Port Industry, Vol.3 No.4 by Yellow & Finch Publishers

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Game Changer 2015 LOW-SULPHUR FUEL REGULATIONS

KEY EXPANSION BOW TERMINAL MEETS NEEDS OF THE MARKET

First Dutch LNG Training Facility EUROPEAN EMERGENCY REGULATIONS

31-10-14 08:52

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Editor’s note

Germany Getting Future Proof

ANOESHKA MAASKANT | JUNIOR EDITOR ANOESHKA@YNFPUBLISHERS.COM

WELCOME TO OUR PORT INDUSTRY GERMANY SPECIAL. OUR EASTERN NEIGHBOURS ARE VERY PROGRESSIVE WHEN IT COMES TO PORT INNOVATION. ESPECIALLY THE COST-EFFICIENT AND SUSTAINABLE SOLUTIONS ARE RAPIDLY GROWING IN THE country that is known for being one of the world’s largest exporters and importers of goods. With the intentions to deepen and widen the navigation channel of the lower and outer Elbe, Germany is preparing for the future. With a seaborne cargo throughput of more than 140 million tonnes and annual container handling of over 9 million TEU, Hamburg is the Northern European hub optimally located for handling worldwide cargo flows and transport chains in seaborne foreign trade. Against the background of an increasing number of calls by mega-ships, access from the sea via the Elbe is of vital importance for the Port of Hamburg and the companies based there and in the Hamburg Metropolitan area. In this issue we bring you recent innovations in the Port of Hamburg, with for example the TransBaltic Extension project, where Port of Hamburg Marketing and the Institute of Shipping Economics and Logistics finalised a study on the existing and future potential of freight volumes handled by various shortsea shipping companies in traffic to and from the Baltic Sea region. Read more about this on pg 44. Another innovation under German flag is the first LNG Hybrid Barge, which recently arrived at the Port of Hamburg. Becker Marine Systems’ floating liquefied power plant, will be supplying cruise ships with low-emission, environmentally friendly energy during their layovers at port. Read more about the first German classified vessel employing LNG technology on pg 26. Even the German rail terminals are equipped to cope with future demand. Take for example Bremerhaven. Rail operators who use the tracks of Bremen’s railway terminal are steadily increasing and the number of trains and freight volumes carried by rail are rapidly growing. Bremen’s government is already upgrading the rail terminal in Bremerhaven, with EUR 8.15 million for the extension and electrification of railway tracks at Kaiserhafen. You can read more on that on pg 54. But what is Germany without its fellow European countries? To support the cross border transportation, Samskip Van Dieren Multimodal expanded its intermodal network by adding rail shuttle services between Duisburg, Luxembourg and Austria. This way Samskip is offering an environmentally friendly and sustainable transport solution for unitised cargoes, fully integrated with Samskip’s pan-European multimodal network via rail, shortsea, road and inland waterways. Read more on pg 47. There are more stories about European logistic systems inside, so enjoy the issue.

ANOESHKA MAASKANT

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CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

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NATHALIE GEELS -VINKOERT Chief Financial Officer

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Pres. Rooseveltlaan 739 4383 NG Vlissingen, The Netherlands | T: +31 118 473 398 E: info@ynfpublishers.com | F: +31 118 461 150 | I: ynfpublishers.com Copyright & Disclaimer Port Industry is owned and published by Yellow & Finch Publishers. The publisher, authors and contributors reserve their rights in regards to copyright of their work. No part of this work covered by the copyright may be reproduced or copied in any form or by any means without the written consent of the publisher. No person, organization or party should rely or on any way act upon any part of the contents of this publication whether that information is sourced from the website, magazine or related product without first obtaining the advice of a fully qualified person. This magazine and its related website and products are sold and distributed on the terms and condition that: – The publisher, contributors, editors and related parties are not responsible in any way for the actions or results taken any person, organisation or any party on basis of reading information, stories or contributions in this publication, website or related product. – The publisher, contributors and related parties are not engaged in providing legal, financial or professional advice or services. The publisher, contributors, editors and consultants disclaim any and all liability and responsibility to any person or party, be they a purchaser, reader, advertiser or consumer of this publication or not in regards to the consequences and outcomes of anything done or omitted being in reliance whether partly or solely on the contents of this publication ands related website and products. – The publisher, editors, contributors and related parties shall have no responsibility for any action or omission by any other contributor, consultant, editor or related party. Yellow & Finch Publishers is a member of the Netherlands’ Industrial Press Association (VIP). ISSN: 2213-2384

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contents Port Industry ISSUE 4

OFFSHORE PORT SERVICES

10 Key Expansion – BOW Terminal Meets Needs of the Market 22 Coastal Challenges – Searching for Suitable Ports 28 Sealed & Delivered – Floating Monopiles to Amrumbank West 51 Seanergy Ports Launched – Blue Energy Cooperation

2014

PORT DEVELOPMENT

18 Game Changer – 2015 Low-Sulphur Fuel Regulations 30 Dredge Pumps Lead the Way – Cleaner Port Excavation

44 TransBaltic Extension – North Range-Baltic Sea Region Traffic 52 Milestone in Transshipment – ECT Handles 150,000,000 TEU th

HOISTING & LIFTING

34 Customised River Mooring – Transshipment Crane Barge 39 Portable Test Weights – Liftal is Ready for the Future 42 Real-Life Testing – New Industrial Test Centre

PORT EQUIPMENT

40 Choosing the Right LED Fixture – Technology Checklist 46 Excellent Detection Performance – New Port System 48 Increasing Capacity – Next-Level Stowage Planning LNG

14 First Dutch LNG Training Facility – Emergency Regulations 26 LNG Technology Under German Flag – Hybrid Barge

56 Gas Carrier Trials – Anthony Veder Opts for Zeebrugge Expertise

LOGISTICS SYSTEMS

25 Two Ways One Path – Direct Train Service

47 European Shuttle Services – New Sustainable Rail Connection 54 Back on Track – Upgrade Rail Terminal in Bremerhaven

EVENTS

59 Maritime Charity Golf – Network for a Cause

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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On the Cover Operations at APM Terminals Rotterdam include 81 straddle carriers, helping shift an annual 3.3 million TEU. The terminal will shortly become a sister to nearby APM Terminals Maasvlakte II, which the company says will be the world’s most advanced container terminal when it commences operations in Q4 this year. The terminal will be able to handle the largest container vessels in service with an annual handling capacity of 2.7m TEU in phase 1. (Photo courtesy of Maersk) P I 2014 | Vo l u me 3 | I s s u e 4 | 3

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PORT INDUSTRY

NEWS IN BRIEF FEATURE

Factory-to-Foundation Service Mammoet’s partnership with Port Freeport, Texas, takes its factory-tofoundation service to the next level. The service ensures that large and heavy construction components, often sourced from suppliers throughout the world, are transported from the manufacturer to their final destination according to plan. With the Freeport Terminal, Mammoet has added an accessible port to its global network of terminals. Located less than 5km from deep water, the central Texas location offers fast and efficient transportation via highway, railroad or intercoastal waterway. Port Freeport is part of Mammoet’s network of terminals that also includes the ports of Rotterdam and Antwerp.

Electrifying Mexican Terminal ABB is delivering a complete electrification and crane automation solution to APM Terminals’ new terminal at the port of Lázaro Cárdenas in Mexico – Latin America’s first semi-automated container terminal. The electrification solution consists of a 115kV turnkey substation with a high-voltage grid connection. ABB will also deliver the complete electrical systems of the terminal, consisting of several distribution substations, reefer substations and building substations as well as terminal lighting and an overall power management system.

| Read more on port-industry.com

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ROMETAL RECENTLY DESIGNED AND MANUFACTURED A COMPLETE BUNKER BOOM FOR INLAND WATERWAY BUNKERING. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

Largest Ship Ever on the Thames The 15,500 TEU Edith Maersk recently arrived at DP World London Gateway, the UK’s new deepwater container port. “The arrival of the Edith Maersk is a historic moment,” says CEO of DP World London Gateway, Simon Moore. “This is one of the world’s largest ships and the biggest ever to enter the Thames. Our high-tech facilities give us the capability to handle ships like Edith Maersk only 30 miles [48km] from the centre of London.”

New Container Terminal in Guatemala

PD Portcentric Logistics secured a 3-year contract with freight forwarding company, Allport Cargo Service, to undertake their LCL deconsolidation service. Allport will move their growing LCL offering from Tilbury to PD Portcentric Logistics’ 46,451m2 warehousing facility at the Port of Felixstowe. This move will allow Allport to reassign their Tilbury facility to other operations whilst further enhancing their growing LCL service.

Grup TCB has laid the cornerstone of a yard extension to Puerto Quetzal on the Pacific coast in the Guatemalan department of Escuintla. The first phase of the improvements will be complete by the end of 2015, when the company will start operating Puerto Quetzal Container Terminal (TCQ). TCQ will operate the new port terminal, 110km south of Guatamala City, under a lease arrangement for 25 years. The port will be equipped to accept the new post-Panamax class of mega cargo ships that will begin passing through the expanded Panama Canal.

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Freight Forwarding Contract

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

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December

January

February

March

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PORT INDUSTRY

NEWS IN BRIEF Joined Forces on the Upper Rhine With effect from 1 September 2014, Contargo’s terminal in Germersheim, Germany, is now operating as a part of Contargo Rhein-Neckar. With this integration, Contargo supports the site with the know-how and personnel resources. Until now the terminal was affiliated to Contargo Network Service. Konrad Fischer, Managing Director Contargo, explains, “As a part of strategic development in the Rhine-Neckar Region – which includes forthcoming expansion measures at the sites in Ludwigshafen and Mannheim – we have made the decision to integrate terminal operation in Germersheim into Contargo Rhein-Neckar GmbH.”

Damen Stan Tug for Bremenports Bremenports, the management company for the twin German ports of Bremen and Bremerhaven, recently took delivery of its first Damen-built vessel, a Stan Tug 1606 named Albatros. Built to a proven design and delivered on time, Albatros’ duties include assiting Bremenports’ own bucket dredger in maintenance dredging works at the two ports.

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PORT INDUSTRY

NEWS IN BRIEF Low-Cost Supply Chain

New Storage Tanks OCI Nitrogen’s storage and transshipment facility – located at the OCI Terminal Europoort at the port of Rotterdam – will inaugurate new storage tanks for aqueous ammonia. OCI Nitrogen’s COO, Gert-Jan de Geus, recently drove the first pile for the construction of two new storage tanks, which will increase the production capacity from 25,000 to 80,000t per year. The logistical possibilities will also be extended with road transport supplementing the existing transport by river and canal.

A unique partnership between DP World London Gateway and Import Services will ensure that all shippers benefit from low-cost supply chain opportunities at London Gateway’s new Common User Facility. Following a rigorous selection process, DP World has appointed Import Services to act on its behalf as operator and manager at the Common User Facility now being built at London Gateway Logistics Park. Import Services will initially take on a significant portion of the new development and provide a menu of logistics services and activities on a ‘pay-as-you-go’ basis.

Felixstowe’s Full AEO Status The Port of Felixstowe has become the first UK port to receive full Authorised Economic Operator (AEO) status. The European Commission introduced the AEO initiative through the Union Customs Code. The AEO certificate is an internationally recognised quality mark issued by Her Majesty’s Revenue and Customs giving surety that the holder’s role in the international supply chain is secure, and that their customs controls and procedures are efficient and compliant.

New Inland Markets In Belgium’s Liège and Charleroi area, Euroports Inland Terminals (EIT) has successfully branched out its activities towards new customers handling and processing polluted soils, waste, general cargo, minerals and biomass sectors. EIT is dedicated to investing in its capabilities and equipment to obtain the necessary permits to support its further growth in these markets. This investment programme will continue in 2015.

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03-11-14 08:47

Thinking about ropes.

Made in Germany

Drahtseilwerk GmbH Auf der Bult 14 – 16 27574 Bremerhaven (Germany) Fon: +49 471 / 93189-0 · Fax: +49 471 / 93189-39 mail@drahtseilwerk.de · www.drahtseilwerk.de

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PORT INDUSTRY

NEWS IN BRIEF FEATURE

Province of Zeeland legislator Ben de Reu congratulates Sloewarmte waste heat recovery project initiator Jan Hoondert at the kickoff ceremony in Vlissingen, the Netherlands.

New Dutch Waste Heat Recovery Project A waste heat recovery project at the Total and Lukoil-run Zeeland Refinery in the Dutch Port of Vlissingen is a promising start and a good model to scale up to larger projects, notes Province of Zeeland legislator Ben de Reu. The refinery is a major producer of waste heat – capturing just 1 percent is enough to generate 2.5MW, the equivalent of 2.4 million Nm³ of natural gas consumption, reducing CO2 emissions by 4,300t per year. After several years in the pipeline, operator Sloewarmte officially started the project on 29 September. Heat recovery technology is underestimated in discussions

about sustainability, comments Piet de Boks, Director of Sloewarmte. “We hear a lot about other technology like wind energy,” he says, “but waste heat recovery can be a big contributor to the government’s environmental goals.”

energy and resource hungry companies participating in the platform seeks smart solutions through cooperation to boost international competitiveness.

Dutch Gas Consumption All based in the southwest region of the Netherlands, the twelve companies account for approximately 25 percent of total Dutch gas consumption. The platform, like the Sloewarmte project, was facilitated by development agency Impuls Zeeland. Smart Delta Resources The original idea for the In addition to sustainability Sloewarmte project came goals, the project also demonstrates how companies from Jan Hoondert, owner of the Zeeland ship cleaning working together can reduce company Martens Cleaning, costs and increase part of the civil-engineering competitiveness. Mr De Reu contracting and rental referred to the Smart Delta company Hoondert. To Resources Platform – a longterm development kicked off develop the idea, Martens, Zeeland Seaports, and Evides earlier this year. The twelve

Industriewater set up Sloewarmte. How it Works Via a 2.5km water pipeline, Martens will use 130°C heat generated at Zeeland Refinery to purify waste oil collected from ships. A third company, COVRA, will also use heat generated for climate control for nuclear waste storage. The water will then be piped back to Zeeland Refinery for use in cooling. The Dutch government and the Province of Zeeland are funding approximately 50 percent of the project’s costs. Commissioning is scheduled for Q2 2015. Another Zeeland company, Yara Sluiskil, developed a similar project in 2009, in which local greenhouses make use of the plant’s surplus heat and CO2. i. www.zeelandseaports.com

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OFFSHORE PORT SERVICES

BOW Terminal’s Gottwald MKI500 and new Liebherr LR1600 cranes prove their worth while lifting an 850t monopile for the Gemini Offshore Wind Farm.

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OFFSHORE PORT SERVICES

BOW TERMINAL GROWS TO MEET NEEDS OF THE MARKET

Key Expansion AFTER COMPLETING ITS FIRST OFFSHORE WIND CONTRACT IN OCTOBER 2010, BOW TERMINAL IS CURRENTLY WORKING ON ITS 25TH PROJECT. THE TERMINAL’S EXPERIENCE AND EXPERTISE IS DEVELOPING HAND-IN-HAND WITH THE industry that it supports – seen by the substantial quay extension that is currently underway: meeting the ever-growing needs of the offshore wind industry. Not only limited to offshore wind, BOW Terminal recently performed its first heavy RoRo operation – for the world’s largest decommissioning vessel.

ince the outset, BOW Terminal has positioned itself as a hub for offshore wind projects specialising in handling and storing monopile and transition pieces. Based in Vlissingen, in the south of the Netherlands, the terminal is currently extending its Westhof quay in cooperation with Vlissingen port management company Zealand Seaports.

Increased Capacity

Built specifically for the storage and handling of goods, the Westhof quay in East Vlissingen is 300m long and can accommodate vessels with a 10.5m draught. The tender for the current extension work was awarded to BAM in June this year. The civil engineering company kicked off the project by constructing a cofferdam before excavating a total of

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OFFSHORE PORT SERVICES

BOW Terminal performs its first heavy RoRo operation – with the Module Support Frame for the world’s largest decommissioning vessel, the 382m Peter Schelte.

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approximately 40,000m3 of ground. On completion, expected in May 2015, the new quay will be almost 500m long. It is not just the length of the quay that is being upgraded – as offshore wind projects increase in size, components are also getting heavier and heavier. Consequently, onshore storage areas need to be able to handle the extra weight. BOW Terminal’s new improved quay will have a carrying capacity of 15t/m2 (compared to the present capacity of just 4 t/m2). During the quay extension works, it is still business as usual. In what can be seen as a milestone for BOW Terminal as well as the Dutch offshore wind industry as a whole, the terminal is now working on its 25th offshore wind project. One that also happens to be the largest Dutch offshore wind farm to date. BOW Terminal is responsible for storage and load transfers of 75 monopile foundations for the 600MW wind farm, Gemini, located 55km north of the Dutch Wadden Sea.

Strategic Position

“We are very proud to work on the largest Dutch offshore project,” comments BOW Terminal General Manager Arjen Pattenier. “We have a permanent availability of heavy lift capacity up to 1,500t. Therefore we are in the position to lift 75 pile foundations of 850t each.” He goes on to highlight the significance of the present project: “The Gemini Project is our 25th energy-related project since our start in October 2010 and our first project for the Dutch Offshore wind market.” The Gemini offshore wind farm is located in an area with excellent wind conditions – up to 10m/s – and water depths between 28 and 36m. The turbines will be installed on monopile foundations and connected to two offshore transformer platforms from which two sets of 100km offshore cable will export the power to the onshore public grid owned by TenneT. “The Gemini Project is operated from our location in Vlissingen, but our second

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OFFSHORE PORT SERVICES

BOW Terminal’s new improved quay will have a carrying capacity of 15t/m2. location in IJmuiden also has a strategic position at the North Sea,” explains Mr Pattenier.

Not Just Wind

The Gemini offshore wind farm is a continuation of BOW Terminal’s involvement in the industry: “The last 4 years we have built a significant international track record. It is very nice to see the passion and power of our dedicated and experienced team,” adds Mr Pattenier. However, offshore wind and Gemini illustrates only a small part of the company’s capabilities. “Our services can be divided into: heavy lifting and site transportation and load outs by multiple SPMTs.” He also mentions storage, (de) mobilisation, outfitting of barges and installation vessels, assembly and seafastening of steel structures and repair works. Such diverse abilities attract diverse contracts: BOW Terminal’s most recent project involves the storage of a Module Support Frame (MSF) for the world’s largest decommissioning vessel, the 382m, Allseasowned, Pieter Schelte. The 1,500t MSF will be modified by Volker Staal en Funderingen and will be used for testing the Peter Schelte’s lifting capabilities at sea.

Safety First

The first part of the MSF arrived at the terminal in September: “The Pieter Schelte project is our first heavy RoRo operation,” informs Mr Pattenier. “We are very proud to work on this project for the world largest decommissioning vessel.” The scope of the work will utilise the broad range of BOW Terminal’s experience as well as its equipment. “Next to the storage of the frame we are also awarded to provide all equipment and labour for all horizontal and vertical movements, either to be executed with our own or cross-hired SPMTs, crawler and mobile cranes,” says Anja Gabrielse, Management Assistant at BOW Terminal. She mentions that the terminal has a

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Photo courtesy of Hans de Meij

The current extension works will increase BOW Terminal’s quay to almost 500m in length.

permanent availability of heavy lift capacity up to 1,500t – a Gottwald MK1500 and a Liebherr LR1600. During the RoRo operation of the test frame, safety was BOW Terminal’s constant focus. Jarno Verboom, the terminal’s QHSE Officer, explains: “During the start-up and implementation phases of this project we constantly discussed operational and safety issues with all companies involved and all affiliated BOW Terminal sub-contractors. This resulted in a successful and uneventful load and [this] will be our focus during the further subsequent activities throughout this project.” i. www.bowterminal.nl

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LNG

EUROPEAN EMERGENCY REGULATIONS

First Dutch LNG Training Facility GLOBAL DEMAND FOR LNG AS FUEL AND CARGO IS ON THE RISE AND THE PORT OF ROTTERDAM FUNCTIONS AS THE BIGGEST LNG HUB IN EUROPE. ALSO IN TERMS OF SAFETY THE PORT SAYS IT IS LEADING THE WAY. FALCK, BASED IN the port of Rotterdam, is not only an expert in LNG regulation recommendations, but is professionally skilled in how to act safely while handling LNG as well. In September Mayor Ahmed Aboutaleb of Rotterdam opened the very first northwest European training facility for LNG on the Rotterdam Maasvlakte.

The Dutch company Falck Risc – a specialist in providing advice and training in the field of disaster and accident prevention in the industrial and public sector – aims to become the number one expert on LNG safety in Europe. Together with the Unified Fire Department, Falck Risc will draw up guidelines and recommendations for emergency response services in dealing with LNG. This study is part of the LNG Masterplan RhineMain Danube and will be ready at the end of this year. As coordinator for the Rhine Corridor in this European project, the Port of Rotterdam Authority is in charge of this research project. 1 4 | P I 2 0 1 4 | Vo l u me 3 | Issue 4

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Robbert van der Veen, Manager Falck Risc says: “Falck Risc supports the Port of Rotterdam and other relations in handling LNG safely. Falck Risc enables this by combining LNG practice and theory. The new high-tech training facility at the Maasvlakte will greatly contribute to this.” Here fire crews, employees and members of company emergency response teams in the w w w. p o rt-i n d u s tr y. co m

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LNG

Liquefied Natural Gas LNG is a natural gas that turns into liquid by cooling it down to minus 162 °C. This results in a decrease of the volume with a factor 600, making it more suitable for storage and transportation. Vessels that use LNG as a fuel have a considerably lower carbon dioxide and nitrogen emission compared to vessels that sail on conventional fuels like heavy fuel oil. There is no emission of sulphur and fine dust. In addition, the engines of LNG-fuelled vessels and barges are less noisy.

chemical and petrochemical industries will be able to train in a realistic environment in anticipating and dealing with the risks involved in LNG. “Fighting a LNG incident is no everyday occurrence,” Mr Van der Veen says. “And what you rarely do, you will rarely do well. That is why I am happy with this facility where LNG is available for training any possible incident.” www. p o r t - i n d u s t r y.c om

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Invisible Danger

Since investments in the production, storage and transport of LNG are increasing sharply in the Netherlands, safety surrounding LNG should be guaranteed. That is why Falck is actively mobilising its knowledge (in close conjunction with Falck RPI in England) and collaborative network. LNG is odourless and colourless, non-toxic and

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LNG

Robbert van der Veen, Manager Falck Risc, and Arjen Littooij, General Director Safety Region Rotterdam Area, at the European Falck-LNG-training facility.

– RO B B E RT VA N D E R V E E N –

Fighting a LNG incident is no everyday occurrence, and what you rarely do, you will rarely do well. non-corrosive. The dangers relate primarily to flammability after it evaporates into gas form, freezing and suffocation. The training that Falck has developed prepares emergency services for dealing with and combating LNG leaks on land or water. What happens if the gas vapour ignites? What happens if water is used to put out an LNG fire? How does the extremely low temperature affect personal protective equipment? How do you deal with an LNG fire? From now on, emergency services are able to experience these conditions in a realistic environment. The first tests were held at the training facility in September, where Primagaz took care of the first LNGdelivery to the Falck-training facility.

Harmonised European Framework

Falck Risc and the United Fire Department won the tender for a LNG safety study commissioned by the European Union (TEN-T) as an important part of the LNG Masterplan. These two organisations were chosen because of their expertise in emergency repression. René de Vries, Harbour Master at Port of Rotterdam, explains: “Their pragmatic approach will lead to direct input on how to act in case of a LNG incident in the inland navigation sector. Emergency response organisations in the entire Rhine-Main-Danube area, ranging from Rotterdam to Constanta (Romania), will benefit from this study.” Together with the ports of Antwerp, Mannheim, Strasbourg and Switzerland, the outcome will lead to practical advice and strategic methods for how emergency response can be aligned for inland navigation. “This study is a big step towards creating a harmonised and efficient European

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The LNG Masterplan regulatory framework for LNG as fuel and cargo in inland navigation,” says Mr De Vries. The research for the study is now in progress and the final report is expected at the end of 2014. The proposed recommendations will be send to the European Union to create an unified set of regulations and guidelines about the transport and use of LNG for inland shipping.

The safety study is part of the EU-supported LNG Masterplan Rhine-Main-Danube project. The LNG Masterplan aims to promote LNG as a fuel and cargo for the inland navigation industry. It also formulates and enforces the necessary regulations for safe use and transport. The LNG Masterplan is supported by a EUR 40 million European Commission grant through the TEN-T Programme and is implemented by a consortium of 33 companies and organisations from the public and private sectors from twelve European member states. The project is supervised and coordinated by Pro Danube Management GmbH and the Port of Rotterdam Authority.

i. www.falck.nl

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PORT DEVELOPMENT

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PORT DEVELOPMENT

THE CONSEQUENCES OF THE FORTHCOMING LOW-SULPHUR FUEL REGULATIONS

Game Changer NEW REGULATIONS REGARDING SULPHUR LEVELS IN FUEL ARE BOUND TO EFFECT THE SHIPPING INDUSTRY. AS FROM JANUARY 1ST 2015, SHIP FUELS MAY ONLY CONTAIN 0.1 PERCENT OF SULPHUR oxides in designated ECA zones. The new legislation results in serious challenges for ports and their authorities as well as for shipping companies. WORDS BY MATHIJS SUKEL

resumably the International Chamber of Shipping has drawn a big red circle around the first day of 2015. Because from 1 January 2015 fuel costs for many ship owners might just increase overnight by 50 percent or more, according to Secretary General of the ICS, Peter Hinchliffe. In a press release earlier this year the ICS rang the alarm bells about the implementation of the 0.1 percent sulphur Emission Control Areas (ECAs). The ICS expressed their concern that “many governments are not yet prepared to implement the requirements in a uniform manner, in order to ensure the prevention of a potentially serious market distortion.”

Bypass Regulations

This remains to be seen, but surely the stricter regulations will have a big impact on the shipping industry. Starting in the new year, all vessels sailing in the designated ECA zones in the Baltic Sea, the North Sea, the waters of the US and Canadian coastline and the US Caribbean Sea will be required to use fuel with a maximum sulphur content of just 0.1 percent. This means a huge reduction from the current ECA limit of 1 percent. Since both low sulphur fuels and cleaning technologies (scrubbing) are significantly more

Photo courtesy of Port Pictures

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PORT DEVELOPMENT

Emissions Monitoring One of the most effective methods for measuring emissions is in-situ monitoring using a Continuous Emissions Monitoring system (CEMS). Exhaust gases from the combustion of residual and distillate fuels can be analysed so that compliance can be confirmed in port, in ECAs and in international waters. In-situ monitoring provides a continuous, real time measurement of the content of exhaust gases. Emissions that are the equivalent of 0.1 percent sulphur fuel are around 22ppm of SOX in the exhaust gas. Parker Kittiwake’s Procal 2000 is an infra-red system with a SO2 monitoring range of 0-100 ppm. The unique nature of the infra-red system makes it sensitive enough to confirm compliance, even at such low emission limits. The Procal 2000 can measure up to six exhaust gases and a typical system could comprise of up to six stack-mounted analysers to measure gases such as SO2, CO2 and NOX. The analysers are connected to a data acquisition system, which displays, data logs and retransmits the monitored concentrations without any manual intervention.

The new sulphur regulations aim to improve air quality in the Emission Control Areas.

expensive than conventional fuels, there will be a considerable economic incentive to bypass regulations. Therefore port authorities across the globe need to be strict in their enforcement of these new rules.

Unfair Competition

The ICS is concerned this will not happen in a harmonised way, enabling unfair competition within the global shipping industry. It calls the Paris MoU, the organisation for Port State Control (PSC), to harmonise a number of inspection issues before the end of the year. “There is only months to go and it is vital that the Paris MoU and its member states in co-ordination clarify all of the details of the ECA implementation with respect to PSC inspection as soon as possible,” urges the agency. They call for a principal method of inspection that will involve only looking at the bunker delivery note (BDN). Further sampling and analysis of fuel should only take place if the BDN gives ground for suspicions of ships not following the rules. The ICS also presses for standardisation of procedures in the event of sampling during PSC inspections. The same goes for actions taken if a ship transits an ECA without calling the Port State Authorities.

Inspection Campaign

In Denmark, the Danish Maritime Authority and the Danish Environmental Protection Agency have – in dialogue with the Danish Shipowners’ Association – identified a number of focus areas to ensure efficient enforcement, both nationally and internationally. As a result, Denmark and the Netherlands have proposed to carry out a so-called ‘concentrated inspection campaign’ on the sulphur regulations in the framework of the Paris MoU. The Danish Maritime Authority will also focus on a similar coordinated enforcement regarding the MAIG cooperation, which includes the maritime administrations from Denmark, the UK, Sweden, Norway, Finland, Germany, the Netherlands and Belgium. Other actions include co-operation around the Baltic (HELCOM), for which a working group has been established. Their aim is to prepare specific initiatives for closer cooperation on enforcement among the Baltic countries.

Various Effects

The restrictions on sulphur levels for fuels could have various effects on the shipping industry. In many cases long sea routes can be traded for routes involving a shorter sea leg and longer land leg. Some ports are already involved in projects that aim to

Photo courtesy of Port Pictures

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PORT DEVELOPMENT From technical, operational and economic perspectives, it is difficult to fuel LNG from longer distances.

Photo courtesy of Port Pictures

attract cargo by offering cost effective connections. The CARGOTO project is a striking example of this: It tries to establish a coherent freight transport connection between Gothenburg, Jönköping, Oskarshamn (Sweden), Ventspils (Latvia), Moscow and further East. Transport methods include shipping and transport via rails and roads. Another effect for ports in the designated ECA zones will involve the need to develop specialised facilities, so ships can meet new regulations. Take scrubbing for instance, where seawater is used to clear exhaust gases of sulphur oxides. The waste that is generated during this process should be handled properly and not discharged at sea. Therefore the waste must be stored on board before delivering it to a shore reception facility.

LNG Bunkering

Extra facilities will also be needed to accommodate ships using LNG as an alternative ship fuel. The use of LNG requires solutions for bunkering ships via tank trucks, terminals and ships. The first

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solution makes it possible to bunker ships in any location. However, this takes a lot of time. The bunkering process from one 55m3 truck can take about one and a half hours, so it is only suitable for relatively small volumes – up to 100 - 200m3 of bunker fuel. Bunkering from terminals via pipelines can be carried out at high loading rates and large volumes, which keep bunker times short. However, the distance between the source and receiving vessel are essential factors in the success of pipeline to ship solutions. From technical, operational and economic perspectives, it is difficult to fuel LNG from longer distances. So storage tanks must be situated in close proximity to the berths where bunkering operations are performed.

This is just one of the many challenges that the shipping industry faces when sulphur levels in ship fuels are dramatically restricted from the beginning of next year. So surely the ICS are not the only ones to have drawn a big red circle around 1 January 2015: The new regulations that come into effect that day could well be a game changer.

Adequate Network

Another factor for LNG to be successful is that a sufficient number of filling stations need to exist to provide an adequate network of bunkering terminals. On the other hand, a sufficient demand for LNG is needed to make investments in this network profitable.

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OFFSHORE PORT SERVICES

SEARCHING FOR SUITABLE PORTS

Coastal Challenges FOR A2SEA, GETTING TO AND FROM DONG ENERGY’S BORKUM RIFFGRUND 1 WIND FARM DEVELOPMENT, LOCATED 45KM OFF THE GERMAN COAST, IS PRETTY MUCH A STRAIGHT-LINED ROUND TRIP FROM THE PORT OF ESBJERG IN DENMARK, TO the wind farm 260km away. But for cabling experts CT Offshore, planning Borkum Riffgrund 1 from a cabling installation point of view has required more than a little creativity.

The Transit Challenge

If you asked the project team at CT Offshore, they would probably tell you that the kind of port they prefer is a single, nottoo-far-away one that can be used for loadout, as a site office location, and as a shelter if the weather should turn particularly rough. For the Borkum Riffgrund 1 project, however, a port like that just couldn’t be found. Instead, the company has had to establish multiple locations, spread over a wide area, to fulfill each of these important requirements. Why? Take, for example, the nature of the coastal area closest to the wind farm. As with any offshore wind project, time is of the essence. But just 10 or so nautical miles from the farm are a number of islands of varying sizes, complicating access for large vessels to the sea beyond. Combined with tidal conditions that rival those of the UK, the route from the client’s site office at Nordeich to the location far out to sea would be a lengthy one, adding unwanted delay to each journey.

Tourist Paradise

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required CT Offshore to review its options, looking for a site office as close to the wind farm location as possible. The most obvious choice, at least from a distance perspective, was the island of Borkum, a tourist paradise known for its tidelands and protected wildlife park. While it would demand extra sensitivity to local conditions, locating on Borkum would cut transit time by at least an hour each way. And it would remove restrictions that would have been imposed if the load-out port had been Nordeich, which places speed limits on vessels for the first (or last) 10 nautical miles of each trip.

Disturbing the Peace

Deciding upon Borkum turned out to be the easy part. Setting up a site office and finding accommodation for more than 20 seafarers at a time was anything but easy. Apparently, a tourist-oriented island prefers not to mix its holiday-making atmosphere with heavy construction workers on a mission. But where accommodation can’t be rented, it has to be built, and 25-30 containers were shipped in to build a fully equipped container village that could do the job – entirely without the holiday feeling. When extra riggers were added to the project, a suitable house was found and rented, too. w w w. p o rt-i n d u s tr y. co m

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OFFSHORE PORT SERVICES

Sea Installer installed the turbines on Dong Energy’s Borkum Riffground 1. Photo courtesy of A2Sea

Suitable Ports

The most suitable shelter port was the Dutch port of Eemshaven, around 55km from the wind farm.

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There’s no feasible load-out port near the wind farm either, forcing this part of operations to be conducted at Nordenham, approximately 120km away. And the most suitable shelter port was in yet another location – at the Dutch port of Eemshaven, around 55km from the wind farm. “We’ve never had to set up such a diverse, spread-out range of locations on any project before,” says Hans Peter Johannsen, Project Management Director for CT Offshore and A2Sea. “Normally, the load-out port is in the same location as our

site office, which has lots of advantages.” Hans Peter Johannsen points out that, while there are many small fishing villages in the nearby coastal areas, there are no suitable ports with sufficient water depths to handle larger vessels. This, he explains, will be a challenge for future wind farm projects, too, whenever there are intensive periods of work with more than one or two projects being built simultaneously. i. www.a2sea.com

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A Contemporary Autobiography of a Captain This book is an inspiring collection of stories about life on board ships in the period immediately after the Second World War until the late eighties. It is a contemporary autobiography written by former captain Willem Content – summarising his career in a unique bundle of 42 short stories. The book is about real life at sea, the often humorous communication between captain and head office, transshipment problems, interaction with famous passengers and the hierarchy on board. In chronological order, the author takes the reader on a humorous journey through his 40-year career in the shipping industry where he worked his way up from apprentice mate on coastal ships to eventually captaining large commercial vessels. BOOK DETAILS Author: Willem Content  Format: 148 x 230mm, 184 pages, paperback Language: written in Dutch Price: EUR 17.50*

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TO PLACE ORDERS CONTACT T +31 (0) 118 473398 E info@ynfpublishers.com

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LOGISTIC SYSTEMS

DIRECT TRAIN SERVICE BETWEEN ROTTERDAM & AUSTRIA

Two Ways One Path SINCE SEPTEMBER, EUROPEAN GATEWAY SERVICES HAS PROVIDED A DIRECT TRAIN SERVICE BETWEEN ROTTERDAM, THE NETHERLANDS AND AUSTRIA FOUR times a week. Shipping companies, logistics service providers and shippers will have a serious alternative for transport via the Northern German ports through this Austria-Rotterdam shuttle.

he Austria – Rotterdam shuttle connects all the big container terminals in Rotterdam twice a week with Vienna, while twice a week the Austrian city of Enns will be the hub. All connections can provide further connections to Linz, Graz and further locations. Everywhere in Upper Austria, Lower Austria and Styria (Steiermark)

European Gateway Services provides services up to the front door.

Win-Win Situation

The train service between Austria and Rotterdam provides the Austrian business sector and the deepsea shipping companies with a good alternative for their export and import streams. In

addition, this service will strengthen the Port of Rotterdam’s position in Austria. Austria is a new destination in the growing network of European Gateway Services, which already has a lot of connections within the Netherlands and to Belgium, Germany, France and Switzerland. In Austria, Roland Spedition acts as the local agent for bookings and transport to and from destinations. The train is suitable for both maritime as well as container cargo. Rail Cargo Austria and TX Logistik look after the traction.

says: “For many shipping companies, Rotterdam is the first European port of call. With the Austria – Rotterdam shuttle of European Gateway Services, import cargo will always arrive faster in Austria than through other Northwest European ports. There are also benefits for export cargo, especially when Rotterdam is the last European port of call. The shuttle is a real alternative and offers exactly those benefits that can make the difference for the customer.”

Direct Links

Mark van Andel, Director of European Gateway Services,

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LNG

HYBRID BARGE ARRIVES IN HAMBURG

LNG Technology Under German Flag THE FIRST LNG HYBRID BARGE ARRIVED AT THE PORT OF HAMBURG AT THE BEGINNING OF OCTOBER. BECKER MARINE SYSTEMS’ FLOATING LIQUEFIED POWER PLANT, WHICH IN FUTURE WILL BE SUPPLYING CRUISE SHIPS with low-emission, environmentally friendly energy during their layovers at port, set sail from its place of construction on 12 September and made the 1,500km journey up the Danube, Main and Rhine rivers. Finally she was christened Hummel at Grasbrook Kai located in the Port of Hamburg.

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LNG

LNG Hybrid Barge Hummel at the Hafencity.

Photo Courtesy of Becker Marine Systems

he 76.7m long LNG Hybrid Barge, the first classified vessel employing LNG technology under German flag, had been eagerly awaited at the Port of Hamburg. “The LNG Hybrid Barge will contribute towards making the air in Hamburg

significantly cleaner,” said Dirk Lehmann and Henning Kuhlmann, both Managing Directors of Becker Marine Systems, who developed and will be operating the barge. Thanks to the use of the floating liquefied power plant, cruise ships will be supplied with energy produced from environmentally friendly LNG during their layovers at port. This fuel lowers emissions and particulates, compared to marine diesel fuel. Sulphur oxides and soot particles are no longer emitted and the emission of nitrogen oxides will be lowered by up to 80 percent and carbon dioxide by an additional 30 percent.

Low-Emission Power Supply

Photo Courtesy of Becker Marine Systems

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The final outfitting for technical testing in a multi-stage test procedure and commissioning took place at the Blohm+Voss shipyard. As part of the christening, the first test connection was

carried out with AIDA Cruises’ AIDAsol cruise ship. It is planned that starting with the beginning of the next cruise season in spring 2015, the LNG Hybrid Barge will supply AIDAsol as the first cruise ship at its home port Hamburg. The LNG Hybrid Barge has a breadth of 11.4m and draught of approx. 1.7m. Delivered only 2 years after the start of the project, the LNG Hybrid Barge is equipped with five generators with an overall output of 7.5MW. These generators will be the first marine classified LNG Caterpillar engines to be delivered to customers. Hamburg is thus the first port in the world in which Becker Marine Systems will be able to provide an external and low-emission power supply to cruise ships thanks to the LNG Hybrid Barge. i. www.becker-marine-systems.com i. www.portofhamburg.com P I 2014 | Vo l u me 3 | I s s u e 4 | 2 7

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OFFSHORE PORT SERVICES

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OFFSHORE PORT SERVICES

CUXPORT & BALLAST NEDAM FLOAT MONOPILES TO AMRUMBANK WEST

Sealed & Delivered

CUXPORT HAS BEEN SUPPORTING BALLAST NEDAM IN THE USE OF AN INNOVATIVE NEW TECHNIQUE FOR THE TRANSPORTATION AND INSTALLATION OF MONOPILES AT THE E.ON Amrumbank West Offshore Wind Farm in the German North Sea. In addition to loading the monopiles onboard the vessel MPI Discovery, Cuxport is lowering the foundation piles into the water by crane. After this they are towed to the offshore location by tug vessels.

uxport, the multi-functional handling terminal, a joint venture between Rhenus SE & Co and HHLA Container Terminals, is a key player in the logistics of the Amrumbank West project execution. Currently, Cuxport is storing approximately 50 monopiles and 50 transition pieces (TPs) at their location in the Port of Cuxhaven. The wind farm, when complete, will feature 80 turbines. The jack-up vessel MPI Discovery has already installed 30 monopile and TP sets.

Outstanding Infrastructure

Hans-Peter Zint, Managing Director of Cuxport, summarised recent developments on the project, when he said, “Thanks to our outstanding infrastructure and the highly flexible company organisation, we can respond quickly, accept new challenges even during the course of the project and adopt new approaches. The lines of communication with our customer remain open at all times and we’re making a valuable contribution towards ensuring that the project is completed efficiently and successfully.”

Two at a Time

Before the monopiles can be transported using this new method, Ballast Nedam must first seal

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them and make them airtight, on land. After this, Cuxport use their crawler crane to lower the monopiles into the water, next to berth 8 of their facility, where the MPI Discovery docks – meaning that the monopiles can be transported in two different ways simultaneously. Mr Zint explains the benefits of this saying, “Then we’re able to serve both berths with just one crawler crane located at the 90° corner where vessels can dock on two sides.” Once the tugs have transported the monopiles to their offshore location, they are raised and installed by one of the world’s most powerful floating cranes, the Svanen.

Smooth & Fast

Peter Voigt, Logistics Package Manager for the E.On Amrumbank West project, says combining on board vessel transportation with the floating technique ensures a smoother, more timeefficient delivery of the T&I scope of the project. “Now that we’re relying on two technologies to complete the project, we’ve become even more flexible and can more easily make up for any disruptions in the construction work, or [other] delays,” he said. i. www.cuxport.de

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PORT DEVELOPMENT

DREDGE PUMPS LEAD THE WAY TO CLEANER PORT EXCAVATION

In Depth

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PORT DEVELOPMENT

PUMPS ARE THE DRIVING FORCE AT THE HEART OF ANY MODERN DREDGING PROCESS. FOR PORT INDUSTRY, WEIR MINERALS FIELD SALES MANAGER FOR BELGIUM, THE NETHERLANDS AND Luxembourg Danny Gielis explains how design and engineering developments continue to make the process faster, more environmentally friendly and more energy efficient.

A Warman centrifual pump undergoing maintenance in a Weir Minerals service centre.

he port expansion currently underway in the Qatari capital Doha is a project on a scale comparable to great civil engineering feats of history such as the Panama Canal or the reversal of the Chicago River. In total, 63 million m3 of sand and rock will be extracted to create a basin almost 4km in length that will be navigable by the world’s biggest vessels. Perhaps the biggest difference between the modern and historic approaches to these mega projects is that the excavation is performed not by manual labourers as in days gone by, but by dredging vessels equipped with robust centrifugal pumps, which suck vast quantities of materials from the seabed. Pumps are the workhorses behind virtually all modern dredging projects, and achieving good performance from them is the key to delivering the work reliably and efficiently.

Reliable Production

The challenge faced by pumps in dredging applications is significant, as all of the material that is cut or dislodged from the seabed, riverbed or lake floor passes through the units at a high velocity. The make-up of the materials encountered by pumps varies significantly. In some projects, where easily-dislodged sand, silt or mud is being removed, the suction

power of the pump alone may be sufficient. In others – such as the Doha Port expansion – solid bedrock is being taken out, requiring a heavy-duty cutting mechanism to loosen the rock before it travels up the dredgehead for onward transportation and disposal, whether by pipeline or barge. The distances that materials need to be pumped is also increasing, as environmental regulations often now require process water containing fine particles to be pumped to a retention pond and allowed to settle before being returned to the main body of water. Traditionally, all of the rock, sand and silt would be pumped together to a reclamation area, so this is an additional stage in the process that frequently required extra pumps to be deployed. With larger pumps handling up to 50,000m³ per hour slurry consisting of rock, gravel, sand or silt, high levels of wear on the internal parts of the pump are an unavoidable reality. However, advanced hydraulic designs can ensure particles flow through the pump in a natural, stable path, minimising their impact with the walls of the pump and the impeller and therefore reducing the wear they cause. As well as this, reducing turbulence in the flow can significantly increase the energy efficiency of

Photo courtesy of Andrew Collier

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2015 Maritime Services Directory ! W E N

INTERACTIVE MARITIME SERVICES DIRECTORY www.maritimeservicesdirectory.com

Readership With the Maritime Services Directory (MSD), the maritime world fits in your hand. It contains information and profiles of shipyards, classification bureaus, government institutions, branch associations as well as ship owners and operators. MSD offers valuable information industry professionals rely on to grow their business and serves as an industry buyer’s guide. This comprehensive resource gives an overview of the primary Dutch shipyards for both new building and repair and of maritime suppliers and services – conveniently arranged for quick reference. Entry to this Maritime Services Directory is not restricted to ‘Members Only’. It is a dedicated reference source open to any company involved in the maritime industry. The annual directory also includes a news review and

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considers the trends and forecasts for the main sectors of the marine industry. It is the ultimate services guide for quick reference, product information, purchasing, general research, networking, and sales and marketing.

Minimum Distribution 6,500 copies • Netherlands

20%

• EU Countries

56%

• Non EU Countries

24%

20%

56%

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PORT DEVELOPMENT the system, so less fuel will be required per tonne of material moved, bringing sizable financial and environmental benefits over the lifetime of a large project.

Cutting Edge

Due to the abrasive nature of the pumped slurries and the ever increasing transport distances, virtually all dredging pumps will feature replaceable liners – usually made of steel – that can be switched out when they wear down. These allow higher pressures, protect the casing of the pump from wear and allow cost-effective replacement of smaller parts, rather than periodic replacement of the whole pump. The hydraulics inside the pump have a large bearing on how long these parts last. Not only does smoothing the flow reduce the overall level of wear, but it can also distribute it more evenly around the internal surfaces, effectively spreading the load away from the highest impact areas and extending the life of the liner and impeller. In fact, cutting the cost of replacement parts is a small concern compared with increasing the reliability of the pumping operation. The cost of operating a dredging vessel is high, and adding unnecessary down-time – especially if it requires a trip back to shore for replacement parts or to on-board those with the right expertise – can exacerbate these costs significantly, as well as causing delays to project progress. For this reason, cutting corners in terms of the quality of dredging pumps used will almost certainly be a false economy over the life of a pump. Weir Minerals’ range of Warman slurry pumps have been designed using cuttingedge Computational Fluid Dynamics design techniques in order to provide superior resistance to wear. The design has been refined and developed over many years’ in-service experience with some of the most demanding dredging projects around the world. Weir Minerals’ expertise in the dredging market is largely centred at our Netherlands base at Nederweert, close to many of the world’s leading marine engineering businesses, with local customers including Dredging International, Boskalis Westminster Shipping and Van Oord.

Ease of Maintenance

Reducing the frequency with which maintenance is required is important, but so is ensuring that when parts do need to be changed the process can be carried out with minimal down-time. There are three key considerations that will allow this to happen – pump design, system

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Photo courtesy of Andrew Collier

Protective paint being applied to a Warman centrifugal pump.

condition monitoring and management of replacement-part stock. Design features that can speed up routine maintenance include quick-release casing lock mechanisms that allow tool-free access to the inner parts of the pump for blockage clearance and impeller or liner replacement. External controls for adjusting key clearances within the pump while in operation can also save a great deal of time and increase efficiency by removing the play-off between interrupting the process and ensuring efficiency of flow through the pump.

Performance Monitoring

The mechanical side of the pumps is also important – minimising the distance from the impeller to the bearing assembly will mean the shaft is less prone to deflection, an important consideration as excessive movement is a main cause of early failure in the sealing system that maintains the water pressure within the pump. Ensuring the shaft turns in a straight line without lateral movement will extend the life of the seal and reduce how frequently it needs to be adjusted or replaced. Secondly, monitoring the performance of the system is a good way to remove the likelihood of unexpected failures, and allow maintenance to be scheduled in the most efficient way. Engineers look at several key parameters when monitoring the wear life of pump parts, including energy efficiency, progression of clearance adjustments, noise, leakage and vibration. The third element is to have the required replacement parts on hand as and when they are needed. Weir Minerals has a

network of service support engineers and sales staff that provide this service to its customers, so that there is hopefully never a long wait when a wear part needs to be replaced.

Space & Weight

As with any heavy equipment that is to be mounted on a vessel, the size and weight of systems are frequently an important concern. For this reason, most Warman dredge pumps feature a low-profile yet heavy duty mechanical ends, allowing the units to be deployed in hulls and ladders with restricted space available. As dredging vessels get bigger, so do the pumping systems to which they play host, with multiple pumps now commonly housed on single ship, and this has further emphasised the need for systems to be compact without compromising on performance and serviceability. As with any large industrial installation, there will never be a one-size-fits-all solution that will deliver optimal performance under the wide range of conditions encountered by dredging vessels. With pumps playing such a crucial role in significant civil engineering projects, it’s vital that they run efficiently and reliably. The key is for those specifying pumps to work closely with the manufacturer throughout the process to ensure that the right options are selected for the specific requirements of the project, and that a maintenance programme is put in place to deliver reliability and efficiency throughout the life of the pump. i. www.weirminerals.com

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HOISTING & LIFTING

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HOISTING & LIFTING

NEW TRANSSHIPMENT CRANE BARGE FOR URUGUAY

River Mooring & Bulk Transshipment

DAMEN SHIPYARD GROUP RECEIVED AN ORDER FOR ITS FIRST TRANSSHIPMENT CRANE BARGE UNIT FROM A CLIENT IN URUGUAY. THE UNIQUE CRANE BARGE (CBA) 6324 FEATURES THE proven Liebherr CBG 350 crane as standard and on this occasion has been outfitted with a unique mooring spread from Vryhof Anchors and Damen Anchor & Chain Factory (AKF). The barge has the versatility to handle either dry bulk cargo or containers and can be outfitted with a selfpropulsion system.

Photo courtesy of Damen Shipyards

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HOISTING & LIFTING

The CBa 6324 will moor against the ship and travel alongside it to transship the cargo from the convoy barges supplied by a small tug from the first buoy.

Photo courtesy of Damen Shipyards

he standardised 63 x 23.5m crane barge is available globally and designed to operate reliably almost anywhere in the world. “The crane barge for our client in Uruguay will be transshipping large quantities of soy or iron ore from barge convoys coming down the Hidrovia ParanáParaguai to ocean-going Panamax vessels bound for Europe and Asia,” says Alex Westendarp Knol, Damen’s Sales Manager Americas. To be independent from quay operations, Damen worked together with its client and partners to deliver a customised 8-point mooring spread.

River Transshipment

“The eight anchors will secure, in pairs, four mooring buoys at the CBa 6324’s location in Nueva Palmira, Uruguay,” Mr Westendarp Knol continues. “The first mooring buoy will be used for mooring a convoy of between twelve and sixteen barges delivering

approximately 30 - 40,000t of cargo. When a Panamax ship arrives, it will moor on the river between the second and third mooring buoys. The CBa 6324 will moor against the ship and travel alongside it to transship the cargo from the convoy barges supplied by a small tug from the first buoy. Once these barges are empty, the same tug will moor them at the fourth mooring buoy ready for a pusher tug to take them up river again.” Vryhof Anchors and Damen Anchor & Chain Factory (AKF) delivered the 8-point mooring spread. Vryhof Anchors was able to very swiftly fabricate the eight 4t STEVPRIS Mk6 anchors, thanks to their experienced personnel and flexible production processes. The Mk6 is capable of holding up to 100 times its own weight. Damen Anchor & Chain Factory (AKF) delivered the eight anchorchain line assemblies from stock, determining the final lay-out and dimensions in close cooperation with the client.

Photo courtesy of Damen Shipyards

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HOISTING & LIFTING

High Accuracy Registering System

The Mk6 is capable of holding up to 100 times its own weight.

The CBa 6324 has onboard accommodation for up to twelve people including a pantry, office and changing room as well as cabins. A central feature of the design of the CBa 6324 is Liebherr’s reputable CBG 350 crane. The crane has a grab load capacity 35t at 12 - 36m outreach and a hook load capacity of 45t at 12 - 36m. The crane is expected to be handling approximately 20,000t per day using the high quality Verstegen Grabs – one for soy with a capcity of 31m3 and one for iron ore with a capacity of 10.5m3. A very important feature of the crane is its automatic ‘high accuracy’ registering system, which measures the total amount transshipped. Another unique feature of the project is a custom-made 70t, three leg towing bridle for connecting the CBa 6324 to a tug during transportation. The main bridle consists of two 20m legs, one 5m leg, one triplate and three shackles for connecting the legs by means of the triplate. Damen Anchor & Chain Factory (AKF) manufactured, welded and tested the tailor-made assemblies, witnessed and certified by Lloyd’s Register. Each leg integrates stud link anchor chains,

common links, masterlink and open endlink. To meet Damen’s commitment to fast delivery at a competitive price, there are around 20 pontoons currently on stock and even more are under construction in Damen supervised yards around the world. Frank Koppelaar, Product Director Pontoons & Barges at Damen, says: “We are continuously developing and building new pontoon and barge types, which we sell from stock to shorten delivery times to weeks and in some cases even days.” i. www.damen.com

Photo courtesy of Damen Shipyards

Seacontractors Successfully Delivers the New Damen Crane Barge After a voyage of 6,400 nautical miles starting in Rotterdam, Seacontractors’ Sea Bravo (also a Damen delivery – a Shoalbuster 3209) successfully delivered the new Damen Crane Barge CBa 6324 in Nueva Palmira, Uruguay, on 29 September 2014. The convoy is seen while sailing across Rio de la Plata.

Photo courtesy of Damen Shipyards

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Photo courtesy of Damen Shipyards

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understanding the challenge

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www.metagro.nl

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

www.portofmoerdijk.nl

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HOISTING & LIFTING

LIFTAL IS READY FOR THE FUTURE

Portable Test Weights THE NETHERLAND-BASED COMPANY LIFTAL, LOCATED IN VLISSINGEN EAST AND YERSEKE AND WITH AN ADDITIONAL SALES OFFICE IN TEMSE, BELGIUM, IS ONE OF the major companies in the Zeeland Seaports area that supplies hoisting and lifting equipment. With their wide range of portable test weights, Liftal is prepared for the future, says Adrie Nieuwenhuize, head of the company’s marine department.

ver the years Liftal has invested a lot of effort and capital in all kind of portable test weights. Working for the maritime and offshore industry, their main activities are focussed on working on board diving support vessels, offshore vessels, bulk carriers, container vessels and sheerlegs. Mr Nieuwenhuize says: “We have all kinds of test weights available from 2 up to 900t. Most of the time we use water bags in combination with solid weights or our 550t test barge.” Most of the test weights Liftal uses are specifically designed to be stacked into a solid block and are therefore very safe to work with. “These portable test

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weights are used to check, inspect and certify the lifting cranes on each and every vessel in Zeeland Seaports but also in all harbours in the Netherlands, Belgium and Europe,” he continues.

Inspected & Certified

Besides their test weight activities, every Liftal location has a large and well equipped stock of rental test equipment such as modular spreader systems, test trays, big shackles, grommets and hydraulic equipment. They also provide spooling jobs on the cranes of tugs and big offshore vessels. Mr Nieuwenhuize and his staff are

responsible for all the marine projects. He says: “Before we get to work each component gets inspected and certified to European EKH, LEEA and Bureau Veritas regulations. Our digital system registers all certificates from each of our customers. This helps us with the follow up of the inspection reports.”

The Sooner the Better

The time between a request and execution of the project is very important, concludes Mr Niewenhuize. “Every extra hour that the vessel is berthed in the harbour costs a lot of money. What sets us apart from the other hoisting and lifting companies is that we work with a very short reaction time. In addition, our team of well-trained inspectors is available to do the job on request.” i. www.liftal.com

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PORT EQUIPMENT

An ASC at Rotterdam World Gateway illuminated by Phoenix ModCom Hi 100W LED floodlights.

TECHNOLOGY CHECKLIST

Choosing the Right LED Fixture THE BENEFITS OF LED TECHNOLOGY ARE INDISPUTABLE. ACCORDING TO PHOENIX – DESIGNER AND MANUFACTURER OF LIGHTING FIXTURES FOR SOME OF THE WORLD’S HARSHEST ENVIRONMENTS – THE EFFICIENCY, LIGHT QUALITY AND MAINTENANCE SOLUTIONS HAVE revolutionised lighting at ports around the world. But after the choice to illuminate with LED is made, how do you find the right fixture among the array of options? In order to protect your investment, there are some important things to consider about the fixture design and manufacturer.

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PORT EQUIPMENT

Every Component Part Matters

For the first time in history, there is a light source that can outlast the assembly of most fixtures. As a result, lighting manufacturers must consider the wear and tear their products will undergo during the long lifetime of the LEDs. There is a large number of fixtures being put onto container handling equipment that will fail before the end of the typical 50,000+ hour rated life. The cause of the failures will likely have nothing to do with the LED. It will be a different component such as the driver, housing, lens or a poorly designed heat sink.

Versatile for Customised Light

Having a variety of optic options is crucial in customising a lighting package that is perfect for a specific application. Without the proper optics, there will be inadequate light distribution. In order to maximise resources, a reputable manufacturer should conduct studies to determine an optimised lighting design for the facility.

Repairability is Critical

High-quality, well-designed fixtures should also be repairable. For example, if an LED module needs to be replaced, it is best if it can be done in the field. If a component fails on a fixture that is difficult to repair, the light will likely need to be uninstalled and sent back for repair or, even worse, it could be a total loss. People may also see manufacturers designing fixtures that can be

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retrofitted as technology advances and offers even more efficiency. For example, a module that draws 25W may eventually be replaced with a 15W module as efficiency reaches higher levels. Thus, your investment can be maximised.

Specialisation & Support is Critical

Although most lighting manufacturers serve multiple industries, Phoenix believes the port market should look for manufacturers that exhibit dedication to the port industry. This includes R&D efforts, as most fixtures designed for alternate

applications will not survive the challenges of container handling equipment. Determination of the best lighting package for a terminal facility should be based on solid industry experience. Also, consider the after-installation support of the fixture manufacturer. A reputable manufacturer should provide an accessible support team that can answer questions, provide technical expertise and ensure parts are readily available. Technology in the lighting industry continues to soar. The advantages are endless if an informed decision is made in the beginning.

Checklist for Purchasing Port Lights • Challenge lighting manufacturers to prove and stand behind their claims. • Ask questions about the driver and LED brands to confirm they are reliable with a proven performance records. • Enquire about the materials used for the lens, housing, hardware and mounting parts. • Check that the manufacturer can explain the key components of the fixture and how it will withstand the rigours of the application.

i. www.phoenixlighting.com

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PORT EQUIPMENT

GOTHENBURG PROVING GROUND FOR RORO EQUIPMENT

Real-Life Testing HIGH-VOLUME PRODUCTION AND CHALLENGING CONDITIONS MAKE THE PORT OF GOTHENBURG THE PERFECT PLACE TO PROVE VOLVO PENTA’S TERMINAL TRACTOR MACHINERY’S CAPABILITIES. AT THE Gothenburg RoRo Terminal, the Swedish engine manufacturer has an arrangement that benefits the terminal as well as OEM customers around the world.

olvo Penta recently inaugurated its first dedicated industrial engine testing facility at the Port of Gothenburg. The centre will allow Volvo Penta to continue engine testing on a real-life job site but with the capacity for more in-depth analysis. For years, Volvo Penta customers have benefited from the company’s extensive marine engine testing at its Krossholmen test centre near Gothenburg, Sweden. The centre helps OEMs optimise yachts and vessels installed with Volvo Penta engines. While Volvo Penta also performs comprehensive testing on its industrial engines – both in test cells and on real-life job sites, including quarries, mines and power plants – the company recently cut the ribbon on its first dedicated industrial test centre specifically for material handling applications in Gothenburg Harbour. The test

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centre results from cooperation between Volvo Penta and Gothenburg RoRo Terminal and will be fully operational by December.

Full Throttle

Gothenburg RoRo Terminal (formerly known as Älvsborg RoRo), a company specialising in roll-on/roll-off cargo in trailers and railroad cars, as well as automobile handling, works around the clock to move freight on and off ships or into temporary storage. The terminal handles over 10 million tonnes of cargo each year – primarily paper but also steel and specialised goods. Last year more than 380,000 wheeled cargo RoRo units passed through the port, over half of which were handled by the Gothenburg RoRo Terminal. Its terminal area covers a half million square metres and encompasses seven RoRo berths.

Volvo Penta has been closely connected to the Gothenburg RoRo Terminal for many years, with the company’s engines installed in around half of the RoRo terminal’s machines. And since 2010, Volvo Penta has tested Stage IV/Tier 4 Final engines in three of Gothenburg RoRo Terminal’s terminal tractors. Gothenburg RoRo Terminal is a convenient venue for testing because of its close proximity to Volvo Penta’s headquarters, as well as its high-volume production. Two engine field tests – in a MAFI MT 32 and MAFI MT 45 – are still ongoing. The MT 32 is installed with a Volvo Penta 8l engine and can haul up to 35t in its trailer, while the MT 45, equipped with a D11, can carry up to 95t of SECU (Stora Enso cargo unit) boxes. “Volvo Penta can do a test on the road, but it’s not the same as in here – our machines are always going at full throttle, moving up and down boat ramps, and carrying heavy loads,” says Göran Dittmer, Technical Engineer at the Gothenburg RoRo Terminal. “Volvo Penta gets good data from us.”

Taking It One Step Further

With the designation of the Gothenburg RoRo Terminal as

an official test centre, however, Volvo Penta can take testing a step further. Later in the year, the company will put several of its own Volvo Pentaequipped machines into the hands of Gothenburg RoRo Terminal. The arrangement benefits the port with the use of several new terminal tractors while allowing Volvo Penta to conduct even more detailed testing – and better pinpoint and adapt its engines to the needs and demands of a busy RoRo terminal. Volvo Penta is also aiming to have its engines in a straddle carrier and reach stacker at the port, allowing it to test engine behaviour in a variety of machines. The new Volvo-owned machines will work in the port as usual, but they will also be available for application testing in Gothenburg RoRo Terminal’s shop. “We can access our own machines more freely,” says Mario Celegin, one of Volvo Penta’s Engine Development Testing Managers. “It’s hard for us to do application testing on their machines when they work as many as 200 hours a month. This new arrangement also allows us to test our machines in real conditions without having to invest in a site of our own.”

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PORT EQUIPMENT

The Gothenburg RoRo Terminal

Photo courtesy of the Port of Gothenburg

A Closer Look

Besides testing fuel consumption, Volvo Penta can also look closely at emissions, engine quality, fault codes, serviceability and driver experience. It can also test upcoming features, software updates and accessories and make any necessary modifications during the testing process. The company can also use the facility for marketing activities, training and seminars. “Developing products and

services in close collaboration with users of our products is a great way to make sure what we offer is fit for purpose and stands out from the competition,” says Johan Carlsson, Volvo Penta’s Senior Vice President of Planning, Product Development and Purchasing, who officiated at the ribbon cutting ceremony. “We really appreciate this opportunity to work with Gothenburg RoRo Terminal.” i. www.volvopenta.com

Gothenburg RoRo Terminal CEO Björn Wånge (left) and Johan Carlsson, Volvo Penta Senior Vice President of Planning, Product Development and Purchasing, cut the ribbon to open the new Volvo Penta engine test centre at Gothenburg RoRo Terminal.

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PORT DEVELOPMENT

Photo courtesy of HHLA

STUDY OF NORTH RANGE – BALTIC SEA SHORTSEA TRAFFIC

More 45-Footers in the TransBaltic? PORT OF HAMBURG MARKETING (HHM), WITH THE HELP OF THE BREMENHEADQUARTERED INSTITUTE OF SHIPPING ECONOMICS AND LOGISTICS (ISL), HAS finalised a study on the existing and future potential of freight volumes handled by various shortsea shipping companies in traffic to and from the Baltic Sea region (BSR). They have also investigated the main challenges for a wider use of 45-foot containers. This is all part of HHM’s contribution to the TransBaltic Extension project.

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PORT DEVELOPMENT

fter dealing with the first obstacle of estimating the share of shortsea-land traffic in the overall container volumes – something which is not distinguished in official statistics – the ISL discovered that in 2012 the total containerised shortsea-land traffic between North Range ports and the BSR amounted to approximately 1.1 million TEU, with an additional 0.2 million TEU within the Baltic area itself (roughly the same as in 2011). Longdistance short sea shipping services cut out the biggest share, e.g. North Range-

Photo courtesy of HHM, J.H. Hettchen

Photo courtesy of HHM, Michael Lidner.

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Russia up to almost 0.6 million TEU, followed by traffic to and from Sweden and Finland (each with around 0.15 million TEU). The use of 45-foot boxes oscillated in 2012 at nearly 0.5 million TEU across the whole North Range-BSR container trades (89 thousand TEU in Baltic alone). However, due to the impending stricter sulphur regulations coming into force in January 2015 regarding ships’ fuel (SECA), ISL forecasts a freight shift onto ferries (from which the Baltic short sea shipping already faces tough competition) or onto overland routes where a viable alternative can be set up. The 2020/2030 base outlook anticipates a drop by 10 percent in containerised shortsea volumes between 2012 and 2020 and a recovery to approximately 2012 figures no sooner than another 10 years.

Changing Scenarios

The study also tables a set of countermeasures. Firstly, the emission-based bonuses, when a 30 percent fuel cost reduction would not only offset the extra costs of SECA, but also increase the shortsea potential by 17-18 percent (around 235,000 TEU in 2030). Secondly, subsidising container handlings, where a EUR 10 subsidy on handling in EU ports would add some 7-8 percent (approximately 80,000 TEU in 2020 and 100,000 TEU a decade later). Thirdly, marketing efforts in the

Baltic Sea economies could provide more backhaul cargo and balance imports and exports; this would minimise empty container runs, cut costs for the benefit of short sea shipping clients and thus tip the scale in favour of container shipments (50,000 TEU in 2030). Furthermore, motivating deep-sea carriers to accept short sea cargo on their feeder network would increase the sailings frequency to and from hub ports and might further increase volumes. And last, but not least – customising shippers’ facilities to make them more containerfriendly, since many of them can only handle trailers due to loading ramps’ design. The study presents different countermeasuresimplemented scenarios.

Privileged Position

Additionally, the paper points out the most striking hindrances of a wider use of 45-footers. Some container terminals in North Range ports are fairly reluctant to see such units occupying space in their backyards (consuming the space of three 20-foot boxes). Moreover, even if some shippers (e.g. from southern Germany) would like to take the advantage of a 45-footer, the rather limited supply of such boxes forces the pre-carriage of the box to the shipper, rendering the whole operation economically unattractive, giving standard boxes or trucks a privileged position. i. www.hafen-hamburg.de

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PORT EQUIPMENT

NEW PORT SECURITY RADAR & CAMERA SYSTEM

Excellent Detection Performance KELVIN HUGHES’ NEW COMBINED CAMERA AND RADAR SINGLE MAST SOLUTION (SMS) RESPONDS TO THE MARKET NEED FOR A RAPIDLY DEPLOYABLE, ALL-WEATHER, PORT AND harbour security radar and multi-optioned electro-optical system. Kelvin Hughes utilised its SharpEye X-band solid state surveillance radar technology to develop the SMS.

quipped with a simple mounting interface, the SMS can be securely attached to any mast system – whether portable, vehicle-mounted or on a fixed structure. Fitted with the SharpEye SxV radar and integrated with a wide range of electrooptical sensors, the SMS can suit many operational requirements. Additional mounted options include thermal imaging cameras, long range and/or lowlight optical sensors and even searchlight or loud hailing systems.

All-Round Coverage

Featuring a through-shaft unit, the SMS provides a 360° pan and tilt capability with no blind arcs, enabling sensors/cameras to be mounted either side of the mechanism with the SharpEye SxV radar mounted directly above. The radar is elevated above the cameras and is free from interference from any supporting structure; it is therefore in the optimum position to provide all-round coverage. The SharpEye SxV radar will provide long and short range threat detection, intruder alert and tracking of small boats, including dinghies, vehicles and people within areas of a port or harbour both ashore and on the water.

(i.e. no magnetron) transceiver technology, providing users with an unrivalled, lightweight (around 18kg), radar capability that can detect small, slow moving targets in adverse weather conditions. When the SharpEye SxV, as part of the SMS, is deployed with Kelvin Hughes’ CxEye control and integration software, the user is able to gain full situational awareness by displaying radar and camera images on a laptop or touchscreen device. Jonathan Field, Director Security Sensors and Systems at Kelvin Hughes, comments: “With their superior technology, the SharpEye SxV radar and CxEye software are a great combination. When deployed using the Single Mast Solution, they offer customers an unrivalled ability to deploy a state-of-the-art surveillance suite rapidly and costeffectively.” Designed for ease of use, CxEye geo-references radar tracks on a selection of mapping tools and combines tracking and track fusion from multiple sensors in a single touchscreen display, with fast ‘slew to cue’ functionality. Situational awareness is built up using a ‘detect, recognise, identify and classify’ methodology. i. www.kelvinhughes.com The user is able to gain full situational awareness by displaying radar and camera images on a laptop or touchscreen device.

A Great Combination

SharpEye SxV is a lightweight version of the X-band Long Range SharpEye radar. The excellent detection performance is derived from solid state

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HOISTING LOGISTIC &SYSTEMS LIFTING

NEW SUSTAINABLE RAIL CONNECTION

European Shuttle Services SAMSKIP VAN DIEREN MULTIMODAL HAS EXPANDED ITS INTERMODAL NETWORK BY ADDING RAIL SHUTTLE SERVICES BETWEEN DUISBURG, GERMANY AND Bettembourg, Luxembourg. Samskip is offering an environmentally friendly and sustainable transport solution for unitised cargoes, fully integrated with Samskip’s pan-European multimodal network via rail, shortsea, road and inland waterways.

he Samskip Rail Terminal in Duisburg already handles a high frequency of rail shuttles to and from Scandinavia. The new shuttle running between Duisburg and Bettembourg will now secure an excellent connection to France and Spain as well.

Servicing Gateway Traffic

Three departures a week will connect Le Boulou, Lyon and Bettembourg to the Duisburg region. The newly installed gantry cranes at the Duisburg terminal will service the gateway traffic between Scandinavia, France and Spain. “By creating this new direct link between Scandinavia, France and

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Spain, we have finally realised the European dream of connecting these areas via a sustainable transport solution. Cargo travelling through this corridor will no longer be subject to the impact of road traffic bans but will now benefit from very fast transit times,” says Johan Logtenberg, Managing Director of Samskip Van Dieren Multimodal. The shuttle is open to all types of intermodal loading units such as containers and 13.6m (mega) trailers. Samskip Van Dieren Multimodal expects to increase the frequency to six departures per week in the near future.

Door-to-Door Movement

Samskip operates one of Europe’s largest multimodal container logistics systems. The Samskip 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. And 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. It now has at its disposal over 13,000 containers, ranging from 20ft to 45ft palletwide high cube containers including reefers, curtain-siders and flat-racks. i. www.samskipvandieren.com

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PORT EQUIPMENT

Photo courtesy of Sören Lüders

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PORT EQUIPMENT

NEXT-LEVEL STOWAGE PLANNING

Increasing Capacity INTERSCHALT’S STOWMAN PROVIDES NEXT-LEVEL OPTIMISED STOWAGE PLANNING. SHIPPING COMPANIES CAN ENSURE OPTIMUM VESSEL CAPACITY UTILISATION BY CHOOSING from multiple stowage planning options. In addition, digital fleet monitoring in real time with Interschalt’s Bluetracker ensures maximum safety.

n September, the software supplier, service provider as well as manufacturer of VDR systems, Interschalt Maritime Systems, launched a pioneering product into the market with its new stowage planning tool. StowMan enables liner shipping companies to increase the capacity utilisation and efficiency of their fleet. StowMan generates strategic stowage planning alternatives in a matter of seconds. Stowage planners can create several different scenarios and examine their options extensively, instead of developing just one stowage plan, which used to be the case, due to time constraints. An economically and logistically perfect stowage plan is generated in next to no time by producing alternatives on an iterative basis.

Final Piece of the Puzzle

“StowMan will revolutionise stowage planning,” says Robert Gärtner, CEO of Interschalt. “This tool, together with the stowage planner’s know-how, will enable liner shipping companies to unlock brand new opportunities to increase their revenue. For us, this enhancement of our original StowMan was the final piece of the puzzle in creating the perfect stowage planning tool.” The time savings achieved due to the fact that the stowage plans are generated within a matter of seconds will enable liner shipping companies to increase their turnover and reduce their operating costs at the same time by choosing the perfect scenario. StowMan integrates numerous factors over and above pure container stowage. In addition to planning the inflow and outflow of containers at the various different ports along a route, this also includes planning crane capacity utilisation and ensuring proper trim with as little ballast water as possible. If all these factors are perfectly synchronised and working in harmony together, this will result in optimum ship capacity utilisation.

company to digitally monitor its fleet in real time anywhere in the world. As such, the shipping company can access an extensive amount of data which, when analysed, can lead to cost savings. “Bluetracker allows you to control costs and increase efficiency both on board and onshore. With Bluetracker, the shipping company can pull up and track the data for its entire fleet all over the world. The crew on board can take direct action, and sustainable strategies for optimising costs and capacity utilisation can be developed onshore,” says Mr Gärtner regarding the Vessel Monitoring System. Bluetracker transfers the recorded data to shore by satellite at intervals of time defined on a customer-specific basis. Users can access current and historical data, which is displayed in charts. Analysing vessel-specific key factors leads to efficiency measures for reducing operating costs. This involves, for example, using data in order to analyse consumption levels, such as fuel consumption, trim and engine performance. The crew on the bridge is also notified of the trim efficiency and other efficiency parameters. Since the crew is actively involved, measures are implemented directly to cut costs quickly. i. www.interschalt.com StowMan, the new stowage planning tool.

Real Time Monitoring

In order to ensure efficient and safe shipping, Interschalt has created Bluetracker. This software enables a shipping

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ON THE ROCKS BY ANTON RIJSDIJK

Capturing the Essence and Beauty of Shipwrecks Around the World Dutch photographer Anton Rijsdijk travelled around the world for his job as a consultant in water supply. On his journeys he hunted down and photographed the most intriguing shipwrecks in the most remote spots. 66 beautiful full colour photographs have been collected together in this must-have book called On the Rocks. Rijsdijk has succeeded in capturing the essence and beauty of all kinds of shipwrecks by bringing together the most picturesque images in this colourful photo book. Illustrated with breathtaking and inspiring photographs, the book details the GPS position, charts and maps and information on 66 wrecks that can be found worldwide. Featuring previously unpublished images from Rijsdijk’s private archive, this book is dedicated to the beauty of stranded ships and is a summation of the author’s many years of wreckhunting that have made him a prominent authority on above the waterline shipwrecks.

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TO PLACE ORDERS CONTACT T +31 (0) 118 473398 E info@ynfpublishers.com 5 0 | P I 2 0 1 4 | Vo l u me 3 | Issue 4

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OFFSHORE PORT SERVICES

BLUE ENERGY COOPERATION

Seanergy Ports Launched

Brunsbüttel Ports

TODAY, IN A WORLD OF GLOBAL COMPETITION AND OVER-REGULATION, SMALL AND MEDIUM SIZED PORTS ARE CONFRONTED WITH AN INCREASING NUMBER OF SIGNIFICANT MULTIFACETED CHALLENGES. IN ORDER TO REMAIN COMPETITIVE, THEY REQUIRE INNOVATIVE port financing instruments, resource efficient operations and equipment, novelty technological solutions, modern infrastructure and skilled and versatile staff. In order to remain competitive in new markets such as the offshore wind business, five European sea ports launched an international collaboration, namely Seanergy Ports.

eanergy Ports – consisting of the Port of Oostende, Belgium, Port of Ramsgate, UK, Port of Newhaven, UK, Brunsbüttel Ports, Germany, and Rendsburg Port, Germany – was officially launched on 10 October at the concluding conference of Lopinod. The European cooperation of different ports challenges existing thinking on freight distribution and offers a more sustainable and efficient alternative. With the focus on environmentally friendly logistics and low carbon economic development, Seanergy Ports want to contribute to the 2030 EU objectives in the field of EU energy management and innovative economic development.

The Blue Industry

Some of the ports have the opportunity to invest in new emerging sectors, like the blue industry, or to specialise in niche markets. Small and mediumsized ports can overcome their handicaps of size and location by jointly developing transnational collaboration schemes and clustering information, service providers, projects, expertise, business ideas, hence sharing costs and making savings.

Port of Newhaven

The Seanergy partners have a focus on the development and the implementation of the blue industry, including offshore wind, wave and tidal energy.

Three Important Objectives

– Seanergy Ports is an international information platform where potential clients can easily find all relevant information needed for their project or activity in a particular port or a cluster of ports. – It is also an international expertise forum where port managers can exchange expertise in the field of handling and organising major logistic and economic projects at sea and on land, as well as in energy efficiency and the implementation of low carbon economic development. – The cooperation will function as a single voice to the local and international authorities in order to develop and promote common quality standards and methodologies.

Port of Oostende

Rendsburg Port

i. www.seanergyports.eu

Port of Ramsgate

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PORT DEVELOPMENT

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PORT DEVELOPMENT

ECT HANDLES 150,000,000TH TEU

Milestone in European Container Transshipment RECENTLY, ECT – ONE OF THE MOST ADVANCED CONTAINER TERMINAL OPERATORS IN EUROPE – HANDLED ITS 150 MILLIONTH TEU IN ROTTERDAM, THE NETHERLANDS. WITH THAT, ECT IS the first container terminal operator in Europe to achieve this remarkable milestone. This equals a line of containers more than 900,000km long or, from here to the moon and back, and then a few times around the world.

CT handled the very first container in the Eemhaven in 1967, which is now called the ECT City Terminal. Since than, the focus of container handling has however shifted to the Maasvlakte, where ECT already pioneered the concept of the automated terminal at the ECT Delta Terminal in the last century. As of April 2014, the Amazon port on the Maasvlakte is optimally accessible to the largest container ships of 18,000+ TEU. The 2,400m long harbour basin was recently widened with 55m at the south side of the ECT Delta Terminal. Now, the Amazon port offers the same nautical accessibility as the other docks on Maasvlakte 1 and 2.

The Power of Teamwork

ECT operates three terminals: the ECT Delta Terminal and the Euromax Terminal Rotterdam at the Maasvlakte (directly on the North Sea) and the ECT City Terminal in the Eemhaven area (close to the city centre). The ECT Delta Terminal and the Euromax Terminal Rotterdam are capable of accommodating the largest ships in the world and handle a majority of the containers at the port of Rotterdam. Jan Westerhoud, president of ECT: “To me, the milestone of 150 million TEU symbolises the power of teamwork; between our employees who organise the unloading and loading 24/7 and with our customers who have been placing their trust in ECT for almost 50 years.”

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Getting Bigger & Bigger

ECT is continuously investing, especially in response to the continual growth of the individual components of the container shipping sector. A major investment programme is underway at the ECT Delta Terminal which among other things comprises new quay cranes, hybrid Automated Guided Vehicles and Automatic Stacking Cranes. i. www.ect.nl

Hutchison Port Holdings ECT is a member of the Hutchison Port Holdings (HPH) Group. HPH, a subsidiary of the multinational conglomerate Hutchison Whampoa Limited (HWL) is one of the world’s leading port investors, developers and operators. The HPH network of port operations comprises 319 berths in 52 ports, spanning 26 countries throughout Asia, the Middle East, Africa, Europe, the Americas and Australasia. Over the years, HPH has expanded internationally into other logistics, transportation-related and hotel businesses. These include cruise ship terminals, airport and hotel operations, distribution centres, rail services, and ship repair facilities. In 2013, the HPH port network handled a combined throughput of 78.3 million TEU worldwide.

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LOGISTIC SYSTEMS

UPGRADE OF RAIL TERMINAL IN BREMERHAVEN

Back on Track THE RAIL TERMINAL IN BREMERHAVEN, GERMANY, IS GETTING AN UPGRADE – WITH EUR 8.15 MILLION FOR THE EXTENSION AND ELECTRIFICATION OF RAILWAY TRACKS AT KAISERHAFEN. THE RAIL OPERATORS WHO USE THE TRACKS OF BREMEN’S TERMINAL RAILWAY ARE STEADILY INCREASING THE NUMBER OF trains and freight volumes carried by rail and further growth is forecast. The present railway system consists of sixteen single tracks and runs alongside Brückenstrasse to the end of Kaiserhafen III. By the end of 2015, the tracks are to be extended to cope with the growing number of block trains. These approx. 700m long trains are meanwhile standard for the rail-bound transport of automobiles and containers.

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LOGISTIC SYSTEMS

Martin Günthner, Bremen’s Senator for Economic Affairs and Ports expects to see 770 freight trains per week in Bremerhaven.

“

he rail terminal in Bremerhaven has to be equipped to cope with future demand. We are therefore planning to upgrade the rail infrastructure without delay,” says Martin Günthner, Bremen’s Senator for Economic Affairs and Ports. “The rail infrastructure at the terminal in Bremerhaven is reaching the limits of its capacity.” Targeted public investments in new tracks are therefore absolutely essential. The number of inbound and outbound trains has risen from 493 per week in 2011 to 558 in 2012 and 567 in 2013. The record to date was in 2013, with around 670 trains per week. The number of trains continues to rise and over the medium term, the Senator expects to see 770 freight trains per week in Bremerhaven.

container is carried on rail from Bremerhaven to hinterland destinations, the share of automobile transports handled by rail is as high as 80 percent. The rail terminal at Kaiserhafen is used primarily by inbound and outbound car carrier trains. The extension of the rail facilities at Kaiserhafen will require investments of EUR 8.15 million. “We will keep within this financial framework,” says Robert Howe, Technical Director of the port management company Bremenports. The European Union will fund roughly 10 percent of the costs of the investment project at the overseas terminal in Bremerhaven (TEN-T project for transEuropean transport networks).

Freight Transport

The Kaiserhafen rail terminal project will involve extending twelve of the sixteen tracks to a length of up to 750m. Altogether, a total length of 4,300m of new tracks will be laid. Three entry tracks will be fully electrified along their entire length. The work is scheduled to be completed by the end of 2015. The first stage began some months ago and provided alternative stabling for up to twelve shunting locomotives in the southern part of Kaiserhafen terminal. Mr Howe emphasised that railway operations will continue while the work is taking place. “That is a real challenge. We shall try and keep the restrictions for railway traffic to a minimum. So far, the work has not caused any delays or tailbacks.”

Automobile traffic accounts for an above average share of the increase in rail freight transport. Whereas almost every second

Moving Forward

i. www.bremenports.de

The rail terminal at Kaiserhafen is used primarily by inbound and outbound car carrier trains.

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LNG

ANTHONY VEDER OPTS FOR ZEEBRUGGE’S LNG EXPERTISE

Gas Carrier Trials

LNG TRIALS HAVE BEEN PERFORMED ON ANTHONY VEDER’S NEWLY BUILT GAS CARRIER CORAL STAR. BEFORE ANTHONY VEDER WAS ABLE TO DEPLOY THE LATEST ASSET TO ITS FLEET OF GAS CARRIERS, THE SHIP’S FUEL SUPPLY SYSTEMS AND THE DUAL FUEL ENGINE NEEDED TO BE THOROUGHLY TESTED, both for fuel and for LNG. The fuel tests were completed at the Chinese shipyard, but for the specific LNG tests Anthony Veder decided that the ship should come to Zeebrugge, due to Zeebrugge’s strong reputation and expertise in LNG.

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LNG

The LNG fuel tanks were partially filled with LNG from a truck alongside the quay (Truck-to-Ship bunkering method).

erdinand Dekker, Manager Operations Anthony Veder Chartering says: “We are very pleased to be able to work with the port of Zeebrugge and Hoppe Maritime Group on this special project. After all, the Coral Star and Anthony Veder’s other new vessels are in fact the world’s first ethylene tankers driven on LNG.” The ethylene tanker is equipped with a dual fuel engine, which allows the vessel to run on heavy fuel oil – which is still the standard marine fuel – as well as the more environmentally friendly LNG.

Truck-to-Ship Bunkering

The technical tests on the Coral Star were performed by Hoppe Maritime Group in Zeebrugge. The tanks were prepared on the terminal in order to receive LNG (cooling down and inerting). The LNG fuel tanks were partially filled with LNG from a truck alongside the quay (Truck-to-Ship bunkering method). The engine’s power was tested with the aid of a ‘load bank’, an installation that adds artificial ballast, to see whether or not the engine was able to produce enough power to keep the ship moving, also at sea. The Coral Star completed all the tests successfully. General Manager Hoppe Maritime Group, Stefaan Hoppe comments: “These operations confirm the role of our terminal in these pioneering times for LNG bunkering. The availability of our installations, the available gas expertise and the generally appreciated flexibility cause gas shipping companies to choose Zeebrugge.” For the same LNG-commissioning, sister vessel Coral Sticho arrived in Zeebrugge from China in October.

LNG Front Runner

These LNG trials performed for Anthony Veder Chartering Company are yet another confirmation that Zeebrugge is a front runner in the development of LNG as a maritime fuel. Earlier, Zeebrugge was chosen to perform LNG Truck-to-Ship bunkering operations for the world’s first two LNG-driven tugboats. Also, Mitsubishi Corporation, GDF Suez and NYK Line ordered the world’s first LNG bunkering vessel before the summer, which will operate from the port of Zeebrugge in 2016. i. www.portofzeebrugge.be i. www.anthonyveder.com www. p o r t - i n d u s t r y.c om

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VERSA

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Available NOW! Mediakit 2015 www.ynfpublishers.com/mediakit

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ShipBuilding i n d u s t r y

03-11-14 09:55 09:56 03-11-14

POWER GENERATION

Maritime Charity GOLF EVENT 2014

THE FOURTH ANNUAL MARITIME GOLF EVENT, ORGANISED BY YELLOW & FINCH PUBLISHERS, WAS HELD ON 18 SEPTEMBER AT DE GOESE GOLF IN THE NETHERLANDS. OVER A HUNDRED maritime professionals from all over the world enjoyed a sunfilled day playing golf and networking. Moreover, the event raised over EUR 13,000 for KiKa, the Cancer-Free Children

From left to right: Dick Gilhuis (Zeeland Seaports), Jean Ruinard (Zeeland Seaports), Rob van den Eijnden (Hanjin Shipping) and Bertus Marcus.

Foundation. At the end of a very successful and pleasurable day, the CEO of Yellow & Finch Publishers, Charles van den Oosterkamp, handed a cheque to KiKa Fund Manager, Rien Schimmel. On behalf of all children suffering from this disease, Mr Schimmel thanked all the participants for their donations and spending a wonderful day together. Once again the charity golf event was full of socialising and networking, all while enjoying the beautiful surroundings of the golf course. Yellow & Finch Publishers will continue to fund cancer research by organising another charity golf event next year. For more information about the 2015 Maritime Golf event and early registration, please contact the publishing house. i. www.ynfpublishers.com

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From left to right: Leendert Muller (Terneuzen Port Service), Maarten de Heus (Verbrugge Terminal), Mark Castell (Driver Trett) and Leen Warnaar (Arklow Shipping).

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PORT INDUSTRY

OUTFITTERS PAGES Complete Bunker Boom

First Swedish Sany Reachstacker The first Sany Reachstacker, the SRSC4531G, has arrived in Sweden. During the arrival ceremony an experienced GTS driver gave the audience a live performance showing the Sany Reachstacker 4531G in action stacking and moving containers. The Sany Reachstacker 4531G has been developed by European specialists and built at the Sany factory in Bedburg, Germany. Earlier this year GTS acquired the general dealership for sales and rental of Sany Reachstackers, empty container trucks, heavy forklifts and other harbour and terminal equipment for Sweden. i. www.sany-germany.de

Rometal – a partner in constructions as well as complete products for crane building and the offshore industry – recently designed and manufactured a complete bunker boom for inland waterway bunkering. The loading arm, with a total length of 27m, has a 10 and 4” pipeline in the construction to transfer a variety of volumes for all kind of fluids. At the end of this year, Rometal will deliver and install the second bunker boom. i. www.rometal.nl

Acquisition of Peerless Industrial Group Powering Harbour Tugs Caterpillar Marine’s MaK 8 M 25 C propulsion engines have been selected by Transnet National Ports Authority to power eight identical 70t bollard pull tugs on order at a South African shipyard. The tugs will be 31m in length with a beam of 12.5m and will each be powered by 2x MaK 8 M 25 C engines with a total output of approximately 5,332kW. MaK engines offer excellent load response capabilities, and fuel consumption as well as long intervals between overhauls. The reduced number of components on the engine and the simplicity of the design enable easier overhauls. The MaK engines will be delivered between 2015 and 2018. i. www.cat.com

Kito Americas acquired the shares of Peerless Industrial Group from Westview Capital Partners II. By offering an expanded product portfolio including Peerless products, Kito’s customers will benefit through the availability of high quality, safety-focussed lifting products. Ned Hunter, Kito America’s President and CEO of Harrington Hoists commented, “Peerless’ product portfolio integrates well with our core overhead lifting products. We expect to better serve our material handling customers by offering a much broader, high quality product range and also access new markets around the world through our global subsidiary operations and distribution networks.” i. www.kito.net

Model 5 Mobile Harbour Crane Terex Port Solutions (TPS) has received an order from Hans Lehmann for a second diesel-electric G HMK 5506 variant of the Terex Gottwald Model 5 mobile harbour crane. The crane will join an identical Model 5 crane that Lehmann has already been using successfully in Lübeck Cargo Terminal. The Model 5 is aimed at terminal operators in need of a high-performance harbour crane equipped with the essential capabilities for standard requirements in terms of terminal infrastructure, annual hours worked and maintenance, at an attractive priceperformance ratio. The second crane extends the capacities and availability of ship loading and unloading equipment in the terminal. i. www.terexportsolutions.com

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PORT INDUSTRY

OUTFITTERS PAGES ContiPressureCheck-System

Custom-Built Flatracks

Continental CST has unveiled the Continental tyre pressure monitoring system ContiPressureCheck for specialty tyres. The innovative technology is reliable and prolongs the tyre’s useful lifetime. In contrast to comparable systems, ContiPressureCheck is used inside the tyre. The tyre pressure monitoring system is thus deployed where a lack of inflation pressure has an immense impact. If the inflation pressure decreases, the tyre might be subjected to greater stress as it rolls, causing it to heat up. Heavy loads, as they occur in port logistics, increase the loading quite considerably. ContiPressureCheck uses a sensor inside the tyre to continuously monitor the inflation pressure and tyre temperature to prevent this from happening. i. www.continental-specialty-tires.com

Samskip Multimodal delivered 63 new Samskip flatracks to the Rotterdam Shortsea Terminal. The 20ft flats have been custom-built for Samskip’s Steel and Construction Logistics department and designed with internal loading space maximised and empty weight minimised. The design has been optimised to carry longer, higher and wider loads than would fit on a standard 20ft flatrack. In addition to more cargo space, the customised design also offers an increased payload. In the case of brick shipments, for example, the new 20ft flatrack accommodates two extra pallets per move. i. www.samskipmultimodal.com

Intermodal Planner for JadeWeserPort The Intermodal Planner from Ecorys’ Intermodal Links supports the Container Terminal Wilhelmshaven, JadeWeserPort, in achieving its growth targets. It does so by clearly showing the benefits of multimodal transport using the port of Wilhelmshaven. Logistics companies can save on costs and reduce their environmental impact by using intermodal transport to and from the port area. The online planner shows the optimal route to almost all locations in Europe and unlocks the intermodal hinterland of Wilhelmshaven. In addition to location and draught, good intermodal hinterland connections determine the competitiveness of a port. Linked directly to quayside trans-shipment in Germany’s only deepwater port, the multimodal transport terminal is the ideal logistics hub for transport with containers, semi-trailers and swap-body platforms. i. www.ecorys.com

Helping Super Gloria Kalmar recently achieved a world-record breaking lift with its Super Gloria reachstacker – with the help of a Volvo Penta TAD1172VE. The DRG1000-92-ZXS, nicknamed the Super Gloria, is the largest in Kalmar’s hugely successful Gloria range and contains a Volvo Penta TAD1172VE. Already known as the world’s largest industrial reachstacker, Super Gloria was out to earn a second accolade for its heavy-lifting capabilities. i. www.volvopenta.com

Supporting the Tanker Sector FindaportCD:Tanker is the latest addition to the portfolio of Shipping Guides, the specialist in publishing port, harbour and terminal information. FindaportCD is an annual subscription service that enables its customers to access the most comprehensive port information available from their desktops without having to rely on expensive satellite connections. Ports and terminals meeting users’ requirements can be identified in just a few simple clicks and the new tanker specific version is tailored to the day-to-day tanker information requirements of oil majors. Access to specific port information –including mooring diagrams, berthing facilities and cargo handling capability – has never been more focussed or fast. i. www.portinfo.co.uk

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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 4

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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.

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Main Themes Port Safety Container Handling Equipment Project Cargo Focus on Southern Europe Transport Logistic München 2015

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16 January 2015 6 February 2015

Subjects can be changed without prior notice.

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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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WORD ON THE SEA

Photo courtesy of Zeeland Seaports

PI’s Rob van Akkeren

Photo courtesy of Zeeland Seaports

VLISSINGEN EAST HITS HALF CENTURY MARK This year is an important marker for Zeeland on-site, which is specialised in the fabrication of Seaports’ Vlissingen East in the Netherlands. jackets and topsides, mostly for the North Sea oil & Vlissingen’s maritime history goes back a long gas industries. way – there has been a port in the city since the The port has also become an important player Middle Ages. The development of Vlissingen East, in the offshore renewable energy sector, with both though, began in 1961 and the port was officially Verbrugge Terminals and BOW Terminal delivering opened, 50 years ago, in 1964, by Queen Juliana of conststruction and maintenance related services to the Netherlands. Since then offshore wind projects. it has gone on to become one Energy is an important of the most important ports theme at Vlissingen East in the country. generally and a number of One of the first companies have established companies to take advantage storage terminals. Amongst of the newly created port these is Vesta Terminals, Vlissingen East continues to – and one that continues whose primary services move with the times, positioning involve storage and logistics to be an important player it well to meet the challenges of of crude oil, refined to this very day – was the Scheldepoort, at the time petroleum products, bio-fuels the next 50 years. part of the Royal Schelde and petrochemicals. Group. Since 2000 the yard Dry bulk fuels are also has been a member of the Damen Shipyards covered, courtesy of OVET, specialists in the Group. As Damen Shiprepair Vlissingen the yard handling of solid fuels, ores and minerals. has been the scene of some cutting edge repair Vlissingen East stands as a testimonial to and conversion projects. Vlissingen’s ability to adapt to the times. Its Some of the biggest names to be found evolution within the modern energy sectors across the maritime and port worlds today demonstrates that the port continues to move have facilities in Vlissingen East. With plenty of with the times, positioning it well to meet the space and excellent hinterland connections, the challenges of the next 50 years. port has attracted a number of manufacturers keen to take advantage of the direct North Sea access on offer. Amongst these are VDS Staal en Machinebouw (VDS), whose scope of work extends to structures for use both on and offshore. Rob van Akkeren Heerema Fabrication Group (HFG) have a facility rob@ynfpublishers.com 6 4 | P I 2 0 1 4 | Vo l u me 3 | Issue 4

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It’s in our character

DAMEN DAMEN CRANE CRANE BARGE BARGE 6324 6324 DAMEN DAMEN CRANE CRANE BARGE BARGE 6324 6324

accessible ports and people dedicated terminals for a broad range of cargo you can reach us 24/7 at +31 115 647400

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ports of vlissingen and terneuzen

driven by dedication

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TELEPHONE

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shorecranes up to 208 tons

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PI 2014 | VOLUME 3 | ISSUE 4

stevedoring & warehousing rotterdam

Game Changer 2015 LOW-SULPHUR FUEL REGULATIONS

KEY EXPANSION BOW TERMINAL MEETS NEEDS OF THE MARKET

First Dutch LNG Training Facility EUROPEAN EMERGENCY REGULATIONS

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