Port Industry, Vol.4 No.1 by Yellow & Finch Publishers

210-297mm okt 2014 aflopend:210 23-10-2014 RHB.adv RHB.adv 217-297mm 217-297mm Y&F:210 Y&F:210 01-04-2014 01-04-2014 12:21 12:21 Pagina Pagina 1 09:48 1

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C O N T A I N E R H A N D L I N G E Q U I P M E N T PORT-INDUSTRY.COM

Lifting Lifting your cargoes faster faster Lifting your your cargoes

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stevedoring&&warehousing warehousing rotterdam stevedoring warehousingrotterdam rotterdam

Fighting Inefficiency ISO-CERTIFIED FOLDABLE CONTAINERS

DATA EXCHANGE POKER PLAY OR DIGGING FOR GOLD

Pushing Ambition WIND GENERATED ELECTRICITY

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GREEN SOLUTIONS

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Publisher’s note

The Future is Now WELCOME TO THE FIRST 2015 ISSUE OF PORT INDUSTRY. LOOKING BACK ON THE PAST YEAR, PORTS WORLDWIDE HAVE SHOWN HEALTHIER FIGURES. FOR EXAMPLE, EUROPE’S LARGEST PORT, THE PORT OF ROTTERDAM, WITNESSED ITS throughput grow by 1 percent to 445 million tonnes. The container sector, up by 5.8 percent and breakbulk, with 12.1 percent growth, did exceptionally well. Rotterdam is buoyed by the results, especially as the completion of its Maasvlakte 2 is well on the way. Read more about Rotterdam’s zero emissions container terminal – a world’s first – in this magazine. The Port of Hamburg’s figures were also on the up. With total throughput up by 4.8 percent, it has consolidated its position as Europe’s second largest port. South European ports are also moving forward: Grup TCB, operator of eleven maritime container terminals in Southern Europe, invested EUR 26.2 million on purchases of terminal equipment. Read more about how they try to keep on front of international logistics operations on page 28. 2014 was an especially good year for port equipment. According to Cavotec’s Q4 report, Europe had an excellent quarter with a gross operating result at EUR 6,197, an increase of 60.4 percent compared to 2013. One of the port equipment companies to experience the impact of those strong figures is Ruppel Hydraulik who recently produced a wide range of system solutions for harbour cranes. Read more about this on page 48. One of 2015’s hot topics is port safety, in our special feature you can read about APM Terminals at Maasvlakte II. They have designed the world’s safest, most technologically advanced and automated container handling facility. The Netherlands-based TBA is on top of the safety trend and has come up with the next generation in simulation games to help develop awareness of potential risks unique to the port Industry. Read more about their Safe-T Game on page 10.

CHARLES VAN DEN OOSTERKAMP | CEO CHARLES@YNFPUBLISHERS.COM

With the port industry on the rise and a healthy business atmosphere, we’re looking forward to meet you in 2015. We’ll be at Transport Logistic ¨ in Munchen in May – hope to see you there.

CHARLES VAN DEN OOSTERKAMP

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

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LAUNCHING AT EUROPORT ROTTERDAM 2015

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Offshore Industry | ShipBuilding Industry | SuperYacht Industry Port Industry | Maritime Services Directory

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contents Port Industry ISSUE 1

PORT DEVELOPMENT

9 Giant Arrived in Rotterdam – Pioneering Spirit 24 Pushing Ambition – Wind Generated Electricity

2015

36 Life Begins at 40 – Liebherr Sets New Birthday Record 46 Continental Hub – Broekman Distriport Expands Terminal 52 Rotterdam Still on the Rise – Throughput Up 1 Percent 54 A Vote of Confidence – Deep-Sea Container Services PORT SAFETY

10 Serious Simulation – Safety in Automated Terminals

PORT SERVICES

14 Data Exchange – Poker Play or Digging for Gold

39 All For One & One For All – Harbour Towage Operations 44 Fully Operational – Second Full-Service Terminal 59 Passing Through – the Port of Gothenburg

CONTAINER HANDLING

18 Fighting Inefficiency – ISO Certified Foldable Containers 20 Breakbulk in a Box – Cost Efficiency 48 Innovative Hydraulics – High Performance PROJECT CARGO

26 Replacing Steel Chains – Handling Heavy Loads 40 Cargo Handling XXL – BLG Logistics

SOUTHERN EUROPE

28 At the Forefront of International Logistics – Grup TCB 31 Deep-Sea Port Expansion – Port-la-Nouvelle

TRADE SHOW

35 IADC at 50 – Ready for the Future

MARITIME LAW

56 Rotten Oranges & Stolen Hams – Third Party Effect

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 Several shipping lines and other transport companies have started to use foldable containers. The 4FOLD foldable container has recently been introduced to the market and is currently the only ISOcertified foldable container which is now available for sales. The containers were a key attraction during the first public demonstration at the Intermodal Europe exhibition in Rotterdam last year. Read more on pg 18. P I 2015 | Vo l u me 4 | I s s u e 1 | 3

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PORT INDUSTRY

NEWS IN BRIEF FEATURE

Transport Logistic München 2015 Transport Logistic, the trade fair for logistics, mobility, IT and supply chain management, will be held from 5 to 8 May 2015 at Messe München International’s exhibition site in Munich. Transport Logistic is one of the world’s biggest trade shows for all facets of freight transport by road, rail, sea and air. Its exhibition portfolio spans logistics and freight transport, telematics, inhouse logistics and materials handling. The show also encompasses Air Cargo Europe, an exhibition for the global air freight industry. In addition to transport logistic in Munich, there are two sister events outside of Germany: transport logistic China with Air Cargo China and logitrans International Transport Logistics Exhibition in Istanbul.

Record-Breaking Ship in Aberdeen Harbour Aberdeen Harbour has welcomed the largest vessel to have docked in the city, as its latest plans for the proposed expansion at Nigg Bay continue on public display. The MV Pacific Adventure now holds the record at the port with a gross tonnage of 19,128t. Aberdeen Harbour chief executive Colin Parker said: “Our ability to accommodate vessels of this size is thanks to a programme of strategic engineering work and further reinforces the need for the development of a second, deeper port facility at Nigg Bay, if the north-east of Scotland is to remain economically competitive.” | Read more on port-industry.com

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PHOENIX PRODUCTS COMPANY’S ECOMOD 450 IS THE LATEST ADDITION TO THE COMPANY’S THRIVING ECOMOD SERIES OF LED FLOODLIGHTS. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

PD Ports Opens New Rail Terminal UK-based PD Ports has welcomed the arrival of the first Freightliner train at Teesport’s new intermodal rail terminal as part of a GBP 3 million investment to improve connectivity. The first train arrived in November, signifying the creation of new intermodal connections from Teesport to Felixstowe and Southampton. Opportunities for the establishment of further new routes to Scotland, the Midlands and the north-west are expected in line with market demand.

Large Sea Locks in the Netherlands

OPDR Chooses Port of Gothenburg

The City Council of Amsterdam agreed to the accelerated and expanded construction of the new large sea lock in IJmuiden, giving the green light to required one-off investment. Port of Amsterdam is very pleased with the decision. The new large sea lock will safeguard the ongoing accessibility of the ports and businesses along the North Sea Canal, including for large vessels with deep draughts. Another Dutch sea lock, at the port of Terneuzen in the port area of Ghent, will be developed in the near future. Flemish and Dutch ministers both will soon announce how the new lock will be incorporated into the existing lock complex.

The German shipping company OldenburgPortugiesische Dampfschiffs-Rhederei (OPDR), in collaboration with X-Press Feeders, has established a new freight service to the United Kingdom and Spain from the Port of Gothenburg, Sweden. In December, OPDR made its first call at the Container Terminal APM Terminals, at the port. Imports will be mainly fruit and other foodstuffs, wine, ceramics and tiles. Exports will comprise steel, paper and sawn timber. The new service will include a weekly call at the port.

ar E u ch r o 11 Is p o – ta r t 1 4 w nbu I s t , 2 w l a 0 w E n b 15 . e xh u u r ib l o p iti 2 0 o r on 1 5 M ar t- C c i s en St h ta t o c 17 n b re , u l Tu Ah E x –1 p . c rk 9 o o om e w y R 2 0 , 20 y w o 1 1 w tt 5 5 . e er a s da yf m ai , M r s Th ar .c e c h In om N et t e 24 he R rsp – rla AI i l 26 nd l w Am A , 2 s m w 0 s s 1 w te t . i n rd e r 5 t e am d a rs , m p i th 2 M ll2 e 01 ay 0 1 Ne 5 Tr 5 5 . th an – c o er M s p o 8, 2 m lan ün r 0 ds w ch t L o 15 w en g w .t , G ist ra e ic n s rm M p o an ü n M ay rt y ch lo en B r 18 gi ea – 20 st ic 15 An k b 21 .d tw u l k , 2 e/ w er E 01 en w p ur 5 w , b r . b Be o p e e a r e lg 2 k b a k ium 0 1 5 ul bu k- lk eu .c Ju ro om ne pe /b TO 9 -2 re C – 01 ak 1 E Ah u 1 5 bu oy r o p , 2 lk w R e 01 -g w o 2 5 lo w tte 0 1 ba .t 5 r oc d le v am ev en , t en t s he ts -e N / u r et o p he e . rla co n m ds

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

•News in brief PSI 4-1.indd 5

May

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PORT INDUSTRY

NEWS IN BRIEF Samskip Extends Rail Service Samskip Multimodal launched its first direct intermodal rail service connecting Rotterdam’s Rail Service Centre facility and the Italian rail hub of Melzo, east of Milan. With five train departures a week, the new direct service represents a major enhancement within Samskip’s fully integrated, pan-European shortsea and multimodal network. Full provision has been made for the carriage of the complete range of unitised equipment, with initial focus on pallet-wide, high cube 45ft containers, curtain-siders, flatracks and reefers.

Wärtsilä Proceeds for Its First LNG Terminal Wärtsilä has been given full notice to proceed from Manga LNG Oy for the supply of an LNG import terminal in Tornio, northern Finland. Wärtsilä will commence construction on the site, near the Port of Tornio, in January 2015. The capacity of the LNG storage tank will be 50,000m3. A 10-year maintenance agreement was also signed between the parties. The first maintenance agreement for an LNG terminal complements Wärtsilä’s service proposition and experience with dual fuel and gas engines and related equipment.

Kick Off Collaboration In November 2014, Ms Marisa Gerards, the Dutch Ambassador to South Africa, attended a meeting in which the details of the cooperation between Transnet National Ports Authority (TNPA) and Royal IHC were explained. This takes the form of a supplier development plan (SDP), which is part of IHC’s contract to deliver a large dredging vessel to TNPA. The delivery of the main components of the dredging installation will be outsourced to local companies to support their development. In addition, training programmes will be provided for local suppliers and scholarships will be offered.

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Port of Amsterdam Embarks on Benin venture Port of Amsterdam International (PoAI) has been contracted by the Netherlands Embassy in Benin to help revitalise the Port of Cotonou in the West African nation. The objective is to deliver a master plan and an implementation plan to renovate and restructure the port. PoAI will assist the Netherlands Embassy in developing plans. PoAI will be sharing its expertise and assisting with the organisational and technical structuring, monitoring, quality control and support onsite. It will be working closely with its network of Dutch and international partners.

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PORT INDUSTRY

NEWS IN BRIEF CSCL Globe’s Maiden Call

Heavy-Lift Project in the Port of Mombasa Inchcape Shipping Services (ISS) has successfully completed a complex heavy-lift project at the Port of Mombasa in Kenya. ISS was appointed as port and discharging agent for the COSCO-owned MV Dade, which arrived at the port in September 2014 with seven RTG cranes on-board. The huge cranes were commissioned by the Kenya Ports Authority and represent the first stage of a series of upgrade and expansion plans. These will enable the port to develop its cargo processing and logistics activities.

CSCL Globe recently made her maiden call at the Euromax Terminal Rotterdam of ECT. At the time, with a capacity of 19,100TEU and a length of 400m, the CSCL Globe of China Shipping Container Line was the largest container ship in the world. The advent of the CSCL Globe marked further increase in scale in the shipping sector; a development which is still ongoing. ECT is investing in its terminals in order to handle the ever-larger vessels.

Innovative Solutions for Angola LNG

Dutch Dredgers Win Suez Canal Contract

QuayQuip delivered Angola LNG’s complete escort tug berths. Working closely with the project consultants Beckett Rankine, the 390m of berthing space was designed for the new temporary Marine Operations Base at Kwanda near Soyo at the mouth of the Congo River. The berths have been designed to accommodate five of Svitzer’s large escort tugs which have 1,000t displacement and 85t bollard pull, together with up to eight other smaller support craft.

Dutch dredging companies Boskalis and Van Oord have acquired a contract to build a second Suez canal in Egypt. The contract is worth around USD 1.5 billion. Boskalis and Van Oord have formed a consortium with Belgian company Jan de Nul and NMDC from Abu Dhabi. The plan to build a second canal parallel to the existing one was announced by president Egyptian Al-Sisi in August last year.

<< | Read more on port-industry.com

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

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Safe, Simple, Strong!

+31(0)88 113 30 90 info@shoretension.com

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PORT DEVELOPMENT

FINAL ASSEMBLY OF PIONEERING SPIRIT

Giant Arrived in Rotterdam ON 8 JANUARY THE PIONEERING SPIRIT (FORMERLY KNOWN AS PIETER SCHELTE) HAS ARRIVED IN Rotterdam. Designed and developed by Allseas, the ship with a length of 382m and a phenomenal width of 124m is the biggest ship in the world.

he Pioneering Spirit will spend the next months in Rotterdam undergoing final assembly in the inner lake of Maasvlakte 2. Among other things, 65m long support beams will be fitted to the ship. Including this work, the spin-off of the total construction of the vessel for Dutch business is estimated at EUR 700 million and involves 440 different Dutch companies.

Rotterdam offshore sector further,” said Allard Castelein, Port Authority CEO. “In this connection, it is developing new port sites specially for this sector in both the existing port area and on the Maasvlakte. Recently, for example, Franklin Offshore Europe set up business at RDM Rotterdam,” he continued. The Maasvlakte provides possibilities on existing sites, on sites still to be developed and the plots of water on Maasvlakte 2 can also be put to good use for the offshore industry. Potential markets are the dismantling of oil and gas platforms, facilitating the construction of wind farms, (de) mobilisation projects and the establishment of large-scale manufacturing and assembly industry. i. www.allseas.com i. www.portofrotterdam.com

Offshore on the Maasvlakte

“The arrival of the Pioneering Spirit in Rotterdam is in line with Port Authority policy, which is geared towards strengthening the

Photo courtesy of KOTUG/Van der Kloet.

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

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PORT SAFETY

SAFETY IN AUTOMATED TERMINALS

Serious

SIMULATIOIN IMAGINE WORKING IN BETWEEN AUTOMATED EQUIPMENT, SUCH AS AUTOMATED GUIDED VEHICLES (AGVs), AUTOMATED STACKING CRANES (ASCs) AND QUAY CRANES (QCs), WHICH CAN START TO MOVE AT ANY MOMENT WITH NO WAY TO PREDICT WHEN, WHICH WAY AND AT WHICH SPEED. IN GENERAL IT IS A SAFER WORKING environment, as there are very few people on site, but when something goes wrong the risks are higher and the damage is more extensive. Safety procedures must be rigid and the interaction with the remote control room is key to ensuring safety. The Netherlands-based TBA has come up with the next generation in simulation games to help develop awareness of potential risks unique to such an environment. WORDS BY MARIËTTE E. KOEKOEK MSC, PROJECT MANAGER TBA AND DR. YVO A. SAANEN, MANAGING DIRECTOR TBA.

Driving Waterside Productivity

An important reason to automate terminals is the continuing drive for high waterside productivity to deal with the new generation of 18,000+TEU deep sea vessels, to increase reliability and to decrease costs. As these megaships are driving peak productivity demands, expectations are that (semi-) automation will increase in the coming years in different terminal operations worldwide, while the first fully automated terminals will go live this year. The speed of automated operations is ramping up to over 40 boxes per hour, per crane continuously. Disruptions, due for instance to equipment breakdowns, are directly impacting on the productivity and need to be minimised during operations. This asks for a more tactical approach to resolve disruptions from operational 1 0 | P I 2 0 1 5 | Vo l u me 4 | Issue 1

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personnel, with both productivity and safety in mind and an increased awareness of all possible risks if anyone needs to be on site. To this end TBA has developed the next generation simulation game, to train both outside personnel as well as dispatchers in the remote control room. Simulation games have proven very effective as strong learning environments. TBA has a long history of using serious games for training purposes. It has created business games focused on container terminals, as well as interactive, dynamic planning games aimed at teaching planners and operational controllers the details of optimised planning and execution. In this next generation simulation game, TBA wants to offer its clients a fully immersive training experience in 3D, as near to real-life as possible.

Three Components Safe-T Game

TBA’s simulation game consists of three components, being the actual TBA Teams equipment control software (runs live operation for automated QCs, ASCs and AGVs), with which a number of automated terminals are currently operating. A complete virtual terminal is running, based on TBA’s Controls software, which is normally used for optimisation and testing terminal operating software (TOS) and, thirdly, a robust game engine, which

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PORT SAFETY

Using virtual reality glasses, the gamer has the most realistic experience within the 3D terminal.

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AMPAK, your worldwide specialist in cathodic protection. Ampak cathodic protection is a product group within the surface treatment business unit of the Chemetall group, based in Oss, The Netherlands. Ampak is specialized in the design, production and application of cathodic protection and anti-fouling systems. Our systems are mainly supplied to the marine and offshore industry. Ampak is a prime producer of zinc, aluminium and magnesium alloy anodes at its own foundry.

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

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Spill Prevention Preparedness Response and Restoration

Reg ww ister to w.in a ters ttend pill2 In 015 terspil .com l 20 /reg 15 iste r

The Leading European Oil Spill Conference and Exhibition Focusing on potential issues raised by any future oil spills, the 2015 event is set to attract over 1,300 international professionals from the spill industry.

For more information visit: www.interspill2015.com + Extra content on 23 March, including Educational Short Courses – providing a perfect overview for those new to the industry.

Co-organised by: Energy & Marine

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Interspill 2015 will feature: • A world class conference featuring presentations from industry-leading professionals • The largest Interspill exhibition to-date with over 100 specialist suppliers

Interspill 2015 supported by:

• Access to Science Workshops organised by Cedre, and Spill Industry Seminars organised by the EuroSpill Association, free to attend on the exhibition floor • A platform for industry, academia and government to meet, discuss and network

Free to attend exhibition 2015 exhibitors include: • Acona • Aptomar • Kongsberg KSAT • Lamor • Markleen

• OSRL • OHMSETT • Petrofac • RPS Energy • Vogelsang

Steering Committee:

Association

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PORT SAFETY

supports immersive virtual reality and 3D: The Safe-T Game is the first virtual reality automated terminal game worldwide. As a game persona you can walk around in the virtual terminal, which has the exact layout and exact behaviour as the live terminal outside. The game is tailored to the terminal to replicate the exact circumstances, including safety and fence control procedures. Scenarios and feedback are built into the game with different levels, and can be rerun. Together with a trainer, softer skills can also be developed, such as effective communications, behaviour analysis, different tactical decisions and impact on the operation. Currently, you are either a dispatcher or a mechanic. TBA is testing with research partners, such as Delft University of Technology (TUD) and the Dutch Institute for Advanced Logistics (DINALOG), how to train several risk awareness subjects, such as situational understanding, safety procedures, how to handle disruptions to minimise impact on performance, how to handle equipment breakdown and communications effectiveness. Preliminairy tests have shown technical personnel to behave in the game as in real life and have exposed behaviour which poses a potential risk. In addition, effective communication from an operations room to outside personnel and vice versa is an important subject to ensure minimised risks for technical personnel.

Sneak Preview

TBA is currently extending Safe-T Game into a full training suite, to train dispatchers, mechanics and external personnel that occasionally need to work on site. TBA is implementing the use of the Oculus Rift virtual reality (VR) glasses, which will give the gamer the most realistic experience when fully immersed within the 3D terminal. Preliminary testing has been carried out by connecting a TOS or replaying a TOS scenario, where the operation in the virtual terminal will then replay the actual operation taking place live outside. TBA plans to further test this in 2015, because this would allow personnel to recreate live disruptions and vary and evaluate their responses to see the impact on the performance in the TOS. TBA is evaluating

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the use of the virtual terminal for outside maintenance personnel as a quick training tool on procedural behaviour and safety risks in automated environments.

Jump On

Imagine putting on the VR glasses in the reception room and just walking anywhere on the terminal, seeing up close how the operation works, climbing a QC or jumping onto an AGV. In real life very few people are allowed on site. TBA is rolling out the Safe-T Game in 2015 to support its clients in creating the safest possible working environment, while in the meantime supporting productivity. In the coming months, more training sessions will be conducted with the Safe-T Game, to test and fine tune the scenarios included in the game with operational and safety experts, as well as educational experts. TBA and the terminals will be able to gain experience with the impact on the capabilities of the trainees, to ensure that this immersive 3D simulation technology will have a proven, positive impact on the overall safety and efficiency at the workplace.

TBA The Netherlands-based international provider of consultancy and software, concentrates on marine terminals and intermodal container terminals. Its key services include equipment control software (Teams) for automated terminals, terminal planning using simulation, support of complex software (TOS) implementations and TOS fine tuning using TBAâ&#x20AC;&#x2122;s emulation tool Controls, and training of terminal planners. MariĂŤtte Koekoek MSc is a Project Manager at TBA, she is working on several projects, among which is TBA Teams software, the equipment control software from TBA for automated terminals. Dr Yvo Saanen is Managing Director and founder of TBA. He is in charge of all port and terminal-related projects internationally, planning and optimising processes at container terminals by means of simulation and emulation.

i. www.tba.nl

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PORT SERVICES

Data Exchange

POKER PLAY OR DIGGING FOR GOLD

Photo courtesy of Port of Rotterdam

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PORT SERVICES

RECENTLY THE ROCKEFELLER FOUNDATION PRAISED ROTTERDAM FOR ITS RESILIENCY SCHEME, FOR EFFECTIVE WATER MANAGEMENT AND FOR THE VIVACITY OF THE CITY. THE PORT OF ROTTERDAM CAN ALSO BE PRAISED FOR ITS PORT COMMUNITY SYSTEM AND ITS SOURCE OF BIG DATA. IN REALITY, though, self-interests of stakeholders can hamper the desired transparency within the supply chain. Professor Dr Rob Zuidwijk said, “The paradox of information exchange is that it promotes efficiency, but that it can also imply strategic drawbacks.”

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T Rotterdam proves to be a very efficient port, but all supply chain parties are to be held responsible for updated data exchange.

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he Port of Rotterdam Authority COO, Ronald Paul, is convinced that the supply chain cannot make do without efficient data exchange. Since the turn of the century, the corporatised port authority has invested over EUR 100 million in improving the port’s digital infrastructure by constructing a glass fibre network, establishing the port community system Portbase and the management information system Hamis. The results of the efforts are used as stepping stones for the project Ship in Focus, Schip Centraal, aiming for more stringent planning and less dwelling time throughout the supply chain. As it turns out, there is still need for improvement of efficiency in port services, particularly at times when the mindset on minimising dwelling times is less in focus. Mr Paul is quick to add that overall, Rotterdam proves to be a very efficient port, but all supply chain parties are to be held responsible for updated data exchange. “We should have better focus on the process and be more transparent,” the COO was quoted as saying. In conclusion he said that the customary hinterland connections – pipeline, road and water – could become so efficient through smart use of data, that a fifth modality could be created.

Smoother Operating

The port community system, Portbase, for the ports of Rotterdam and Amsterdam provides a substantial amount of data about estimated time of arrival (ETA) of vessels and tracking and tracing of modalities and cargo. The source of these data is the information stakeholders are legally required to supply about modes of transport and their cargoes. Portbase CEO Iwan van der Wolf is aware that additional, non-compulsory information from the port community is required for a smoother operating port. Yet, he understands reluctance from the market to provide that kind of information. Talking to Port Industry he said, “Terminal operators consider operational excellence highly important. Logistic transparency is desired. But, within the various links in the supply chain, protection of self-interests are paramount. In the process of developing services, Portbase’s focus is on this aspect as well. “We are also talking about disruptive elements, hampering the logistic process. There may be capacity shortage at terminals and disruption of systems. Viable dependency between existing terminals and future ones, for example Maasvlakte 2 is

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PORT SERVICES

also the issue. All that is the case, while customers of the port want some central source, from which they can obtain the information they really require.”

Tailor-Made Services

Mr Van der Wolf is aware that other information service providers are busy developing tailor-made services. He thinks it likely that they would play their part in the market by providing services complementary to those of Portbase. One of these service providers is newcomer InterTransIS, established by the ‘old hacks’ of Dirkzwager. This long-established business serves the maritime industry with interpretation, combination and validation of maritime data. InterTransIS partner Ed van Dort is convinced that those involved in the company can provide the right information at the right time. He told Port Industry: “There is a need for an independent, reliable and ‘far in advance’ information provider to assure accurate information for the planning of all connected parties. Several efforts have been taken to build a system based on compulsory data exchange between the parties. If the information supplier considers data sharing a disadvantage for his business, he will not provide it. That is why efforts made to obtain additional information have failed as yet, and will most probably fail in the near future.”

arrival of vessels in the port, and additional information through the Electronic Expected Vessel List for Rotterdam (EEVLR) system. Additionally this supplies information about the current position of the vessel, weather conditions, billow, terminal and port operations, and so on.” We provide the information from base data provided by shipping agents and various other sources,” he concludes.

Gold Mine of the Port

That may sound like an advertisement. In a way, Professor Zuidwijk, who holds the RSM chair ‘Ports in Global Networks’, supports the InterTansIS claim. “In fact, we are talking about the re-use of data, ownership of data, the value that data provision contributes to the value as perceived by information service users, and prices charged for information services. Information may become the gold mine of the port.” He added that it struck him as odd that ETA history registry is apparently not captured or used to better forecast vessel arrivals or at least assess the risk of late and early arrivals of vessels. That would help to assist port operators to plan for the right time at the right berth.

Obviously Professor Zuidwijk advocates scientific research that may help to answer the various questions raised. “A number of aspects are relevant, such as that of data gathered by port stakeholders, such as ECT. The company respect these as being their own. In the case of Portbase, the ownership is more complex as data have been provided by various parties e.g. for customs procedures. “When, after thorough consideration, businesses conclude that their position will worsen through data sharing, my advice would be: don’t! The port community does not need to be wholly in agreement considering this issue. The larger the call size of vessels, the greater the challenge for sharing data. As yet, there is no sense of urgency, but that may come.” It appears that the leading players in the port market have lent a willing ear to this advice. The relevant stakeholders will sit at table to talk about hot issues such as internal lanes between terminals at Maasvlakte and Maasvlakte 2 and data exchange. i. www.portofrotterdam.com

Custom-Made Data

Yet, Mr Van Dort claims that, as an independent collector and supplier of data, InterTransIS can provide the proper information based on data given voluntarily by various sources or against payment. Van Dort explains as to how it is carried out: “We acquire existing technology and data from high quality providers worldwide, and combine them in real-time. It’s all about combining information on vessels and their cargoes, terminals and the various modalities to and from the hinterland. Our IT system sifts and separates the results according to relevance. The result is information fit for use by those in the supply chain who need custom-made data.” He added that the company can also provide information about the exact time of

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Photo courtesy of Port Pictures.nl

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CONTAINER HANDLING

ISO CERTIFIED FOLDABLE CONTAINERS

Fighting Inefficiency THE PAST 15 YEARS HAVE BEEN A TIME OF GROWTH FOR THE CONTAINER INDUSTRY. AS A RESULT OF RAPID DEVELOPMENT IN ASIA, THE CONTINENT HAS SIGNIFICANTLY INCREASED ITS SHARE OF CONTAINER MOVEMENTS. THE TOTAL CONTAINER FLEET HAS GROWN TO MORE than 34.5 million TEU. Forecasts indicate that the container fleet size, as well as the vessel size, will continue to increase, as new builds are added to current fleets to accommodate the increase in trade demand.

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CONTAINER HANDLING

Four empty containers can be stacked on top of each other utilising the space and volume of only one conventional container.

cean carriers continuously reposition their empty containers at their next point of cargo. The global imbalance of imports and exports means that ocean carriers may have to move empty containers from Europe to, for example, Asia. Ocean carriers end up spending about EUR 25 billion a year on repositioning empty containers to the point of their next cargo. On average 20 percent of the containers transported on sea, and 40 percent transported on land are empty. This economic inefficiency cuts into shipping lines’ profitability and adds to unfavourable greenhouse gas and fine particle emissions.

The New Standard

Several shipping lines and other transport companies have started to use foldable containers. The 4FOLD foldable container has recently been introduced to the market and is currently the only ISO-certified foldable container which is now available for sales. The containers were a key attraction during the first public demonstration at the Intermodal Europe exhibition in Rotterdam last year. The year 2015 will see a significant growth in the use of foldable containers, as well as an increasing number of parties using them in the logistics system. In the long run foldable containers have the potential to replace a large chunk of standard containers.

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Ultimate Stacking

In times of low capacity utilisation in the container transport system, problems resulting from empty movements seem to diminish. However, when container turnover increases again and storage and transport capacities are exploited, these problems return quickly. The issues caused by the empty transport due to the trade imbalance can be significantly reduced when shipping lines use the foldable container. The unique selling proposition of a 4FOLD is its ability to reduce expensive transportation and handling cost of empty containers. With a 4FOLD Foldable container in fully folded/ collapsed condition, the containers’ dimensions are only 25 percent of the volume of a standard container. With conventional methods, without use of special equipment and without loss of time, four empty containers can be stacked on top of each other and shipped or stored utilising the space and volume of only one conventional container. Unfolded, the container is exactly the same as a standard container. The folding process is fast, easy and safe and will take an experienced crew no more than 4 minutes for one container.

Scale Advantages

The inland depot is the most suitable location where folding and unfolding takes

place, which also offers possible scale advantages in folding and unfolding and because the empty containers are bundled for just one route, i.e. from inland depot to seaport, it will be easier to bundle the folded containers into packages. The empty container issue affects ports in a variety of ways. Around the world, ports dedicate a significant amount of their capacity to handling and storage of empty containers. Since there is shortage of storage space in many ports in the world, storage space becomes more and more critical. Empty containers need to be stored in order to wait for a modality to take them to a certain place. Empty containers have to be stored for a short (terminal) or long term (empty depot) period, depending on the turnaround rate. The storage space required for empty containers will strongly depend on the dwell time of each container. The shorter the turnaround time of a container, the more preference a shipper has to store it at the terminal. A 4FOLD foldable container can help to shorten the turnaround time, directly reducing costs. Apart from the economic, environmental and financial benefits, the foldable container also influences social aspects like noise pollution, esthetics, (city) development and employment. i. www.hcinnovations.nl

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CONTAINER HANDLING

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CONTAINER HANDLING

COST EFFICIENCY – THE NAME OF THE GAME

Breakbulk

IN A BOX

THERE ARE MIXED FEELINGS IN THE MARKET ABOUT THE CONTAINERISATION OF BREAKBULK. WHEREAS ONE BULKER OIL EXPERT OBSERVES THAT THE IMO LOW SULPHUR DIRECTIVE SPEEDS UP TRANSPORTATION IN A BOX, THE MANAGING Director of the Shortsea Promotion Centre Belgium (SPC Belgium), Willy de Decker, tells Port Industry that the compulsory use of low sulphur oil does not have a great influence on containerisation of breakbulk. “The tendency has been going on for a couple of years,” he stated. WORDS BY JANNY KOK

t is evident that ‘breakbulk in a box’ can reduce costs, Mr De Decker has noticed over the years. “Container services provide additional advantages, such as easier connections to further transport in the hinterland via rail, inland waterways and road. The introduction of the 45ft wide pallet container has made transportation of breakbulk in containers more and more popular in particular in corridors, “Especially those in northern Europe,” he said.

No Winner for All Goods

Yet, breakbulk carried in containers is not always cost saving. Perishables are carried in containers, but experts warn about additional costs of handling within the port. Their argument is that containerised reefer cargo is loaded at the same load port as reefer vessels. Consequently, the boxes don’t move inland. In the port of

destination, reefer containers are stripped and their cargoes are to be loaded in reefer trucks. These additional handlings can implicate excess in lead times and surcharges. Experts in the reefer business say that it is better not ‘to go breakbulk’. “Reefer cargo is expensive and our customers should be encouraged not to introduce risks whatsoever into their business,” one said. Another observed that breakbulk in boxes is best in case cargo is kept unrefrigerated during the process of loading and unloading. It depends upon the goods to be exported. “Container transport can’t be a winner for all goods,” the expert concluded.

Doom & Gloom Scenarios

Mr De Decker added that, so far, shipping lines have been rather reluctant to provide SPC Belgium with information about

Photo courtesy of Port Pictures.nl

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CONTAINER HANDLING

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CONTAINER HANDLING

foreseeable additional costs because of the IMO’s tough sulphur directive of 0.1 percent. That is why the promotion centre found it hard to estimate whether doom and gloom scenarios of reverse modal shift, or an impulse in containerisation would take place. Shippers told Mr De Decker that shifting from shortsea to road haulage was not respected as an alternative and cheaper mode of transport. “It is likely that the sector will endure a period of uncertainty to wait for more stability. Yet, one may wonder how price levels will develop. We find the current decrease in bunker oil prices a blessing in disguise. It is likely that the shift from road to sea can be made more easily, provided rates become less volatile in the near future. A crystal ball would come in handy to estimate developments in rates,” he said.

Photo courtesy of Port Pictures.nl

A Decisive Shift

Reinplus van Woerden Bunker/Argos’ Managing Director, Arjen van Woerden, observes that the shift to containerised breakbulk is decisive. “As a rule, smaller sized breakbulk can be easily carried in containers. Now that prices of bunker oil have decreased dramatically, it may be even cheaper to use the compulsory sulphur low fuel oil, than it was 6 months ago.” Rather than assuming that the low sulphur directive will speed up containerisation of breakbulk, Managing Director of DFDS Jens Juel considers increase in the size of vessels more likely. He expressed his feelings in his address during the Baltic Shipping Days event in Sundsvall, Sweden. He was quoted as saying that the market will see a consolidation, with larger players and more collaborations than before in order to manage the capacity. DFDS is said to have invested EUR 80 million in a switch to LNG and the installation of scrubbers. It has been done to comply with the IMO low sulphur directive and to save costs in fuel in due course. The decision whether to invest will be based on the vessels’ age, complexity of the conversion and the fuel consumption. Two newbuilds are already prepared, for conversion to LNG,

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Breakbulk carried in containers is not always cost saving, experts warn about additional cost of handling within the port. and eleven of DFDS older vessels had scrubbers installed. DFDS plans to equip a further ten vessels with scrubbers. Judging from DFDS’ solutions to cut back fuel use expenditure, the shipping line seems to find a shift to LNG more fit for purpose than unitisation of cargoes. That solution was proposed by Finlandbased Langh Ship Cargo Solution’s Product Manager Markku Yli-Kahn. In a press release issued by the company, he mentioned that a one time cost saving method is to unitise cargoes, as it is no longer profitable to transport bulk cargoes on larger vessels or on vessels with no scrubbers.

More & More Sustainable

Anyhow, the Port of Rotterdam Authority’s CEO, Allard Castelein, notices a transition to

another era, rather than an era in change. He underlined the need to respond to the transition in a proper way when presenting the annual throughput of 2014. Read more about the annual presentation on page 52. The port of Rotterdam is doing that by constructing an LNG breakbulk terminal, focussing on timesaving transhipment of LNG, and on sustainability of supply chains. The port authority is aware of the need to strengthen the port’s position in the various sectors and cherish the ones which are established in the port. Figures show that the combination of RoRo traffic and other mixed cargo (in the old days called general cargo) in breakbulk is doing remarkably well. That may be the result of the port’s awareness of its valuable contribution to the overall result. Over the years, general cargo was neglected and throughput went into decline, partly because more and more freight was carried in containers. In 2014, that kind of breakbulk rose by 28.1 percent including steel, non-ferrous metals and oversized cargo. Last year, RoRo cargo went up by 8.1 percent, owing to improved economic circumstances in the UK. Based on the overall small rise in throughput, Castelein expects a 1 percent growth this year, and a higher rise in breakbulk handling.

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PORT DEVELOPMENT

WIND GENERATED ELECTRICITY FOR MAASVLAKTE 2 TERMINAL

Pushing Ambition

APM TERMINALS HAS SIGNED A 2-YEAR, EUR 5 MILLION CONTRACT WITH AMSTERDAM-BASED NV NUON ENERGY FOR THE SUPPLY OF ENVIRONMENTALLYSUSTAINABLE WIND-GENERATED ELECTRICITY TO POWER THE NEW APM Terminals Maasvlakte 2 cranes and container handling equipment. The new deepwater terminal is the world’s first container terminal with zero emissions on and off site. The contract term began January 2015.

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PM Terminals’ Maasvlakte II terminal was already positioned as the first terminal worldwide with zero emissions on site, through the electrification of all its quay and yard cranes and the innovation of a fleet of 37 electric battery-powered LiftAutomatic Guided Vehicles (Lift-AGVs) which transport containers to the yard from the quay. The 86ha APM Terminals Maasvlakte 2 facility includes a 500m barge quay, 1,000m deep quay and an on-dock rail terminal with four tracks of 750m, providing an annual container throughput capacity of 2.7 million TEU. w w w. p o rt-i n d u s tr y. co m

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PORT DEVELOPMENT

The 18,300TEU Triple E-Class Marstal Maersk became the largest vessel to call at the new expansion of the Port of Rotterdam.

With the contract with Nuon, APM Terminals now pushes its ambition further up the power supply chain, by adopting 100 percent power supply by European windparks on- and offshore.

Technological Advances

NV Nuon Energy is one of the Netherlands’ three largest energy companies, and is part of Vattenfall, an energy producer which is wholly-owned by the Swedish government. Vattenfall produces electricity from nuclear power, natural gas, biomass, coal power and hydro power as well as wind power, which accounted for 3.7TWh of electricity for the company in 2013. “We are very proud of our technological advances in making this the world’s first zero-emission terminal operation to improve the port environment and set the industry pace in sustainability,” said APM Terminals Maasvlakte 2 Managing Director, Frank Tazelaar. www. p o r t - i n d u s t r y.c om

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Sustainable Transportation

APM Terminals has also leased 35 e-NV200 electric vehicles from Nissan for the transportation of personnel and staff at the Maasvlakte 2 terminal. The order includes sixteen of the Evalia model, with five seats and storage, which will be used primarily to ferry operators to and from job locations within the terminal, and nineteen twoseater vans for Technical Asset Management, the Reefer department, IT, Security and other deployments. The battery charged range of these vehicles is more than sufficient for operational use at the terminal, at 140km under normal road conditions. APM Terminals will be among the very first users in the Netherlands of the e-NV200, which feature very low noise levels along with zero emissions.

First Calls The 4,360TEU Sealand Eagle became the first container vessel to call the new Maasvlakte 2 expansion, making the short journey from the existing APM Terminals Rotterdam terminal to the deep-water quay at the new APM Terminals Maasvlakte 2. The 18,300TEU Triple E-Class Marstal Maersk became the largest vessel to call at the new expansion of the Port of Rotterdam, arriving 5 January as part of the testing phase prior to regular weekly calls that started in February.

i. www.apmterminals.com

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PROJECT CARGO

Nor Lines are ready to move to full fleet conversion with Tycan chains on their cargo vessels.

Photo courtesy of DSM Dyneema

HANDLING HEAVY LOADS

Replacing Steel Chains DSM’S INDUSTRIAL CHAINS FROM ULTRA-HIGH MOLECULAR WEIGHT POLYETHYLENE (UHMWPE) FIBRE, CALLED DYNEEMA, ARE DESIGNED FOR HANDLING HEAVY LOADS. The chains, branded as Tycan, can hold in place a wind turbine wing weighing 6t, a 60t battle tank, or even a 600t electrical mega power transformer. The chains are fabricated from webbings and have numerous economic, environmental and safety advantages over traditional chains that, for centuries, have been made of iron and steel.

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PROJECT CARGO

SM Dyneema has formed a strategic partnership with Load Solutions in Bergen, Norway, for the development, manufacturing, sales and marketing of link chains made with Dyneema fibre. Dietrich Wienke, Manager of new business development at DSM Dyneema said: “Our fibre is the only fibre in the world capable of giving the Tycan chains what they need: superior strength at lowest weight, unbeatable bending fatigue and abrasion resistance, plus excellent outdoor performance and endurance even in very harsh operating conditions.”

Low-Creep Solutions

The Tycan chains are made with Dyneema DM20 fibre, based on Dyneema Max Technology, an innovative platform for extremely lowcreep solutions. The fibre makes the chains extremely efficient and safe to use, resistant to chemicals and seawater-proof. Because Dyneema has a density of less than one, Tycan is the only chain in the world that floats on water, and yet it can hold extremely heavy loads. The chains can be wrapped over the edges of cargo without suffering any damage. They also withstand the sorts of shock loads that may occur on ships sailing through very stormy weather, without any stretching that might cause the cargo to shift. Chains are also more

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flexible than ropes for holding heavy loads, and it is very easy to shorten link chains to the required length for any particular job, by doubling them back using hooks.

Handled with Ease

“The heavy steel chains that the cargo lashing market has relied on until now are difficult and noisy to use, they can rust, and they are tough on cargo, equipment and lashing crews,” says Kjell M. Veka, Managing Director at Load Solutions, “Tycan chains with Dyneema are up to eight times lighter than regular steel link chains with the same strength. We want Tycan chain to be the natural choice when securing cargo.” Because Tycan chains are so

much lighter than steel versions, they can be handled with greater ease and put into position much faster. The fact that Tycan chains make far less noise than steel chains when they are being handled is yet another important advantage, both for operatives and management. Operatives can communicate much more easily, for example, which helps them work more safely and efficiently.

Field Tests

Several sets of field trials have already been completed for different markets, and two partners have been acting as pioneers within each of those markets. Mammoet Europe, in Schiedam, The Netherlands, evaluated the

chains on their mega trucks and trailers while Nor Lines, a shipping company in Stavanger, Norway, has been testing Tycan chains for tying down loads on ships. i. www.dyneema.com i. www.dsm.com

Certification & Testing Tycan is produced for Load Solutions by Industrias Murtra, a premium textile manufacturer based in Spain. The first products have already created substantial interest in several markets during their development phase. Certification and testing have taken place during the last 2 years. Tycan chains have already passed the first and second levels of certification by DNV GL. Full and final certification of Tycan is expected in early 2015.

Light and strong Tycan link chains are used to lash down oversized heavy cargo.

Photo courtesy of DSM Dyneema

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SOUTHERN EUROPE

The CAPSA container terminal in Tenerife can accommodate containerships of over 300m in length and capacities of over 5,500TEU.

Photo courtesy of Grup TCB

GRUP TCB

At the Forefront

OF INTERNATIONAL LOGISTICS GRUP TCB IS COMMITTED TO OPTIMISING ITS OPERATIONS AS A GLOBAL REFERENCE IN THE DESIGN AND EFFICIENT MANAGEMENT OF PORT TERMINALS. IN THE LAST FEW YEARS THEY INVESTED EUR 26.2 MILLION IN PURCHASES OF EQUIPMENT FOR ITS TERMINALS, opened new offices, started building a new container terminal and announced a strategic alliance with Mitsubishi Corporation. “Technological innovation and development are priorities for keeping Grup TCB terminals at the forefront of international logistics operations. Our ultimate goal is to offer customers an efficient, flexible and quality service, so we will continue investing in this modernisation strategy,” said Xavier Soucheiron, CEO of Grup TCB.

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SOUTHERN EUROPE

Strategic Alliance

Grup Maritim TCB Grup Maritim TCB currently operates eleven maritime container terminals – Barcelona, the Canary Islands, Valencia and Gijón (Spain), Paranaguá (Brazil), Havana (Cuba), Progreso (Mexico), Buenaventura (Colombia), Nemrut Bay (Turkey), plus Puerto Quetzal (Guatemala) in the future – and has two intermodal service subsidiaries – TCB Railway Transport and TCV Railway Transport – as well as four rail terminals – Barcelona, Valencia, Gijón and Zaragoza.

In April last year, Grup TCB announced their strategic alliance with the Mitsubishi Corporation (MC). This important agreement results, first, in the purchase by Mitsubishi Corporation and Kamigumi Corporation of the 25 percent of the share capital of Valencia’s Port Container Terminal (TCV Stevedoring Company). This alliance with Mitsubishi Corporation is also a very significant jump for Grup TCB. According to Mr Soucheiron, “For our company, the relationship with MC is strategic not only because it will strengthen TCV activity, but mainly because we are focusing on new geographies where MC could help us to grow.” On the one side, it raises great expectations for the development of their management activity and implementation of container terminals in Asia and Africa. This enables both companies to build immediate synergies in certain projects in these and other areas where Grup TCB is already

present, such as Latin America and the Mediterranean. On the other hand, the agreement with Mitsubishi Corporation strengthens Grup TCB’s potential for funding new, more ambitious international projects that, by their nature, require large investments and more partners of recognised solvency and dimension.

Ambitious Projects

In the last few years a lot has changed for the group. The terminal TCBuen, the Group’s terminal at the Port of Buenaventura (Colombia), underwent the second phase of its development, which almost doubled its capacity to 600,000TEUs moved annually. At TCEEGE, its Turkish terminal, Grup TCB has purchased two ECHs, one of which is already operational, and has rented two reach stackers. And at the TCV four new rubber tyred gantry cranes have been operational since December, in addition to the five TT and five TC operating. In addition, Grup TCB rented an RS for its Railway Terminal at Valladolid. In parallel, the company invested EUR 1.5 million in 2013 to improve and renew existing equipment. At the same time, the mobile crane at CAPSA (Compañía Auxiliar del Puerto de Tenerife) was also upgraded. Meanwhile, the Barcelona Container Terminal (TCB) introduced a new fleet management system including GPS, access control and stability alarm management. At the same terminal, a Spanish patent has been granted for container weight control during loading and unloading operations. Finally, Grup TCB has developed new software internally for Maintenance Management which was implemented at TCBuen, TCB and CAPSA during 2013. In 2014 the new management standard and improved maintenance was implemented at TCG (Gijón Container Terminal), TCEEGE, IDD and TCV.

New Offices in Gijón

Photo courtesy of Grup TCB

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The TCV container terminal located in the Port of Valencia, Spain.

Also last year the Terminal de Contenedores del Puerto de Gijón, belonging to Grup TCB, opened new offices in El Musel in order to achieve greater efficiency in the management of the various services offered at the terminal, located on the Osa docks.

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SOUTHERN EUROPE

The port of Gijon is part of a major transport infrastructure in the Principality of Asturias in northern Spain.

Photo courtesy of Grup TCB

TCB Barcelona is the natural gateway for traffic and cargo shipped to and from South Europe.

With an area of almost 200m2 across two floors, the new offices are adjacent to the terminal’s truck access door.

New Container Terminal at Puerto Quetzal

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 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. Otto Pérez Molina, President of Guatemala, officiated the start of the work, saying that the extension project is a step towards the development of this Central American country, foreign investment and improved productivity of the port infrastructure. The construction project will create 600 jobs. The improvement to the installations in Puerto Quetzal makes this a strategic location for international trade on the US west coast and large Asian markets. TCQ will be the only terminal in the Pacific, between the Panama Canal and the state of Michoacán in Mexico, equipped to provide services to post-Panamax class cargo ships i. www.gruptcb.com

In September 2014 Grup TCB laid the cornerstone of a yard extension to Puerto

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SOUTHERN EUROPE

PORT-LA-NOUVELLE

Deep-Sea Port Expansion LOCATED BETWEEN MARSEILLE AND BARCELONA, PORT-LA-NOUVELLE IS FRANCE’S THIRD LARGEST COMMERCIAL PORT ON THE MEDITERRANEAN. OVER THE YEARS, PORT-LA-NOUVELLE HAS BUILT A SOLID REPUTATION FOR RELIABILITY. IN THE FRENCH Mediterranean, the port ranks number two for petroleum products imports and number one for cereals exports. Due to the increasing traffic and anticipating the ever-increasing size of ships, the Chamber of Commerce and the Region decided to plan a deep-sea port expansion. In 2011, the Regional Council launched the project, Deep-Sea Port with a budget ranging from EUR 210 to 325 million.

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SOUTHERN EUROPE

wned by the Languedoc-Roussillon Regional Government Council since 2007, the port is managed by the District Chamber of Commerce of Narbonne. The Port manages the import and export of all kinds of goods including petroleum products, liquefied gas, liquids, cereals, agricultural products, dry bulk commodities, general cargoes and heavy lifts with an annual traffic of 2 million tons.

Port-la-Nouvelle is France’s third largest commercial port on the Mediterranean.

The expansion will see the creation of a new outer harbour to accommodate larger oceangoing vessels up to 225m in length and with a 14.5m draught.

The expansion will see the creation of a new outer harbour to accommodate larger oceangoing vessels up to 225m in length and with a 14.5m draught (dredging at minus 16m), corresponding to ships of about 80,000dwt. The future port will provide investors 70 ha of land for new terminals and 80 ha of land for industrial sites. Shore side, the first land plots should be delivered by 2017. On the sea, the first infrastructures are expected to be delivered by 2020/2021. It consequently offers industrial accounts and terminal operators the necessary time to plan their projects 3 years prior to the completion of breakwaters. Laurent Mouillie, the Commercial Director, says: “In details, the port includes one new liquid terminal (20 to 25 ha) linked to four berths accessible to vessels with 14.5m draught and two dry bulk and breakbulk terminals (40 and 55 ha) with 1,500 linear meters of quays for ships with 14.5m draught and 500m of quays for ships with 9m draught. Further planned expansion of the existing railway facility will ensure that Port-La Nouvelle will be efficiently connected to Northern Europe. Also, an additional 600 ha of land is available within a 50km radius around the port.”

Trading with New Markets

This new deep-sea port will offer shippers and receivers new logistics opportunities in the South of France and Europe. The longterm aim of the future port is to develop traffic whilst attracting new projects and trades. “Already, we are in contact with international port operators and have identified new business. We are now focusing on strengthening the project with industrial groups who could invest in the port, plan industrial projects and create local jobs. During the investment process, they will be certain of receiving efficient assistance from the Chamber of Commerce of Narbonne as well as from Invest Sud de France, the regional office of the Invest In France network. Within Europe, France remains the first country to welcome foreign investment in the industrial sector and we believe this new port will bring something

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SOUTHERN EUROPE This new deep-sea port will offer shippers and receivers new logistics opportunities in the South of France and Europe.

fresh in the market,” explains Mr Mouillie. “Shippers will be able to charter larger vessels, thereby lowering the cost of sea freight and ultimately improving their own competitiveness. Larger terminals will provide better spatial organisation of work areas improving the quality of goods handling. Thanks to its new nautical conditions, the future port will be able to trade with new markets. “Today Port-La Nouvelle only serves the Mediterranean Rim, Northern Europe and the West Coast of Africa. In future, the port will develop links with Asian, Indian Ocean and South American countries. The port will have better connections to international traders and will be more attractive for both existing and new customers,” he concludes.

The future port will provide investors 70 ha of land for new terminals and 80 ha of land for industrial sites. Photo courtesy of SPPLNPV

An Ambitious Investment

Accordingly, the Languedoc-Roussillon Region intends to play a major role in the Mediterranean market. Commercial ports are structural elements of Regional territories and are therefore extremely attractive locations for economic development. Already, the Regional Council spends nearly 40 percent of its annual budget in regional transport infrastructures (ports, airports, railways and public

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transportation). As the fourth French region in terms of the rate of business creation, Languedoc-Roussillon, whose population is expected to increase by over 20 percent by 2040, is showing an ambitious and consistent investment policy that safeguards its future. i. www.port-la-nouvelle.com

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9 â&#x20AC;&#x201C; 11 June 2015 Ahoy, Rotterdam The Netherlands

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PORT SERVICES

Dredging Seminar participants visiting the Van Oord yard in Moerdijk.

READY FOR THE FUTURE

IADC at 50 TSHD Magni R working in very shallow waters. The powerful rainbowing and dumping sand by splitting is the perfect combination for both land reclamation and beach nourishment.

2015 MARKS THE 50TH ANNIVERSARY OF THE FOUNDING OF THE INTERNATIONAL ASSOCIATION OF DREDGING COMPANIES (IADC). INCORPORATED in May 1965, the association brought together 60 participants of 38 international dredging contractors from twelve countries. On 23 October 2015, IADC will hold its 50th anniversary conference at the Island Shangri-La Hotel, Hong Kong.

redging has always been an invisible industry: the work is done underwater, low-keyed, pragmatic and highly technical. Deeper waterways and sub-marine pipelines cannot be seen. Land reclamations are platforms hidden beneath buildings and airports. In 1965 these companies decided that the time had come to explain dredging’s benefits to society and the economic and social advantages to be reaped from well-planned maritime infrastructure construction.

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recognises the urgency of education and of rewarding the achievements of young researchers in a variety of dredging-related fields. That is why IADC presents The Young Author Award and the IADC Seminar on Reclamation.

Innovation Communication

From the start, the group sought to promote fair trade practices and tendering processes, thorough soil investigations prior to a project and adherence to high environmental standards. That is why several significant communication tools were developed, like Terra et Aqua Journal, the Facts About series of executive summaries, the annual Dredging in Figures, and other publications like the FIDIC Contract for Dredging Works etc. IADC also

What has also distinguished the IADC members over these past 50 years is their commitment to innovation: new forms of contracts, early contractor involvement, investments in new environmentally sound technologies and support of research institutes such as EcoShape/Building with Nature, the pursuit of highly qualified personnel and encouragement of higher education programmes in dredging. Safety has become a central concern and the members are addressing this together to create harmonised industry safety standards.

Exclusive conference The land reclamation for Hong Kong’s Chek Lap Kok Airport platform marked a turning point for the modern dredging industry and the beginning of a building boom in Asia. To return to the roots of the maritime infrastructure, a high-level conference is being organised on 23 October 2015. Attendance is by invitation and sponsorship. Top level executives of the IADC member companies will be present to welcome participants. Keynote speaker Mr Robert D. Kaplan, Chief Geopolitical Analyst for Stratfor, a private global intelligence firm, and a non-resident senior fellow at the Center for a New American Security in Washington, will open the event.

The aim 50 years ago was to make dredging comprehensible to all who come in contact with maritime infrastructure challenges and today, the priority remains the same: To reveal the wonders of dredging and the contribution that the industry makes to our world community. i. www.iadc-dredging.com

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PORT DEVELOPMENT

LIEBHERR SETS NEW BIRTHDAY RECORD

Life Begins at 40 LIEBHERR MARITIME CRANES SET A NEW RECORD FOR MOBILE HARBOUR CRANES IN 2014 IN TERMS OF ANNUAL DELIVERIES AND TURNOVER, EXACTLY 40 YEARS AFTER DELIVERING THEIR FIRST IN THIS product line. In a year full of highlights, May was the most successful month. Throughout the month 20 new order intakes filled the book, worth more than EUR 60 million.

014 has been a fantastic year for Liebherr mobile harbour cranes (LHM). Last year’s results topped the delivery record of 2008, when 102 units were shipped worldwide. “Liebherr managed to achieve a significant rise in deliveries of mobile harbour cranes, despite the fact that the world economy grows only moderately,” says Matthias Mungenast, Sales Director for Liebherr mobile harbour cranes. “Last year, our market share was in the range of 70 percent, underlining our market-leading position. Our customers value highly the quality of our products and our ambitions to continuously improve productivity through innovation. The balanced mixture of new and follow-up orders confirms the outstanding competitiveness of our products as well as the high satisfaction level of existing customers,” he continues.

40 Years of Experience

The anniversary year was record-breaking and the most successful year ever for Liebherr Maritime Cranes. In 1974, when Liebherr entered the market, the demand for mobile harbour cranes was small. After 20 years of moderate but constant business, Liebherr accomplished their 100th LHM delivery in 1994. The same year marks a significant turnaround, with annual deliveries being double-digit for the first time. 3 years ago, in 2012, Liebherr achieved a major milestone, delivering the 1,000th mobile harbour crane to Montoir Bulk Terminal in France. Today, Liebherr has supplied more than 1,200 units to nearly 100 countries all over the world. The exponential increase in demand is remarkable. While it took 31 years to sell the first 500 Liebherr mobile harbour cranes, the next 500 sales have been accomplished in less than 7 years. This is testament to the enduring increase in demand for flexible cargo handling solutions.

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Boosting Port Operations

Europe is traditionally the strongest region and has again heavily invested in the versatility of Liebherr mobile harbour cranes. In Germany, the strongest mobile harbour crane available in the market, type LHM 600, has recently started operation for Wallmann & Co, representing the fourth LHM unit in their cargo handling fleet. All in all, companies in no less than thirteen European countries received LHMs to boost their port operation last year. The ongoing economic development in many African countries also stimulates demand for highly efficient port equipment. Earlier last year, Liebherr announced a major order intake. A purchasing association of Algerian port operators opted for 20 Liebherr mobile harbour cranes. Thanks to this large mobile harbour crane order, the total number of LHMs delivered to Algeria nearly doubled and jumped to 43. Many more units were delivered to African countries, including Angola, Nigeria and Senegal. Customers based in the Americas invested in mobile harbour cranes on a high level throughout the year. Especially in Latin America, Liebherr experienced a rise in demand with more than 50 order intakes in only 4 years. In Peru, Callao S.A. has received two LHM 550s, which significantly increase container and bulk capacity in the port. The port has already had two LHM 550s in operation since 2012. Each of the four LHM 550s is equipped with Liebherr’s hybrid power booster Pactronic. In 2014, further mobile harbour cranes were shipped to various countries, such as Brazil, Canada and Guatemala. In Asia and Oceania the number of deliveries was also higher than expected at the beginning of the year. In India, Bothra Shipping Services operates five LHM units. Last year, the company decided to double their existing LHM fleet, opting for five new machines. Two LHM 550s were delivered in 2014

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PORT DEVELOPMENT

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PORT DEVELOPMENT

and a further three machines, type LHM 550, in 2015. Further LHM units have been delivered to Australia, New Zealand and South Korea, amongst other places.

Innovations

Five new LHM 550s will significantly increase Bothra Shipping Services’ bulk handling capacity.

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Liebherr’s clear commitment to in-house research and development has produced a number of new technologies which have driven the complete mobile harbour crane sector. This includes the modular design principle, advanced systems for tandem lifts and anti-sway as well as the awarded hybrid power booster Pactronic. In 2013, the LiSIM range of simulators for professional crane driver training was launched. Customers can either invest in their own simulator or upskill their workforce in one of the Liebherr Maritime Crane training centres. In June 2014, Liebherr launched the innovative SmartGrip technology, which optimises grab filling rates in a self-learning manner. In the meantime, several cranes all over the world have already been equipped with SmartGrip. Standing for more turnover, less stress and zero overloads, this

technology is not only available for new cranes but also suitable for retrofits of existing cranes.

Robust Demand Expected

Ports continue to purchase new cargo handling equipment in order to cope with growing volumes or due to modernisation processes. As a solid investment, mobile harbour cranes provide the flexibility and productivity many ports are looking for. More and more ports opt for the most successful mobile harbour crane design on the market, which results in a well-filled order book. For that reason, Liebherr is optimistic that the demand for its mobile harbour cranes will continue to be very high in the near future. i. www.liebherr.com

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PORT SERVICES

MERGING EUROPEAN HARBOUR TOWAGE OPERATIONS

All For One & One For All KOTUG INTERNATIONAL AND ROYAL BOSKALIS WESTMINSTER SIGNED A MEMORANDUM OF UNDERSTANDING (MOU) TO MERGE THEIR EUROPEAN harbour towage operations. The decision is fully in line with Kotug’s strategy and ambition to develop and increase its harbour towage footprint in Europe.

he partnership involves a 50/50 joint venture between Kotug and Smit – a wholly-owned subsidiary of Boskalis. The geographic scope of the venture covers the European Harbour towage market which relates to Kotug’s existing harbour towage activities in the Netherlands, Germany and the UK and Smit’s harbour towage activities in the Netherlands and Belgium.

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Strengthening the Market

The merger will create an influential provider of harbour towage services in north-west Europe active in eleven ports and four countries with a fleet of approximately 60 harbour tugs, generating a total turnover of around EUR 150 million. Besides operational synergies the joint venture will strengthen the market position of both companies. Kotug’s CEO, Ard-Jan Kooren

said, “The combined operation will allow us to meet the increasing demands of our international joint clients in order to deliver more efficiency. In a market that is consolidating we can offer competitive services against the highest operational and safety standards within the industry.” The implementation of the MoU is subject to customary conditions, including a due diligence process and approval from regulatory agencies in the respective countries involved, all in close cooperation with their works councils.

Multi-Annual Contract Recently, Five members of the G6-Alliance (APL, Hyundai, MOL, NYK Line and OOCL) have awarded a multi-annual and exclusive contract to Kotug for towage services in the Port of Rotterdam with effect from 1 January 1st 2015. Key priorities for the five members of the G6-Alliance in the decision to select Kotug as their exclusive towage provider in the Port of Rotterdam, was to find an operator who could deliver 24/7 services based on reliable, innovative, efficient and safe operations.

i. www.kotug.com i. www.boskalis.nl

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PROJECT CARGO

Cargo Handling XXL NOTHING IS TOO BIG FOR BLG LOGISTICS

Photo courtesy of BLG Logistics Solutions GmbH & Co KG

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PROJECT CARGO

THE SEAPORT ORIENTED LOGISTICS SERVICE PROVIDER BLG LOGISTICS AND ITS HEAVYLIFT SPECIALISTS TACKLE ANY CHALLENGE WITH A MOTIVATED STAFF, EXCELLENT INFRASTRUCTURE AND INNOVATIVE LOGISTICS SOLUTIONS. WORKING AT OVER 100 locations in Europe, Asia, Africa, North and South America, BLG´s corporate success has always been based on three factors: solid logistics expertise, pronounced innovativeness and close proximity to the customers. This applies in particular to heavy-lift cargo handling at the port locations Bremerhaven and Bremen, where the teams move all kinds of XXL products.

othing is too big, too heavy or too bulky for the heavy-lift specialists when it comes to break bulk logistics. No matter whether it is iron or steel, pipes, wood products of all kinds, machines, plant parts, project cargo, road or rail vehicles. Specially trained employees and efficient special equipment enable a high degree of productivity and a high standard of quality for the benefit of their customers. Especially at the Bremen location there is sufficient shed and outdoor storage space to handle and store large volumes of products of all www. p o r t - i n d u s t r y.c om

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kinds, consolidate flows of goods and pack them in a seaworthy manner. Too big and heavy for road transport? As a special service, the heavy-lift specialists provide assembly areas right at the quay, which is deep enough for seagoing vessels.

Onshore/Offshore Logistics

The federal state of Bremen is a trailblazer as far as setting up offshore wind farms is concerned. Well-known manufacturers of wind turbines have their production plants there. Through the Offshore Terminal,

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Photo courtesy of BLG Logistics Solutions GmbH & Co KG

Neustaedter Hafen

ABC-Halbinsel Bremerhaven has firmly established itself as the starting point for shipping components. The installation of several wind farms commenced there. BLG´s project managers have developed and successfully implemented innovative logistics solutions for this purpose along the entire value chain. An optimum solution was found in particular for the challenging interface between overland and seagoing transport. Efficient industrial processes that are reproducible with a constant level of quality were created for all wind turbine components while minimising risks and consistently reducing costs. Sample calculations by BLG have shown that the innovative process chains may result in cost savings of up to 50 percent in comparison to conventional solutions. This contributes to a reduction in power generation costs. At the Offshore Terminal ABC-Halbinsel in Bremerhaven, protected by the 55m wide and 305m long lock Kaiserschleuse, the heavy-lift sector has the room it needs for handling and storage of its goods. A heavy load platform, in front of which offshore installation vessels with jack-up capability can position themselves, provides for a distributed load capacity of up to 20t per m2. An experienced team carries out the loading and unloading with cranes, selfpropelled modular transporters (SPMT) and heavy-duty forklifts. The direct access siding is an important interface to the hinterland.

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Systematic Service

Heavy-lift areas have to stand up to enormous loads. To transport XXL cargo, special vehicles are used, special structures are built, transport and cargo securing calculations are carried out and routes planned. The engineering team develops customer-oriented solutions for all needs and also focuses on standardisation. This enables them to make a contribution to cost saving for the clients. For example, BLG’s Engineering team developed the ‘Sleeper’ storage and transport system, a tool that effectively distributes loads of up to 1,000t to the ground so that elaborate upgrading measures can be minimised or eliminated completely. At the same time flexible handling is possible. Adapter plates as a system extension according to the modular principle make the sleeper universally applicable. And by means of its mobile weighing system, BLG is able to weigh large components up to a total weight of 4,800t with an accuracy of ± 0.5 percent regardless of the location.

RoRo High & Heavy Logistics

The RoRo Terminal offers a broad range of services for high & heavy cargo. The core business of the high & heavy segment encompasses cargo handling as well as temporary storage of all kinds of selfpropelled or rolling units, such as trucks, trailers, tractors and construction

equipment. Other areas of operation include loading and unloading trucks and railway cars, Mafi trailers as well as inland and coastal cargo vessels. Aside from cargo handling, BLG’s high & heavy segment provides numerous other specialised services, such as washing equipment, preservation, painting and assembly work as well as seaworthy packing. BLG’s Auto and RoRo Terminal in Bremerhaven is one of the biggest in Europe. While more than 2.2 million passenger cars are handled at terminal every year, the high & heavy segment moves around 1.2 million tons. Aside from conventional general cargo handling, the High & Heavy Terminal is the central Mafi

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PROJECT CARGO

Photo courtesy of BLG Logistics Solutions GmbH & Co KG

packing station for the biggest Ro-Ro shipping companies in the world, such as WWL, EUKOR, Hyundai Glovis, ARC, K-Line, Höegh, MOL, CSAV and NYK. Parallel to overseas shipments, various feeder services call at Bremerhaven. They include Finnlines, KESS, Mann Lines and UECC.

Neustädter Hafen Bremen

60km up the Weser ships reach Neustädter Hafen, Europe’s biggest terminal for conventional cargo. Germany’s southernmost seaport has expansive outdoor and indoor storage areas. Crane capacity of over 200t as well as forklifts and reach stackers suitable for heavy-lift cargo handling have made Neustädter Hafen into

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a favored location for XXL logistics. For many years now large components for industry, for instance, have been produced directly at the quay there, which is deep enough for seagoing ships, before being loaded onto heavy-lift vessels. BLG not only handles the loading onto seagoing vessels, but also offers many other services related to conventional port cargo handling from a single source. i. www.blg.de i. www.bremenports.de

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PORT SERVICES

SECOND FULL-SERVICE TERMINAL FOR VDS STAAL- EN MACHINEBOUW

Fully Operational VDS STAAL- EN MACHINEBOUW’S (VDS) SECOND FULL-SERVICE TERMINAL ON THE NORTH SEA – THE VDS OFFSHORE CONSTRUCTION TERMINAL EEMSHAVEN – IS FULLY OPERATIONAL SINCE THE END OF LAST YEAR. THE TERMINAL IS LOCATED AT the Orange Blue Terminals (OBT), which is a perfect base for offshore logistics in the North Sea. The Eemshaven Terminal offers a site area of 30,000m2 and a transportable mobile hall of 60 x 22 x 12m (which is expandable) for warehousing/construction and painting activities. With the settlement of VDS at Eemshaven, the Orange Blue Terminal offers the full range of services for the offshore sector, from engineering and constructional steelwork to storage and heavy lifts up to 1,200t.

DS strikes up cooperation with the major stakeholder of OBT – the German company Buss Port Logistics (BPL) – in Eemshaven as well as in Vlissingen in the Netherlands. “The expertise of Buss Port Logistics and VDS complement each other for the benefit of the customers,” said Heinrich Ahlers, CEO of BPL. VDS operates in the construction of offshore structures, bridge construction, shipbuilding and related activities, while Buss Port Logistics has become one of the leading providers of offshore logistics for wind farms and for the offshore oil & gas industry in the North and Baltic seas. VDS is an all-round professional partner in the development of steel and aluminium structures and machines, engineering, procurement, design, construction, production, manufacturing, conservation,

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assembly, start up and installation. VDS Offshore Construction Terminal Eemshaven is strategically located in the north of the Netherlands and, like the VDS Vlissingen location, excellently located on the North Sea.

Excellent Terminal Facilities

“The extension of our facilities and locations is very important for VDS to answer the growing demand for excellent terminal facilities in the offshore market,” said Robert van der Loos, CEO of VDS Staal- en Machinebouw. “VDS focuses on construction work for the offshore, we are specialised in offshore high voltage station transition pieces, blade racks, modules, jackets and ship repair. VDS Offshore Construction Terminal Eemshaven will stimulate further increase of our activities,

Photo courtesy of Peter Buteijn

capacity and improvement of our competitiveness. During the last three months we have already successfully conducted various activities at VDS Offshore Construction Terminal Eemshaven, like the mobilisation and demobilisation of jack-up vessels. At the moment we are working on a new offshore wind project at VDS Vlissingen where we are responsible for construction work and logistics.”

24/7 Deep-Sea Construction

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uses the quay and facilities of its offshore partner OBT and has a project quay of 694m and a guaranteed draught of 14m llws. The second VDS location is an excellent additional base for onshore and offshore construction projects and is an ISPS certified terminal like the Vlissingen terminal. VDS’ terminals can be easily reached without locks, bridges or air draught restrictions. VDS in Vlissingen, the third largest port region of The Netherlands, has excellent hinterland connections by congestion free road, rail and short-sea. VDS Vlissingen owns a quay of 250m with a guaranteed draught of 10.5m llws. VDS www. p o r t - i n d u s t r y.c om

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Vlissingen is an excellent base for every onshore and offshore construction project and offers a site area of 130,000m2, a 21,000m2 warehouse (LME certified), workshop areas of 7,000m2 and a paintshop of 7,000m2 (DNV-GL shop approval). i. www.vdsstaalbouw.nl

Buss Port Logistics Buss Port Logistics operates twelve multipurpose terminals in Germany, the Netherlands and Turkey. The logistics specialist handles every kind of cargo and provides all services along the entire logistics chain: stowing, lashing and securing and export packing. Buss Port Logistics develops and realises tailor-made logistics solutions – with its base, production, and service ports in Eemshaven, Sassnitz and Stade also in offshore logistics.

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PORT DEVELOPMENT

Artist impression of the 50,000m2 expansion at Broekman Distriport.

BROEKMAN DISTRIPORT EXPANDS TERMINAL

Continental Hub BROEKMAN DISTRIPORT IS EXPANDING ITS TERMINAL IN ONE THE PORT OF ROTTERDAM’S LARGEST SEAPORTS BY 50,000M2 TO DISTRIBUTE GOODS TO AND FROM WESTERN Scandinavia. At the same time as expanding the terminal at the Theemsweg in Botlek, Broekman Distriport is also investing in improving the location’s infrastructure. Included in this is a RoRo ramp to tranship non-ferrous metal, oil & gas, offshore and forest products.

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n the year they celebrated their 10th anniversairy, Broekman Distriport, the international logistics partner in steel and metal, signed an agreement with Norwegian Sea-Cargo to develop and utilise the ‘Continental Hub’. According to Rik Pek of Broekman Distriport the hub gives them a good base from which to serve the Scandinavian market.

A Significant Role in Trade

The new ‘Continental Hub’ is going to play a substantial role for the Port of Rotterdam in its trade with Scandinavian countries, according to Broekman Distriport. Incoming goods from the Asian region can now be collected in Rotterdam and transported in one batch to Norway. It works both ways: the Port of Rotterdam is a strategic place for distributing Scandinavian goods to western and southern Europe and Asia. Not surprisingly, Broekman Distriport and SeaCargo have decided to enter into a longterm partnership, one which sees the Broekman Group investing in adapting and renovating the terminal. Ole Sævild of Norwegian Sea-Cargo says, “We are very pleased to add Rotterdam and the Broekman Distriport as our new Continental gateway – connecting our WC Norway services with the European mainland. The gateway comes as a direct result of Sea-Cargo´s agile approach; to always deliver the best possible solution for our customers.”

The Strength of Breakbulk Port The Port of Rotterdam Authority congratulated Broekman Distriport and Sea-Cargo on their partnership. Emile

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Hoogsteden, Director of Containers, Breakbulk and Logistics, says, “We are strongly committed to this segment because it delivers a great deal of added value to the port. We’re seeing a strong upturn in Breakbulk this year. We aim to be a fullservice port, with a complete cluster of activities and optimum connections. This partnership reconfirms the strength of Rotterdam Breakbulk Port.”

Profit From Three Areas

Broekman Distriport and Sea-Cargo expect the ‘Continental Hub’ to generate profit in three areas. Firstly, the new terminal will assure time savings. Freight can be collected and distributed centrally using the large network of water, road and rail connections at the terminal’s disposal. Moreover, the Port of Rotterdam is easily accessible since it has no locks or other obstructions. Secondly, the resulting efficiency drive can bring down costs. Thirdly, the two parties will reduce the environmental impact.

Operational in April 2015

Broekman Group started developing the new terminal at the beginning of 2015. Construction will be complete and the hub operational in April this year. Initially, SeaCargo will use the terminal in both directions twice a week. This project will create 35 new jobs at Broekman Distriport. Raymond Riemen, CEO of the of Broekman Group said, “It is expected that expanding the terminal will attract a lot of interest from other parties as well.”

Broekman Automotive Division Acquired by C.RO Ports After 30 years, the Broekman Group is saying farewell to both its Car Terminal and the Broekman Automotive Division. On 3 December 2014, Raymond Riemen and Anton Las, Managing Director of C.RO Ports, signed the agreement that finalises C.RO Ports’ acquisition of Broekman Automotive Division, including all of its operating companies. Broekman’s entire staff and all of its customers will be transferred to the C.RO Ports organisation. This transition will mean an improvement in continuity, for personnel and customers alike.

i. www.broekman-group.com

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CONTAINER HANDLING

HIGH PERFORMANCE IN PORTS AND DOCKYARDS

Innovative

HYDRAULICS THE DEMANDING OPERATING CONDITIONS, LARGE LOADS AND 24 HOUR WORKING CONDITIONS ASSOCIATED WITH PORTSIDE CONTAINER CRANES MEANS THAT HIGH PERFORMANCE HYDRAULIC SYTEMS ARE REQUIRED. RUPPEL HYDRAULIK HAS developed and produced a wide range of system solutions for harbour cranes, including compact hydraulic units for sway control as well as complete hydraulic units for heavy lift harbour cranes and automated cranes. WORDS BY GERHARD RUPPEL – GERHARD RUPPEL HYDRAULIK.

ecause they operate under harsh environmental conditions, moving large loads or load configurations, harbour cranes are a challenging field of application for hydraulics. Ruppel Hydraulik is able to benefit from considerable experience in this particular field. The company has developed a hydraulic sway control system which has been retrofitted to many harbour container cranes across the world. The system is as simple as it is effective, significantly increasing the cargo handling capacity of a crane.

Hydraulic System for 150t Harbour Crane

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complete hydraulic systems for harbour cranes. Recently, for instance, the company designed the full hydraulic system for the work duties of a mobile harbour crane with a 150t lifting capacity. Cranes of this kind run freely across the port or dockyard area on a multi-axle chassis. A lattice-type derricking boom is located more or less in the centre of a short vertical mast. The guying is attached to the top end of the mast and, unlike the usual types of mobile crane, the derricking cylinders are above the boom. Hefty brace supports ensure crane stability when handling heavy loads.

Control Circuits

The power output of the hydraulic unit for this crane is provided by two 160kW axial piston pumps with a maximum volume flow of 270 l/min, load-sensing control and pressure cut-off. One of the items to which they supply hydraulic power is a proportional directional control valve which regulates the in and out movements of the w w w. p o rt-i n d u s tr y. co m

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derricking cylinders. A control circuit composed of pressure regulating valves on the pump control blocks, plus pressure sensors in the cylinders, ensures that the pressure in the cylinder chambers always remains the same during their simultaneous operation. The brace supports are initially swung out to the sides and then extended vertically â&#x20AC;&#x201C; always all four of them together. Here too, a control circuit with pressure monitoring ensures the operating sequence is optimised. The support cylinders are extended at a reduced pressure until they make contact with the ground, or in more precise terms, until equal pressure is achieved on all four cylinders. It is then up to the crane operator to ensure the crane is levelled off. During this operation too, the pressure in all four cylinders is continually monitored. The drive system includes a comprehensive array of safety functions, such as brake valve blocks for the derricking cylinders and brace www. p o r t - i n d u s t r y.c om

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Ruppel Hydraulik developed a complete hydraulic unit to take care of the work duties of a 150t mobile harbour crane. The illustration shows one of the hydraulic blocks.

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CONTAINER HANDLING This automated crane used in bulk goods transfer required high levels of positioning accuracy for its derricking boom and grab.

supports, as well as an accumulator and electric brake for the winch. This hydraulic unit has already been installed, and the crane is now working to the full and complete satisfaction of the company which operates it.

Crane Modification

Valve blocks for the automated crane. Where necessary, the valves used by Ruppel Hydraulik were tailored to requirements, e.g. by using fully customised pistons.

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As an owner-managed, engineering-driven company, Ruppel is also an important point of contact for crane manufacturers and operators interested in single-batch retrofit projects. The company has a recent example of this aspect as well. For ship-to-store handling of bulks such as fertilisers, a port authority had ordered a rail-borne crane capable of performing automatic unloading of ocean-going vessels. The crane was not achieving the agreed performance values, but before it could deal with its shortcomings, the manufacturer went bust. After an analysis of the crane’s current operating condition, experts from Ruppel Hydraulik came to the conclusion that the electro-hydraulic control system of the crane’s boom and grab was not capable of achieving the required accuracy. This was because the actual value for grab position was only detected via rotary encoders on the boom and subsequently calculated. Moreover, the hydraulic positioning using solenoid valves was based exclusively on volume flow control of the pumps, which at around 850 l/min is extremely powerful. Ruppel Hydraulik drew up an alternative proposal, which is currently in the process of being implemented. Positioning of boom and grab is controlled via pressure regulation in combination with a directional control system on the cylinder. The pump oil flows are controlled directly by a proportional directional control valve fitted to the cylinder. An additional two-way pressure maintenance valve ensures the hydraulic control is pressure compensated, allowing it to work largely independently of temperature and load. Based on Ruppel’s calculations, this set of measures will result in an improvement in repeat accuracy for grab position from well over 10 percent to under 3 percent. This value is completely adequate for bulk goods transfer operations.

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The sway control unit developed by Ruppel allows container cranes to work faster, so that the unit very soon pays for itself.

Customer-Specific Valves

Over the years, Ruppel Hydraulik has also worked on other extensive projects in (harbour) crane engineering. Because these cranes often use powerful hydraulic drives and there is a need for highly sensitive positioning of, for example, the crane boom, pilot-operated proportional valve technology using solenoid valves is often deployed in the control blocks. The valves are always bought in (Ruppel is, after all, not a valve manufacturer), but some are adapted to meet the exact requirements of the relevant task – for example by reequipping them with customised pistons. The above examples go to show that by using its special know-how, Ruppel Hydraulik can compete on equal terms with major global players when it comes to designing harbour and other crane types. It can develop solutions which fully exploit all the advantages inherent to hydraulic systems: excellent power density, superb control characteristics, robustness and energy efficiency.

Hydraulic Sway Control System for Container Cranes Ruppel Hydraulik’s global presence in harbour crane technology is not just based on engineering projects – it also has a very specific product of its own. Many port container terminal operators use the hydraulic sway control system developed by Ruppel for container cranes, as they save time and berth dues on every transfer operation. The principle behind this sway control unit is quite simple. Four lifting cables are guyed diagonally to the direction of sway. A cylinder is used to perform the duties of actuator, and a compact control block acts as the ‘brain’. The cylinder, at 190cm in length, tensions the anti-sway cables. The latest generation of this sway control system is fitted with electronic control. This allows more accurate, proportional adjustment and monitoring of the system pressure. The result is that any tendency to sway is prevented even more effectively, and the crane does not just work faster, but also uses less energy. This is because swaying motions inject unwanted kinetic energy into the sub-system of lifting gear, load-carrying unit and load, which the crane then eliminates by applying its brakes.

i. www.ruppel-group.de

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PORT DEVELOPMENT

THROUGHPUT UP 1 PERCENT

Rotterdam

STILL ON THE RISE THE THROUGHPUT OF EUROPE’S LARGEST PORT, THE PORT OF ROTTERDAM, WENT UP 1 PERCENT TO 445 MILLION TONNES IN 2014. THIS WAS ANNOUNCED BY ALLARD CASTELEIN, PORT OF ROTTERDAM AUTHORITY CEO, DURING THE PORT’S ANNUAL throughput presentation. “In 2015 we expect the same growth in throughput as last year: 1 percent. This year too, the main growth is expected in the container sector. In the coming years, we will nurture the large, existing sectors in the port, whilst also focussing strongly on innovation and broadening the range of activities in the port. We need both for a healthy future,” he said.

he different market sectors at the port showed dissimilar performances. The container sector went up by 5.8 percent and breakbulk, with 12.1 percent growth, did exceptionally well. The rise in container throughput, to 12.3 million TEU and 127.6 million tonnes can be explained by a combination of factors. The economy in both the Eurozone and the United Kingdom is improving. As a result, there has been an increase particularly in the deepsea volumes on the shipping routes to Asia and North America. Moreover, the initial effects of the increase in scale in container shipping became visible: Rotterdam is an attractive port for the ever

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larger ships. Oil products fell the most at the port, namely by 8.1 percent. The most significant factors were the competition from new tank terminals in other ports and a decline in the handling of naphtha. Nevertheless, an extra 4.8 percent of crude oil passed through the port, because there were fewer maintenance shutdowns at the refineries and the capacity utilisation was higher.

Ups & Downs

Dry bulk fell by 0.7 percent to 88.6 million tonnes. The German steel industry ran at 87 percent capacity last year, due to such factors as the renovation of blast furnaces, 5.2 percent less ores and scrap were

handled in Rotterdam. Coal throughput fell by 0.9 percent. Agribulk throughput was up by 9.2 percent, mainly because more wheat was exported and, at the same time, more corn and soya were imported. The category other dry bulk consists mainly of raw materials for construction and industry, 6.8 percent more of these goods were handled, primarily as a result of the upturn in the global economy. Liquid bulk throughput fell by 2.1 percent to 202.5 million tonnes. This market sector accounts for 45 percent of total throughput in Rotterdam, so a limited decline can have a big impact on the total throughput figure. LNG

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PORT DEVELOPMENT

Allard Castelein, Port of Rotterdam Authority CEO said: “In the coming years, we will nurture the large, existing sectors in the port, whilst also focussing strongly on innovation and broadening the range of activities in the port.”

throughput is still modest in scale at 1.2 million tonnes, but did experience tumultuous growth of 59.5 percent. This was due primarily to the re-export of LNG. Throughput in the Breakbulk category increased by 12.1 percent, to 26 million tonnes. RoRo traffic was up by 8.1 percent, thanks largely to the improvement in the British economy. In the category other mixed cargo, steel, non-ferrous metals

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and project cargo did particularly well. Other mixed cargo, for years on the decline as more and more cargo disappeared into containers, did exceptionally well, with 28.1 percent growth.

Facing Challenges

During the presentation, Mr Castelein also paid attention to the challenges facing the port. “We are seeing major changes not only in the energy sector and the chemical industry,

but also in logistics,” he said. “So that the port can continue to be a strong pillar of our prosperity in the long term, we are working with business on innovation and on broadening the range of activities in the port. We can already see evidence of this in the increase in offshore activities, but the energy and chemical sector also need to become more sustainable. We are focussing on increasing efficiency in industry and on

developing bio-based industry. For the container sector the development of the hinterland connections is particularly important. This year the new container terminals on Maasvlakte 2 will be busy starting up; from 2016 onwards, however, there will actually be extra capacity for further growth.” i. www.portofrotterdam.com

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PORT DEVELOPMENT

A Vote of Confidence DEEP-SEA CONTAINER SERVICES

AS BRITAIN’S NEW HUB PORT CELEBRATES ITS FIRST BIRTHDAY, DP WORLD LONDON GATEWAY HAS EXPANDED ITS NETWORK OF SHIPPING LINKS AND DESTINATIONS, ATTRACTING A SERIES OF NEW DEEP-SEA CONTAINER SHIPPING services. Mediterranean Shipping Company (MSC) has confirmed that from December 2014, its service from South Africa to UK/northwest Europe makes a direct London Gateway call, switching from the Port of Felixstowe. The first MSC vessel to call into DP World London Gateway on the new rotation was the MSC Rita.

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P World London Gateway, the UK’s first 21st century major deep-sea container port and Europe’s largest logistics park, has also been chosen by Hamburg Süd as the UK port of call for a brand new service connecting the North European market with Mexico, Central America and Colombia. The first ship to call into DP World London Gateway on this weekly, fixed-day Europe-

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PORT DEVELOPMENT

of this cargo goes without saying. And at DP World London Gateway, importers can be confident of fast and efficient inspection procedures, and a rapid and reliable turnaround of trucks at the terminal.”

Covering Key Ports

Mexico-Caribbean Service (EMCS) was the Cap Beaufort. Hamburg Süd has launched the new service to meet its customers’ requests for a fast, direct, independent service between Northern Europe, Mexico and Central America. The port rotation is Antwerp, London Gateway, Hamburg, Altamira, Veracruz, Puerto Limon, Cartagena, Marin and Antwerp.

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Meeting the Needs

“The best-in-class facilities and inspection systems established at DP World London Gateway’s Border Control Post play a vital role in meeting the needs of this new service,” said Tabare Dominguez, DP World London Gateway Port Commercial Manager. “The EMCS carries a large quantity of fruit and fresh produce. The time-critical nature

In another service win for DP World London Gateway, the Chilean line CSAV has confirmed a weekly call into the port as part of its reconfigured Europe-Middle East/India (IMEX) service, which joins the already established EPIC service at DP World London Gateway. The IMEX Sling 1, started in November, is served by eight 5,500 - 6,500TEU vessels. It covers key ports in northern Europe, the Red Sea, the Arabian Gulf, Pakistan and India’s west coast. It also offers two hubs in the Mediterranean, extending CSAV’s presence, and the opportunities for shippers, in this region. “We are delighted to announce yet more services into DP World London Gateway. This is a real vote of confidence in our service levels, facilities and location,” said CEO Simon Moore. “Shipping lines and shippers are increasingly recognising the benefits of using the UK’s new deepwater container port. DP World London Gateway continues to expand its network of services, adding to the choices for shippers looking to streamline their supply chains, cut their costs and reduce their carbon footprint.” i. www.londongateway.com

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MARITIME LAW

EXPLAINING THE THIRD PARTY EFFECT

Rotten Oranges & Stolen Hams

Photo courtesy of Port Pictures.nl

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MARITIME LAW

SOME LEGAL PRINCIPLES ARE RECOGNISED ALL OVER THE WORLD. ONE IS ‘FREEDOM OF CONTRACT’, MEANING THAT EVERYONE IS FREE TO MAKE ANY KIND OF CONTRACT JUST AS LONG AS IT IS NOT DETRIMENTAL TO PUBLIC ORDER OR GOOD ETHICS. FOR EXAMPLE, CONCLUDING A CONTRACT FOR SCUTTLING ONE’S SHIP OBVIOUSLY FALLS IN THIS category. Another principle is that a contract will affect the parties involved. I have to add ‘in principle’ as here we find an exception to the rule – the so called ‘third party effect’. Exclusively for Port Industry, Gijs Noordam, of Ten Holter Noordam lawyers, offers the benefit of his considerable experience in maritime law to discuss the matter. WORDS BY GIJS NOORDAM

y a third party we understand somebody who is not directly involved in a relationship between the ‘first’ and the ‘second’ parties. This sounds quite logical, but especially in the transport and logistics sectors a lot of people are involved in moving goods from one place to another, be that a carrier, his agent, cargo interests and terminal operators. These parties work together, all be it under different contracts. When I start work on a new shipping case I always start by making a drawing illustrating the relationships between the various parties involved and their mutual contracts. My second step is to determine what law applies to these contracts. The third step – a very important one – is what statute of limitations apply. You have to act quickly in transport and logistics if goods get damaged or lost because in most cases the period for claiming is limited to only one year.

Questions of Liability

General conditions apply to most contracts: the Bill of Lading conditions, for instance, and stevedoring conditions that contain limitations and exceptions of liability. So, if goods are damaged or lost, when claiming damages under the contract and applicable conditions one knows in advance that compensation will be limited or even excluded. Understandably one will look to other parties in the logistic chain to see whether one can claim full compensation. This claim is based on a tort (an action causing loss or harm) and

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Gijs Noordam, of Ten Holter Noordam lawyers

one has to prove that the other party acted negligently.

Cargo Custody

A regular example of this type of action in the world of transportation is when the shipper or receiver of a cargo – let’s call them cargo interests – claim that the cargo was damaged or lost when in the custody of a terminal operator. Cargo interests have a contract with a seacarrier for the transportation of their cargo from A to B, including loading and discharging of the cargo at terminals at both points. If cargo interests claim under the Bill of Lading, evidencing the contract of carriage, they are likely to receive only a limited compensation, due to conditions of carriage, printed on the reverse side of the Bill of Lading. So, why not claim in tort against the terminal operator who caused the damage or loss? There exists no contractual relationship between cargo interests and the terminal operator so there are no general conditions behind which the terminal operator can shelter.

The Himalaya Clause

Usually the terminal operator will get away from this claim by invoking the so-called Himalaya-clause found in the Bill of Lading conditions. With this the carrier stipulates that all defences in these conditions also protect his employees and independent contractors, such as the terminal operator he uses for loading or discharging the cargo.

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MARITIME LAW

Photo courtesy of Port Pictures.nl

In a number of past cases in which the Himalaya-clause did not apply or was not relied on, the Dutch Supreme Court has rendered some interesting judgments on the question whether a terminal operator could rely on his own general conditions. This is notwithstanding the fact that these had not been agreed upon with claiming cargo interests. Court cases are generally recorded under the names of the parties to the dispute but these judgments were soon nicknamed by the legal profession. Take ‘Rotten Oranges’ and the ‘Stolen Hams’ as examples – it is not difficult to imagine what the issue was in these cases.

whose yacht was lifted from a flat rack into the harbour prior to passage to its final destination of Venezuela. This Court operates under the same concepts of law as the Netherlands. The local ship agent instructed the terminal operator to do the job with one of his mobile cranes. The terminal operator accepted the instructions, notwithstanding a meagre remuneration and declared his general conditions applicable. These contained a similar meagre overall limitation of NAf 2,000. You can guess what happened next: during hoisting the yacht became damaged.

Handle with Care

The owner claimed in tort against the terminal operator who immediately played hide-and-seek behind his limitation of liability. Under the circumstances of this case – involving small remuneration and with the owner ‘close’ to the parties arranging for lifting of the yacht – the Court sympathised with the terminal operator and allowed him reliance on the overall limitation of NAf 2,000. And, importantly, in the opinion of the Court, a terminal operator is not only handling cargo but also the keeper thereof and therefore entitled to the latter’s protection in law against third party claims. Many years ago I drafted a terminal contract on the basis of a storage contract, especially for the purpose of giving my client this safety net against third party claims. The other side’s lawyer laughed it away, saying that a terminal operator is a handler of cargo and not the keeper. Nice to note that a sunny Caribbean Court agrees with me, at last.

The Supreme Court made it very clear that the principle – that contractual stipulations contained in general conditions only bind the parties to a contract – still stands. One can therefore not rely on these stipulations vis-à-vis a third party, like in our example concerning cargo interests. However, there is the proverbial exception to the rule. The third party effect of these stipulations may be justified “by the circumstances of the case” – a favourite call heard from the Supreme Court – of course providing it “fits into the system of law”. As a result of these restrictions, claims by cargo interests against terminal operators are awarded by the lower Courts. Terminal operators do not have legal protection against third party claims from, for instance, storage operators. However, it is a small step from a storage operator to a terminal operator. In 2011, the Court of First Instance of the Dutch Antilles decided a claim for damages by an owner

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Court Decision

i. www.tenholternoordam.nl

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PORT SERVICES

NEW FOREST TERMINAL AT THE PORT OF GOTHENBURG

Passing Through PAPER, PULP AND TIMBER PRODUCTS ACCOUNT FOR A LARGE PROPORTION OF EXPORTS THAT PASS THROUGH THE PORT OF GOTHENBURG. UP TO NOW, THE PORT HAS LACKED A DEDICATED TERMINAL FOR TRANSLOADING SAWN TIMBER PRODUCTS. NOW, though it is aiming to increase the volume of paper and timber products passing through. The port authorities therefore invested in a completely new forest terminal that will be operated by the Gävle-based company Sören Thyr.

ore sawmills throughout the Nordic region can now ship their timber via the Port of Gothenburg. Magnus Kårestedt, Port of Gothenburg CEO said, “We welcome Sören Thyr to Gothenburg. The company is well known in the industry. Thanks to this investment, more sawmills and paper mills throughout the world can make use of the port’s worldwide service network.”

Linked to the Rail System

The new forest terminal is adjacent to the port’s RoRo and container terminals. Linked to the rail system, it can handle more than one million m3 of timber each year. The terminal makes it possible for sawmills to send their timber by rail or road. On

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arrival in Gothenburg, the timber is loaded into the correct unit – a container or trailer for example – for onward shipment worldwide. “We are extremely pleased that we have managed to establish operations at the largest port in the Nordic region. We know that many sawmills are interested in exporting via Gothenburg and thanks to the new terminal more mills now have the opportunity to do so,” said Jörgen Thyr, CEO and son of the founder Sören Thyr.

Investment in the Forest Industry The forest terminal is part of an ongoing investment to increase forest product volumes in Gothenburg. Other aspects

include new rail solutions, plans for more weather-protected transloading terminals and a new collaborative venture between the Port of Gothenburg and a number of shipping companies such as Stena Line, DFDS Seaways, CLdN, MSC, SCI Freightman, ACL, Unifeeder and K Line, to market the range of shipping and peripheral services to the forest industry. i. www.portofgothenburg.com

Paving the Way for Expansion Dedicated to forest product terminals and new rail solutions, the port is equipped to receive sawn timber using conventional rail trucks. There are already 25 intermodal rail shuttles operating daily between the Port of Gothenburg and various towns and cities throughout Sweden – from Sundsvall in the north to Åhus in the south. There are also several block trains that serve the port, such as the trains used for Stora Enso’s paper exports.

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PORT INDUSTRY

OUTFITTERS PAGES Man-Hole Protection Cover

Reftrade UK Expands Fleet Reftrade UK has increased its fleet of refrigerated containers and temperature controlled units for sale and lease to the offshore energy sector, following a highly successful period of international growth. Reftrade UK has introduced 23 additional units to its rental fleet, including four zoned containers which are available to the European market, following an investment of over GBP 500,000 by the Reftrade Group. i. www.reftrade-uk.com

Rustibus has designed the SafeEdge especially for the maritime industry. The cover allows ventilation and access to utilities at the same time as being an effective fall protection system. The durable, highvisibility foot rail provides protection when a hatch is open. Its simple fitting and locking mechanism protect crew on board from any open hatches that may not be easily seen on deck. i. www.rustibus.com

High Performance Leading Light

Compact Solid Rubber Tyres Continental Commercial Specialty Tires’ (CST) new specialty tyre, the Continental SC8, has been specifically developed for material handling operations and can be mounted on nearly any vehicle type, including forklifts. The robust Continental SC8 is one of the most compact solid rubber tyres available on the market. The new tyre offers an extra deep tread pattern of up to 54.4mm resulting in outstanding durability and a high performance. The proven zig-zag design of the tread pattern ensures excellent traction on both uneven and smooth surfaces. i. www.continental-specialty-tires.com

Empty Chassis Detection

Sabik’s new range light, LO200M, is equipped with high intensity power LED to complement their extensive product range in marine lanterns. LO200M is a modern signal with an integrated flasher and extremely low power consumption, designed for applications requiring medium and long range directional light. The LO200M lantern can be equipped with GPS synchronisation and Light Guard Monitor remote monitoring and control application. It has a vertical divergence of 8 degrees at 50 percent of top intensity. Other horizontal divergences are available on request. The maximum visual range for the lantern is 14nm. i. www.sabik.com

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International Terminal Solutions (ITS) announced an empty chassis detection upgrade for their trailer positioning system (TPS). The latest development is for empty chassis detection and allows any shape or design of terminal chassis to be accurately positioned with truck driver indications for slowdown, stop and overshoot. The new upgrade now brings the empty detection in line with the advanced detection and signalling for the loaded chassis and provides the driver with a slowdown signal as he approaches the correct stopping point. If the driver overshoots, the system also detects this, and signals the driver to reverse. i. www.portautomation.com

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PORT INDUSTRY

OUTFITTERS PAGES Straddle Carriers Boost Gothenburg The recent addition of twelve new, four-container high reach straddle carriers will increase storage capacity at Scandinavia’s largest container terminal by 40 percent and will boost productivity with the ability to lift 2TEU containers simultaneously. The new straddle carriers are diesel-electric hybrids, with a powerful diesel engine enabling the electric motors to power front operation and lift. With this type of system, diesel fuel consumption, along with particulate and CO2 emissions, are significantly reduced as an automated system also calculates optimal speeds. i. www.apmterminals.com

95 Years of Engineering Excellence November 2014 marked the 95th anniversary of MacGregor’s Hatlapa brand. Since its foundation in 1919, the formerly independent, Uetersen, Germanybased company has strived for engineering excellence. Last year, in recognition of these qualities and the benefits that Hatlapa offers, MacGregor purchased the company to complement its offering to merchant shipping and offshore customers. As part of MacGregor, Hatlapa will continue to be recognised as one of the most respected brands in the shipbuilding industry. i. www.macgregor.com

Safe & Efficient Container Loading The Port of Raahe, Finland, invested in a modern container loading solution, Actiw LoadPlate Multi to improve efficiency and safety. The equipment is designed for loading FCL complex cargo such as timber and steel products into standard sea containers in one shot. With transfer car capability, the LoadPlate Multi allows flexible and efficient loading across multiple doors and containers. Savings come through the ability to use regular containers, less workers and equipment, a safer working environment, and eliminated product and container damages. i. www.loadplate.com

Grab Filling Liebherr’s SmartGrip is the solution for optimised grab filling rates and provides valuable advantages including the elimination of overloads, less stress for the driver and higher turnover. Changing materials and varying density are challenges for the crane operator in bulk operation. If the driver needs to fill the grab manually, he may overload the crane when pulling the lifting attachment out of sticky material. Frequent overloads lead to a notably shorter lifetime of the crane and are also time-consuming. SmartGrip controls the filling of the grab to suit the load curve of the crane, which leads to perfect crane utilisation without overloading. i. www.liebherr.com

Volvo Penta Expands Partnership With a four-decade relationship under their belts, Volvo Penta and Terberg are extending their partnership with a deal for the engine supplier to provide Stage IV/Tier 4 Final engines for Terberg’s yard and RoRo tractors. Beginning in early 2015, Volvo will provide the company with Stage IV/Tier 4 Final and Stage IIIA/Tier 3 8l diesel engines ranging from 160 to 235kW. The engines will power Terberg’s YT222 yard tractors and its RT223, RT283 and RT323 RoRo tractors. i. www.volvopenta.com

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

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

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

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

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

air ventilators, hoisting equipment, cathodic protection, ultrasonic antifouling system (USAF), etc. INNOVATIVE MANUFACTURING EUROPE BV. Dintelweg 98 3198 LB Europoort-Rotterdam The Netherlands T +31 (0)10 820 0377 F +31 (0)10 820 8018 E sales@innovative-europe.com I www.innovative-europe.com Contact: Mr Denny Flier Innovative is a Canadian manufacturer and international marketer of several protective tapes for the marine and industrial sector. In business since 1948, Innovative’s products are distributed in more than 36 countries worldwide, through either its head office in Canada or the newly opened Innovative Europe stock and distribution centre located in one of the world’s largest ports Rotterdam. Innovative’s 5,300 m2 manufacturing plant is located in Delta, Canada, and is strategically linked to the Port of Vancouver and to Innovative’s Port of Rotterdam centre for fast export to worldwide locations.

NED MARINE SERVICES BV Tinstraat 109 2984 AN Ridderkerk The Netherlands T +31 (0)180 420 055 F +31 (0)180 499 810 E info@nedmarine.com I www.nedmarine.com www.usaf-nedmarine.com Ned Marine Services BV, worldwide leader in ship and offshore related inspections & products. With their main office in Ridderkerk, the Netherlands, and subsidiary offices in Belgium, Latvia and China has only one goal: Satisfy clients with high performance inspections and first class products. Only when you are satisfied we are too. Services: technical design, ultrasonic thickness measurements, hatchtightness testing, NDT examinations, pré-vetting inspections, etc. Products: maritime equipment, dry-

NICOVERKEN MARINE SERVICES BV Algerastraat 20 3125 BS  Schiedam The Netherlands T +31 (0)10 238 0999 F +31 (0)10 238 0988 E info@nicoverken.nl I www.nicoverken.nl Contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment. In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems. Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. We are capable of crankshaft grinding. Our service is 24/7 worldwide!

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

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

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

VERSA

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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Main Themes Port Automation & Electronics Port Security Heavy Transport Focus on Belgian Ports Breakbulk Europe 2015 TOC 2015

Deadlines • Copy deadline • Advertisement deadline

14 March 2015 4 April 2015

Subjects can be changed without prior notice.

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

2005 - 2015

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WORD ON THE SEA

Harold Linssen, Managing Director of Keppel Verolme and Frank de Kruif, Chairman of Port Press Club Kyoto.

From left to right: Mr De Kruijf, Mrs Linssen, Mr Linssen and Mayor of Rotterdam Mr Aboutaleb.

Trending topics The recently awarded Port Personality of the Year Harold Linssen, CEO of Rotterdam-based Keppel Verolme, would not have dreamt that the company he heads would become a trending topic in social media. As it is, the refurbishment works of the Oasis of the Seas at the yard have certainly attracted the attention of the international maritime industry and the Rotterdam port community. It was the major reason why Linssen was invited to join the ranks of previous appointed Port Personalities of the Year.

Rotterdam-based manufacturing industry in the limelight. It is only right that you have become Port Personality of the Year 2014.” It is the first time in the foundation’s history that a representative from the shipbuilding, refit & repair and maintenance industry has received the title.

Anyhow, Linssen has become aware of out of the ordinary attention for Keppel Verolme’s activities. He noticed that during a business trip in the US. “The The refurbishment works of cruise market is picking up. That will be reflected in more At the special getthe Oasis of the Seas have cruise liners calling the Port together for the occasion, attracted the attention of the of Rotterdam and the Port of Rotterdam-based foundation Amsterdam. I expect spinPort Personality of the international industry. off from that in our line of Year (Stichting Havenman/ business, although no agreement for refurbishment Vrouw van het Jaar) Chairman Frank de Kruif was has been signed yet.” quick to mention additional achievements of the After accepting the plaque to go with the award, newly awarded Port Personality: “The foundation Linssen stressed the importance of achieving a particularly noticed your commitment to issues good match of vocational education with the port beyond your own company. One of these is your industry. “It seems that the two speak different commitment to education of youngsters, all for languages,” he said, adding his worries that the benefit of the port community. To sum it up, newcomers in the offshore industry will economise you have proven to be a port ambassador for on labour, thus minimising the chance that young years on end. The call of the Oasis of the Seas is people will get a job. just an example of your involvement in placing the

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GREEN SOLUTIONS

It’s in our character

YOUR PARTNER FOR BALLAST WATER COMPLIANCE

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you can reach us 24/7 at +31 115 647400

ports of vlissingen and terneuzen www.zeelandseaports.com

driven by dedication

t just products no e, nc lia mp co g in fer of in e id We take pr The Damen family www.damenballastwatertreatment.com

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210-297mm okt 2014 aflopend:210 23-10-2014 RHB.adv RHB.adv 217-297mm 217-297mm Y&F:210 Y&F:210 01-04-2014 01-04-2014 12:21 12:21 Pagina Pagina 1 09:48 1

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H 730 H EA EV AMY VETRES YL ILFITFQUAY TU U P PTLENGTH O T O1 810800 0T O TO NN SS

TELEPHONE TELE TE PL HEOPNHEO N E

+31 (0)10 429 94 33 +31+31 (0)10 (0)10 429429 94 33 94 33 FA X F A XF A X

+31 (0)10 429 02 61 +31+31 (0)10 (0)10 429429 02 61 02 61 E-MAIL E - MEA- IM L AIL WEB W E BW E B

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shorecranes up 208 tons shorecranes shorecranesup uptoto to208 208tons tons

C O N T A I N E R H A N D L I N G E Q U I P M E N T PORT-INDUSTRY.COM

Lifting Lifting your cargoes faster faster Lifting your your cargoes

EAV Y TO H EHAE VAYV Y L I FLLT IIF FT STTSU OTPROA RGAEG1800 E A RAERATONS EA

7 3H 703EAV 0 ME MTYERTLERIF SETS QU QAY U AY L ELNEGNTAREA GHT H STORAGE

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stevedoring&&warehousing warehousing rotterdam stevedoring warehousingrotterdam rotterdam

Fighting Inefficiency ISO-CERTIFIED FOLDABLE CONTAINERS

DATA EXCHANGE POKER PLAY OR DIGGING FOR GOLD

Pushing Ambition WIND GENERATED ELECTRICITY

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