are obligated to use for providing information about port visits to the port authority. In most cases Port Community Systems like Portbase for the Port of Rotterdam and Amsterdam serve this purpose. Other systems, so called ‘non-port systems’, are used for other types of data to be provided to government or non-governmental organisations. Examples are in-house systems of agents or charterers, or a service provided by Royal Dirkzwager and KVSA. i. www.rijkswaterstaat.nl

i. www.emarproject.eu i. www.inlecom.com

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JOINT PORT INFORMATION SYSTEM

Crossing Data

Borders

STARTING FROM 2015 THE PORT OF GHENT (BELGIUM) AND ZEELAND SEAPORTS (THE NETHERLANDS) WILL INAUGURATE A NEW SINGLE CROSS BORDER PORT INFORMATION SYSTEM. SEAGOING AND INLAND VESSELS will only have to use one port information system in order to moor and unmoor at the ports of Ghent and Vlissingen and Terneuzen (Zeeland Seaports). Bearing the new large sealock at Terneuzen in mind, which will be accessible from 2021, the new system will not only benefit the vessels, but also all the companies in the cross-border canal area. WORDS BY ANOESHKA MAASKANT

he new large sealock in Terneuzen is a critical asset to increase the port of Ghent’s present cargo traffic of 50 million tonnes. The new lock will improve the access for seagoing vessels with a maximum length of 366m, a width of 49m and a draught of 15m to the ports of Ghent and Terneuzen. To ensure a smooth transit of inland vessels and seagoing vessels through the Netherlands and Belgium towards France, the new Single Cross Border System is essential. Currently vessels that sail into or depart from the Port of Ghent or the ports in Vlissingen and Terneuzen have to report electronically using two different digital port information

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Through ENIGMA, all the vessel, voyage and cargo data are registered.

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Photo courtesy of Port of Ghent

systems. This means that, in order to guarantee smooth management, ships arriving in both ports must submit all of their data twice. Both the port of Ghent and Zeeland Seaports believe that the utilisation of a single port information system will be more efficient and economical for both ports.

ENIGMA

The current port information system at Zeeland Seaports, Port Xs, will be replaced by the Electronic Network for Information in the Ghent Maritime Area (ENIGMA). To meet

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Photo courtesy of Portaal van Vlaanderen

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Photo courtesy of HHM / H.-J. Hettchen

Photo courtesy of Port of Ghent

Port River Information System Elbe The Port of Hamburg will inaguarate a similar information platform for shipping on the Elbe estuary followed by a 1-year trial. The information platform for the Port of Hamburg is called the Port River Information System Elbe (PRISE) and will bring together all information on ship arrivals and departures from all of the parties involved in the handling process. The platform is specially designed for the requirements of the Port of Hamburg, where there is an increasing number of ever-larger ships that require handling within narrow time frames. A more rapid flow of information between all of the involved parties is essential in order to cope

with the growing level of complexity for planning and execution. PRISE will improve plannability of proceeding up the river Elbe as well as of shipping movements at the port and thus accelerate the flow of traffic. According to Peter Zielinski, Managing Director of Eurogate’s Container Terminal Hamburg – one of the co-developers, “This central information platform enables us to plan ahead further into the future, react more rapidly to changes at short notice and make more efficient use of our resources.” i. www.hafen-hamburg.de

the management requirements for both the ports of Zeeland Seaports and Ghent, there is the possibility to link the system to other management systems used by other ports. Through ENIGMA, all the vessel, voyage and cargo data are registered. Based on these data among other things, the port dues are calculated according to the tariff

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regulations. In addition to the data, ENIGMA also functions as a communication system between various ports to order warehouse services, pilots, boatmen, tugboats and other services. This way the planning and shipping follow-up in both the port area and the Ghent-Terneuzen Canal can take place smoothly through communication with the systems of other nautical service providers.

Digital Data

With the implementation of the new system, a step has been taken towards a cooperation between the international ports. The vessel will notify itself for entering the port until it leaves the ports again. Besides that, the vessels can order water and fuel, book their waste collection and deal with the formalities concerning safety in the port themselves.    In addition, service providers can also connect to the system. This way stevedores, shipping agents, pilot services, towing services, etc can enter their activities and data to complement the digital system. This

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makes it easy for users have access to all vessel berths, company locations and access roads to the port on a virtual map. Evidently, the system will continue to evolve in order to comply with the changing norms and to meet the new needs.

Long Term Investment

The ENIGMA system ties in with a previous decision from Flanders, the Netherlands and the ports of Ghent and Zeeland Seaports, to manage the shipping traffic along the GhentTerneuzen Canal together from 2017. All partners are currently working in close collaboration to allow shipping to move more smoothly, but each from its own location, using its own working arrangements and resources. The ultimate goal is to work from one managing centre; the location is still to be determined. i. www.zeelandseaports.com i. www.havengent.be Photo courtesy of Port of Ghent

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Juggling the Goods A TERMINAL OPERATING SYSTEM TO MANAGE THE CHALLENGES OF MIXED CARGO

Photo courtesy of Jade

WORDS BY TOM SCOTT

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THE IMPLEMENTATION OF A TERMINAL OPERATING SYSTEM (TOS) OCCURS SELDOM IN THE LIFETIME OF THE PORT. CHOSEN BY AN INCREASING NUMBER OF GROWING TERMINALS AND PORT OPERATORS, JADE MASTER TERMINAL IS a TOS that prides itself on its efficiency and simplicity. The system’s forté? From containers to coal, from palm oil to paper; this is a TOS that expertly juggles mixed cargoes. Editor Tom Scott speaks to Jade about some of their latest contracts and uncovers some of the issues involved for ports at the brink of selecting a TOS.

he emphasis on the development of infrastructure and systems in modern ports often has standard size containers as the focal point. However, there will always be a place for non-containerised cargo because so many products such as steel, pulp, paper, and fresh produce are more efficiently transported without the use of containers. While the larger ports capitalise on their economies of scale when it comes to container handling, opportunities in the mixed cargo sector can be snapped up by small to medium sized ports.

First in Africa

The Ghanaian seaports of Tema and Takoradi, two of the busiest terminals in West Africa, are strategically located close to shipping routes and major ports of call for ships from all continents and handle the majority of the country’s growing exports of minerals, produce and oil. The Ghanaian port operator was looking for a solution to effectively manage its two busy ports, and at the same time be able to scale its operations to handle the increased volumes expected over the coming years. “Master Terminal was selected as the best fit. The multi-cargo aspect perfectly suits our ports,” comments Ghana Ports and Harbours Authority General Manager Alice Torkornoo. The Photo courtesy of Port Pictures.nl contract represents a milestone

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for the New Zealand-based software company – it is their first African contract. “The two ports in Ghana handle approximately 17 million tons of mixed cargo and containers, with vast opportunities for growth in the coming years,” says Jade Managing Director David Lindsay. “In a typical year Tema will receive on average over 1,650 ships, including container, general cargo, tankers, RoRo and cruise vessels so Master Terminal is ideal to cater for this diverse mix. Because of its proximity to the rich oil and gas fields, Takoradi is also able to support the specialist supply vessels involved in exploration and production activities.” Implementation has been phased due to the scale of the project; it is currently at the planning and analysis stage. First concentrating on container cargo at Tema port, the system is expected to be up and running in late 2014.

Confidence Counts

Jade is carrying out a five-port installation of its Master Terminal TOS for Diversified Port Holdings (DPH) in the US. DPH, an integrated ports logistics business operates five shipping terminals in the SouthEastern United States. Jade is currently in the process of installing Master Terminal at DPH’s operations in New Orleans. The system is already in operation in Jacksonville, Fort Lauderdale (both in Florida) and Mobile, Alabama. The efficient management of high volumes of disparate cargo was clearly illustrated at the Mobile

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PORT SOFTWARE & A UTOMATION

Photo courtesy of Jade

Port Manager

terminal where the port operation handles a mix of cargo including steel commodities and frozen produce. “Working with Jade gave us confidence that the implementation would deliver us the operational efficiencies we were looking to gain in our business,” comments DPH Chief Information Officer Dennis Rhodes. “Jade’s flexibility and training enabled our staff to adapt quickly to the new technology.”

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Container-based TOS often lack the flexibility to manage non-standard size cargo. It is extremely challenging to track breakbulk cargo with systems and machines that are built to scan and track containers. Many ports across the world are realising the potential of optimising terminal operations to handle mixed cargo and adjusting their infrastructure and processes accordingly. Making progressive inroads to European, American, Middle-Eastern and now African markets, Jade’s Master Terminal offers a single integrated view of port operations. Its ability to manage high volumes of a wide variety of cargo leads to increased productivity. i. www.jademasterterminal.com

Questions to Ask When evaluating terminal operating systems Jade Software has come up with the following criteria. – Is it rock solid? The top priority is the robustness and dependability of the TOS. Every hour lost due to technical glitches means loss of business, revenue and reputation. – Is it backed by port people? A TOS supplier may have the best software people but a thorough understanding of shipping, logistics and port operations is also necessary. – Does it deliver efficiency gains? Does the TOS increase throughput capacity, decrease operating costs and optimise utilisation of existing equipment? – Is it flexible? Flexibility can only happen if the solution is built around the specific needs of the port and caters for its unique multiple variables. – Is there a return on the investment? Detailed calculations should be made about the return on investment of the solution and the total cost of ownership.

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ATPI & S5 PORT AGENCY UNVEIL NEW CREW TRAVEL SERVICE

Going All the Way

ATP INSTONE, PART OF THE ATPI GROUP, HAS BEEN WORKING IN PARTNERSHIP WITH RAPIDLY GROWING GLOBAL PORT AGENCY S5 IN THE DEVELOPMENT OF A NEW, optional element to ATPI CrewHub, the crew management system. Home to Cabin offers a fully coordinated travel service taking crew members all the way from their home, through the port, to vessel or platform.

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ome to Cabin has been developed with reduction of crew travel costs in mind at the same time as supporting travel policy compliance and duty of care. The technology works in compliance with existing crew HR systems including SBNT, OCS, Adonis and Seacrew. It enables companies to send travel requests, vessel and trip information directly from their own crew management systems.

Safe & Easy

Pippa Strasser-Ganderton, ATPI’s Head of Global Account Management Marine and Energy, says, “As transport experts in this sector, we understand the complex requirements of crew travel within the shipping and energy industry. The key objective in the development of both ATPI CrewHub and Home to Cabin is to make travel and crew transportation safer, easier, more

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Home to Cabin oversees crew transportation all the way from source to final destination.

ATPI’s Global Head of Energy and Shipping Sales, Pieter Rieder, says the new service will make for a more efficient flow of communications and crew.

Photo courtesy of Port Pictures.nl

transparent and more cost effective… Our round the clock service… ensures that travellers and crew coordinators can contact us 24-hours a day, 365 days a year.”

First Port of Call

S5’s involvement in Home to Cabin’s development is particularly relevant as port agencies are invariably responsible for certain aspects of crew travel

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coordination. For example, handling changes to a vessel’s schedule and having to coordinate vessel access and temporary port stays for refueling and repairs. Such things have an impact on crews’ travel plans, for example, ports changes or delays in port calls. All of the relevant information can be incorporated into the ATPI CrewHub system, thus ensuring an immediate response in changing travel

arrangements and the issue of instant updates to clients as a situation unfolds.

Integrated Flow

ATPI’s Global Head of Energy & Shipping Sales, Peter Rieder, says of the new service, “When a seaman requires ground transportation – Dubai or Rotterdam or wherever – S5 can see that the person is coming and can make arrangements to pick them

up. This also allows them to pool transport thereby reducing cost. It’s ensuring an efficient process – travellers aren’t left waiting at airports. It’s a fully integrated flow of data and communication between all the relevant people to get someone from their home to the deck of a ship or on board a rig. i. www.atpi.com i. www.s-5.org

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Photo courtesy of Grup TCB

SPANISH PORT OPTIMISATION TO SAVE MILLIONS

THE PORT OF VALENCIA HAS BEGUN OPERATIONS USING A NEW PLATFORM FOR DATA EXCHANGE THAT OFFERS “massive business and environmental benefits”. Part of the European funded research project ‘eMAR’, software house MJC² has completed its role in implementing the eMAR Optimisation System (EOS) for container logistic operations at the Spanish port. WORDS BY JOHN GAULDIE

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“Valencia represents the ideal challenge for a solution of this type,” explains Julian Stephens, Technical Development Manager at MJC². “[It’s] a busy port acting as a major hub for multimodal transport operations, with a reputation for innovation and forward thinking.”

Real-Time Logistics Optimisation

A major benefit of the European Commission’s e-Maritime initiative (eMAR) automated data exchange is the ability to make huge efficiency gains across the entire logistics operation. The eMAR Optimisation System (EOS) allows all the actors in the maritime logistics operation to plan their operations in a coordinated, integrated way.

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The eMAR platform results in massive business and environmental benefits. Estimated savings run into millions of euros for large organisations – easily paying for the investment in the advanced technology required. Mr Stephens continues, “The EOS has been configured to model and optimise across the multimodal logistics process: starting with the ship approaching the port and going right through the berth allocation process, unloading and transfer to train, movement inland, final delivery to customer and repositioning of the empty container (and of course the reverse process for exported goods).” In the eMAR project MJC² has developed the real-time logistics optimisation solutions, building on the eMAR platform which has been developed by the eMAR consortium of industry, government, technical and research organisations.

Cornerstone Is Exchange

container depots, repositioning movements and shipping capacity, taking into account the real-world operational rules and constraints that have to be considered if a useful output is to be achieved. The strategic optimisation system allows the user to undertake tactical and strategic analysis of the operation. Based on the enhanced data provided by the eMAR platform the planner can overlay alternative scenarios and assess their impact. For example the impact of changing schedules or availability of resources on the overall efficiency of the operation can be estimated. The EOS includes archiving and data management tools which allow the user to make such changes and build up a library of scenarios that can be used for future operational planning. Photo courtesy of Grup TCB

Currently most operations have a high degree of manual planning, primarily due to two main factors: poor availability of vital information and outdated, limited planning systems that lack the power to tackle complex operations. eMAR provides the core data exchange mechanism which drives the availability of real-time information such as consignment data, resource status and customs clearance, while the EOS plans port operations, hauliers, rail movements,

Measurable Benefits

“Applying the EOS to Valencia demonstrates, most importantly, that the overall e-maritime concept can deliver,” explains Mr Stephens. “Specifically it shows how port authorities, shipping lines, freight forwarders and transport operators can use a common system to plan and manage their operation, and how the exchange of the structured, standardised data that is the cornerstone of the eMAR platform results in massive business and environmental benefits.” Benefits include: • Faster turnround time for ships: optimised port planning minimises wasted time in terminals and ensures that capacity on routes is well-utilised for freight or empty repositioning • Reduced congestion in ports & terminals: better planning of multimodal transport combined with real-time information about ship ETAs and resource availability • Cost savings for logistics operators: the EOS technology has been shown to save around 10 percent of transport costs for large freight and container operations • Reduced environmental impact: EOS reduces emissions, as well as minimising traffic, congestion and noise around busy logistics hubs. i. www.mjc2.com

Grup TCB Invests in Valencia Efficiency At the Valencia Container Terminal (TCV) four new RTG cranes have been operational since December, in addition to the five new terminal trucks and five terminal chassis operating since last summer. The Spanish terminal is part of Grup TCB, which in 2013 invested EUR 26.2 million on purchases of machinery for its worldwide terminals, a 102 percent increase in equipment investment with respect to 2012. Grup TCB has also developed new software internally for maintenance management. The system is already operating at several of its terminals worldwide and is expected to be implemented at TCV in 2014. “Technological innovation and development are priorities for keeping Grup TCB terminals at the forefront of international logistics operations,” says Xavier Soucheiron, CEO of Grup TCB. “Our ultimate goal is to offer customers an efficient, flexible and quality service, so we will continue investing in this modernisation strategy.” At the beginning of April, Grup TCB entered into a strategic alliance with Mitsubishi Corporation. This is a significant jump for Grup TCB, raising expectations for the development of their management activity and implementation of container terminals in Asia and Africa.

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QHSE & PORT SECURITY

EUROPE STILL MOST TOXIC SHIP DUMPERS

Getting Your Hands Dirty

WHILE ASIAN COUNTRIES, INCLUDING CHINA, HAVE IMPLEMENTED INCENTIVES FOR RESPONSIBLE SHIPBREAKING, EU COUNTRIES LAG FAR BEHIND. EUROPE IS HOME TO MANY OF THE WORST OFFENDERS, ALTHOUGH NOTABLE EXCEPTIONS INCLUDE GRIEG AND HÖEGH AUTOLINERS, CSL AND Boskalis. In December 2013, the new EU regulation on ship recycling entered into force – good reason to hope for better environmental, safety and labour rights in the future. But unless an economic incentive is added, the registration of European ships under flags of convenience will allow ship owners to sail around the new regulation by reflagging and continue dumping their toxic ships in substandard facilities, noted the NGO Shipbreaking Platform. WORDS BY ANOESHKA MAASKANT 5 6 | P I 2 0 1 4 | Vo l u me 3 | Issue 2

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he objective of the new EU regulation is to reduce the negative impacts linked to the recycling of EU-flagged ships, especially in South Asia, without creating unnecessary economic burdens. Notwithstanding the new regulations, the NGO Shipbreaking Platform – a global coalition of organisations seeking to prevent dirty and dangerous shipbreaking practices worldwide – is concerned about the continued dumping of toxic ships in substandard facilities. “More ship owners have opted for cleaner and safer solutions in 2013 compared to

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previous years, this is good news for the environment and the workers and also for those ship recycling yards globally that have invested in better practices,” says Patrizia Heidegger, Executive Director of the NGO Shipbreaking Platform. “Still, the majority of ship owners uphold their dirty practices and European owners are amongst the worst.” The complete list of ships that were dismantled around the world in 2013 shows that there was an enormous amount of 1,213 large ocean-going vessels scrapped, of which 645 vessels were sold to substandard

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QHSE & PORT SECURITY

European ship owners sold hundreds of large commercial vessels for breaking last year. beaching facilities in India, Pakistan and Bangladesh. Of these, roughly 40 percent were EU-owned.

World’s Most Dangerous Job

European ship owners tend to close their eyes to the poor conditions at the (South Asian) shipbreaking beaches. The end-of-life vessels contain toxic materials such as asbestos, heavy metals, PCBs and organic waste within their structures. Vulnerable migrant workers – many of them children – break apart massive and toxic ships by hand, often without shoes, gloves, hard hats or masks to protect their lungs from asbestos and poisonous fumes. No wonder the International Labour Organisation (ILO) considers shipbreaking on beaches to be among the world’s most dangerous jobs. Still European ship owners sold hundreds of large commercial vessels for breaking last year, many ending up on a South Asian beach. These ships were mostly broken in Bangladesh, Pakistan and India on tidal beaches whose soft sands cannot support crucial safety measures such as heavy lifting or emergency response equipment and which allow pollution to seep directly into the coastal zone environment. All of this while shipbreaking can be done in a safe and clean way with proper technologies and infrastructure, and enforced regulations. Most ship owners choose to sell their ships for significantly greater profit to substandard yards operating in countries without adequate resources to provide safeguards and infrastructure to manage the dangerous business. It is also important to note that not all ships sold to modern ship recycling facilities were necessarily demolished in a safe and environmentally sound way, commented the Shipbreaking Platform. Beyond technology, a hazardous industry requires expertise and training, tight controls by the authorities, transparency and traceability of waste as well as independent trade unions.

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From Bad to Worse

According to the Shipbreaking Platform, Greece remains the worst European toxic ship dumper, closely followed by Germany. Owners in these countries disposed of a record-high 80 percent of their end-of-life ships in India, Bangladesh and Pakistan, and include well-known companies such as Danaos and Euroseas (Greece), and Conti, Hapag-Lloyd and Leonhardt & Blumberg (Germany). Comparatively, Japanese owners sent 43 percent of their ships to South Asia, whilst the vast majority of Chinese owners opted for nationally available ship recycling capacity – Chinese ship operators will receive a cash subsidy of 750 Yuan (EUR 91) per gross ton for scrapping an older ship. Other European companies that have recurrently topped the lists of worst dumpers include Switzerland-based Mediterranean Shipping Company (MSC), with nine ships dumped in India in 2013, and the Monaco-based Sammy Ofer Group, with thirteen ships dumped in Bangladesh, Pakistan and India.

False Pretenses

The new EU ship recycling regulation will ban the breaking of ships registered under the flag of an EU Member State in beaching yards and demand proper recycling in facilities that meet the requirements set out in the Regulation. However, the Regulation runs the risk of becoming a paper tiger: more than two thirds of the European ships dismantled in 2013 did not sail under the flag of an EU Member State when heading for a dismantling yard and would therefore not have been covered by the new Regulation. In addition to the ships already sailing under non-European flags during operational use, another 55 ships were flagged out from European registries just before scrapping outside the EU. Flags of convenience such as Comoros, Tuvalu, Saint Kitts and Nevis, Togo and Sierra Leone, that are less favoured during operational use, were excessively popular flags for the end-of-life vessels

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QHSE & PORT SECURITY

broken on beaches in 2013. “Reflagging has always been a convenient way for ship owners to circumvent rules enforced by the flag states,” says Ms Heidegger. “The Shipbreaking Platform and its members have been calling upon the EU to introduce an economic incentive to promote clean and safe ship recycling, because a regulation based only on the voluntary registration under a European flag will not have the promised impact.”

Ambitious Policies

Meanwhile, many responsible European ship owners have developed their own ship recycling policies. “Whereas the number of dismantled ships remained nearly as high as in 2012, the number of beached ships dropped from 850 to 645 in 2013, representing a reduction of 24 percent from the previous year,” mentioned Ms Heidegger. This was only possible with thanks to some best practice examples, such as those seen for the Danish Maersk group. Maersk was amongst the first to have an ambitious ship recycling policy and has so far lived up to it www. p o r t - i n d u s t r y.c om

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for those ships registered under its name. However, Maersk sold off three ships to Greek owner Diana Shipping and chartered the vessels back: all three were beached in 2013. The sale of old ships to a new owner while continuing to be the operator is a common way of avoiding responsibility at end-of-life, and it weakens Maersk’s efforts to be a global leader in green ship recycling, says the Shipbreaking Platform. The best examples are Norwegian ship owners Grieg and Höegh Autoliners, who have proven to be serious about their environmental policies and have not beached vessels in 2013. Canada Steamship Lines (CSL) and Royal Dutch Boskalis went one step further and had their ships recycled within OECD countries only. Dutch company Van Oord, active in the dredging and offshore industry, has recently stated they will no longer beach any of their ships. i. www.shipbreakingplatform.org

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PORT INDUSTRY

OUTFITTERS PAGES Dirty Fork Lifts

Fast Ferry Power ABB has supplied a complete shore power system to Color Line’s RoPax ferry, SuperSpeed1. The contract highlights ABB’s Environmental Compliance policy designed to enable shipping companies to operate their fleets in the most efficient and green manner. The installed system will be one of the fastest connection systems available, allowing the vessel’s operation to be switched to shore power in a matter of minutes. The ABB system complies fully with IEC/ ISO/IEEE standards and eliminates CO2, NOx, SOx and PM completely while the vessel is in port, meaning annual reductions of CO2 and NOx emissions are up to 3,000 and 50t, respectively, and particle and SOx emissions are cut by several tons. i. www.abb.com

FB Chain estimates that the life of a properly lubricated fork lift truck chain is 60 times longer than that of a dry running leaf chain. The simplest and easiest way to clean these important fork lift chains is by using a chain cleaning brush. FB Chain now stocks its own chain cleaning tool with a choice of two brushes that wrap around the side of each leaf chain link to quickly and effectively remove dirt and debris. i. www.fbchain.com

Air Operated Hoists Trailer Alignment

Trailer positioning systems provide substantial reductions in non-productive cycle time. ITS system offers a strategic advantage by consistently positioning the truck at the right place at the right time, before the spreader arrives. The system prevents time wasting through shuffling the tractor whilst the STS crane operator waits for the correct trailer alignment. TPS has been built to deliver positioning accuracy but with a very low total cost of ownership. As well as being easy to install and maintain, there is no requirement for additional equipment on the truck and because the system is so simple to operate there is no need for driver training. i. www.portautomation.com

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J D Neuhaus recently introduced further models into their EH range of air operated monorail hoists. Two versions, for each of the 75 and 100t lifting capacity products in the EH range, are now available in both double trolley as well as the previously available four trolley traverse drive versions. All these models utilise a new air motor unit providing a 9kW power output at a 6 bar air pressure supply. This motor incorporates proven technology for the lift/drive and integrated braking operations, based upon a stepped brake piston and self-lubricating rotor unit. i. www.jdngroup.com

Tropical Lift Trucks Konecranes supplied 23 heavy fork lift trucks to support expansion of Ethiopian Shipping and Logistics Services Enterprise (ESLSE) in Djibouti, the main coastal port of Ethiopia, as well as at the dry port of Modjo. The heavy duty fork lift trucks are designed for demanding operations in tropical climates. They are equipped with load-sensing hydraulic systems, a state of the art control system, heavy duty chassis and lift masts and accessories for handling various types of goods; making it the hardest working lift truck in the world. i. www.kclifttrucks.com

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PORT INDUSTRY

OUTFITTERS PAGES Bulk Simulation Tools

Real-Time Straddle Carriers

Bulk terminal operators are turning increasingly to simulation-based tools to assist them in their decision making. TBA’s services cover terminals handling agri-bulk, coal, sulphur, sugar and more. Their approach adds value to existing terminals by improving operational efficiency, helping existing terminals plan for future expansion and validating design for Greenfield terminals. TBA has worked for major bulk operators including Cargill, Louis Dreyfus, Vale, and Petronas. i. www.tba.nl

Mobile Loading Facility The Mobile Ravestein Loading Facility provides a plug and play but permanent solution for installing a complete loading facility into a port quickly and cost effectively. The berth can be put up anywhere in the world and can accept various material handling systems, for example for bulks and ores but also for crude oil or even container cranes. The facility will be equipped to suit the exact needs of the type of materials, with either new or existing ship loaders. i. www.ravestein.nl

Start Stop Fuel Savings The Volvo Penta start/stop function for its 5 and 7 liter Stage IIIB/Tier 4 Interim industrial engines reduces fuel consumption, noise and emissions. From now on Volvo Penta’s range of Stage IV/Tier 4 Final engines, will also feature reliability and longer engine life. The feature is designed to shut down the engine during extended idle periods and turn it back on when the operator presses a pedal or pulls a lever and prevents the engine from running unnecessarily. Operators can save between 5 and 15 percent in fuel costs, depending on the amount of idling done in an application. i. www.volvopenta.com

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Liebherr Container Cranes commissioned seven straddle carriers at ECT Delta Terminal, Rotterdam. The Liebherr machines are capable of stacking one over two containers high, have a safe working load of 40t and are supplied with a Stinis spreader. The straddle carriers operate in the landside interface zone, shuttling between the automatic stacking cranes and trucks. In addition the straddles will handle multi trailers for intra-terminal transfer for onward transport by train or barge. The Liebherr straddle carriers are linked to a remote positional tracking system, providing real-time accurate information on the position and handling rates of containers within the terminal. i. www.liebherr.com

Brakes for Gantry Travel Drives Sibre Siegerland Bremsen has launched its new compact disc brake CB6. The braking torque of the electro-hydraulically released disc brake CB6 is independent from the mounting position. With a view to further enhancing durability in harsh environments, Sibre has incorporated brake housing for the CB6 made of saltwater-proof castaluminium. This leads to a weight of approximately 26kg for the brake and thruster. The thruster of the CB6 is directly mounted to the top of the brake housing, enabling an ingenious force transmission between thruster and brake caliper, thus increasing its mechanical efficiency. i. www.sibre.de

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

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

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

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I www.chemetall.com Ampak cathodic protection is a product group within the surface treatment business unit of the Chemetall group, based in Oss, The Netherlands. Ampak is specialized in the design, production and application of cathodic protection and anti-fouling systems. Our systems are mainly supplied to the marine and offshore industry. Ampak is a prime producer of zinc, aluminium and magnesium alloy anodes at its own foundry. Ampak also manufactures impressed current and anti-fouling systems to customer specification and requirements. We maintain strict quality control procedures, which has enabled us to maintain our distinct reputation as a leading and worldwide supplier of corrosion prevention systems. AMPAK, your worldwide specialist in cathodic protection.

HYTORC NEDERLAND BV Platinawerf 8 6641 TL Beuningen The Netherlands T +31 (0)24 366 0660 F +31 (0)24 348 0090 E info@hytorc.nl I www.hytorc.nl Specialist in solving problems with industrial bolted connections. We make bolting processes safer, more accurate and faster. – 24/7 service – Sale and rental of hydraulic and pneumatic torque wrenches – Zero-leakage – Project management – Training and education – Engineering – Measuring bolt load – Maintenance and calibration

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. w w w. p o rt-i n d u s tr y. co m

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YELLOW & FINCH PAGES 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 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.

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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.

Next Issue

Main Themes Supply Chain Management Gantry/Stacking Cranes & Fork lifts Dredging & Port Development Mediterranean Ports

Deadlines • Copy deadline • Advertisement deadline

1 August 2014 22 August 2014

Subjects can be changed without prior notice.

Meet with maritime professionals, share ideas, have fun and support the Foundation for Cancer-Free Children (KiKa) 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

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P I 2014 | Vo l u me 3 | I s s u e 2 |13-03-14 63 13:58

16-04-14 12:12

WORD ON THE SEA

Centre of the world Asia rules the world again, restoring the world’s playing field’ and the complexities of public governance. natural balance after two centuries of Western Particularly within Belgium, investment in port dominance. That was the message of Christian infrastructure is a hot topic. The traditional closing Leysen, Chairman of Ahlers, at the ninth annual debate at the Antwerp event saw an exchange of Vlaamse Havenlunch in Antwerp recently. China’s views between Eddy Bruyninckx, CEO of Antwerp share of world GDP is heading back up to its preth Port Authority, Joachim Coens, 19 Century levels. In the port Managing Director of Port industry, nobody is in any doubt Authority of Zeebrugge and – the region dominates trade Peter Mortier, Deputy Managing flows and has all the world’s top Director of the Port Authority ten ports. So where does that leave Benelux ports? Far surpassing any other of Ghent. The common thread was a need of political action Along the approximately European area and in driving infrastructure 150km of North Sea coast from easily rivalling the Port investments. Zeebrugge to Amsterdam, Dutch of Shanghai. As the oligarchs in the and Belgian ports handled carrier trade tighten their grip more than a fifth of the total volume of seaborne goods in the EU-28, according on global sea freight, the need for cooperation between Belgian and Dutch ports is becoming to recently released Eurostat figures. Maritime more urgent. However, Marc Adriansens of freight in the Benelux area totalled 767 million International Car Operators – with terminals tons, far surpassing any other European area and in Zeebrugge and Antwerp – looked at his own easily rivalling the Port of Shanghai. Bart Laureys experience when he noted that cooperation really from terminal operator SEA-invest compared only works best under one company. the Benelux area to the Port of Houston – noting that the 2-hour drive to cross America’s biggest port takes longer than the drive from Rotterdam to Antwerp. Yet within this narrow window on Europe’s coast – the world’s main maritime freight John Gauldie, Managing Editor gateway to Europe – competition between ports john@ynfpublishers.com is fierce with much discussion about the ‘level 6 4 | P I 2 0 1 4 | Vo l u me 3 | Issue 2

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