Port Industry, Vol.4 No.2

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FOR THE SAKE OF SAFETY THE END OF CONTAINER CHEATING

Made-to-Measure HEAVY HANDLING SOLUTIONS

16-04-15 09:09

VISIT US AT

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Experience the Progress.

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tonnes maximum lifting capacity tonnes bulk per hour 22 container rows across 2,300

The port is our life. Hands-on mentality, hard work and accessible people, that’s our character. Anyone who gets to know Zeeland Seaports becomes acquainted with professionals who are proud of their ports. We understand that your interests are also our interests. Clients come first. Always. We know what’s important to your company. That’s all in our character, and one of our many strengths: location on open sea draft of 16.5 metres congestion-free connections with the hinterland no nine-to-five mentality accessible ports and people dedicated terminals for a broad range of cargo you can reach us 24/7 at +31 115 647400

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Publisher’s note

Scaling Up WELCOME TO THE SPECIAL TOC EDITION OF PORT INDUSTRY. MARKING ITS 40TH EDITION THIS YEAR, THE TOC EUROPE CONFERENCE AND EXHIBITION RETURNS TO ROTTERDAM ON 9-11 JUNE. TOC EUROPE 2015 assesses the fundamental changes sweeping global container transport and logistics as a result of the shipping industry’s headlong charge towards mega vessels and alliances.

The scaling up of the shipping sector not only continues, but has started to accelerate. This year alone, the Port of Rotterdam has already seen three record ships arriving in the port. At the beginning of January, the biggest ship in the world arrived in Rotterdam. With a length of 382m, the Pioneering Spirit (formerly Pieter Schelte) made quite an impression.

A few days later, CSCL Globe made her maiden call at the Euromax Terminal Rotterdam of ECT. With a capacity of 19,100TEU and a length of 400m, she was the largest container ship in the world at that time. Finally in March, today’s world’s largest container ship, MSC Oscar, docked at ECT Delta Terminal during its European maiden voyage. The enormous vessel has a capacity of 19,224TEU and a length of over 395m. In April MSC took delivered of the MSC Oliver, join title holder along with MSC Oscar.

CHARLES VAN DEN OOSTERKAMP | CEO CHARLES@YNFPUBLISHERS.COM

The latest MSC vessels are one of the many indications that terminals should keep investing in the accessibility of the ports. Some of the major Belgian ports, the Port of Antwerp and Port of Ghent, are accomodating the ever increasing vessels with new locks. The future Deurganckdocklock, at the port of Antwerp, is due to receive its first vessels in 2016.

The lock is necessary to ensure expansion of the port on the left bank of the river Scheldt. The new lock at Terneuzen, the Netherlands, will improve maritime access to the port of Ghent. The new lock will be roughly as long and as wide as the renewed locks on the Panama Canal, with the following dimensions: 427m in length, 55m in width and a depth of 16.44m. The new lock is planned to be operational in 2021.

Read more about the Belgian investments in our focus on Belgium.

CHARLES VAN DEN OOSTERKAMP

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

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CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

DENNIS VINKOERT Publisher & Executive Editor

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NATHALIE GEELS -VINKOERT Chief Financial Officer

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contents Port Industry ISSUE 2

TRADE SHOWS

12 TOC Europe 2015 – Showcase Assesses Seismic Shifts 44 Celebrating First Decade – Breakbulk Europe in Antwerp

2015

37

20

FOCUS ON BELGIAN PORTS

16 Developing the Gateway to Europe – Facing the Future 22 Biggest Dry Bulk Port – Port of Ghent Stands its Ground 32 Extended Gateway – Joining the Customs Network 48 Harbour Crane Quartet – New Benchmark in Lifting Capacity

16

PORT DEVELOPMENT

56

10 Terminal Eco-System – APM Terminals Shares its Vision 26 Offshore Related Business – Service Hub Kooypunt III

PORT SECURITY

28 For the Sake of Safety – The End of Container Cheating 52 Eyes & Ears of the Port – Undercover Security Guards

48

PORT AUTOMATION & ELECTRONICS

20 Sophisticated Machines – Virtual Reality Crane

37 Key Piece of Infrastructure – Electrical Energy Supply 40 Container Terminal Automation – Bite-Sized Chunks

HEAVY TRANSPORT

34 Signed, Sealed & Delivered – Long Haul Multimodal Transport

46 Made-to-Measure – Heavy Handling Solutions 56 XXL Projects – German High & Heavy Specialists REGULARS

1 Editor’s Note 4 News in Brief

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

Content PI 4-2.indd 3

On the Cover The IMO’s Maritime Safety Committee approved changes to the Safety of Life at Sea (SOLAS) convention regarding a mandatory container weight verification requirement on shippers. Dangerous Goods, Solid Cargo and Containers (DSC) Subcommittee approved changes to the Safety of Life at Sea (SOLAS) convention that will require verification of container weights before loaded containers may be placed aboard ships. Read more about the shippers opinion about the specific amendments on weight requirements for containers on page 28.

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PORT INDUSTRY

NEWS IN BRIEF FEATURE

Triple Play at APM Terminals Pier Establishing a new record for US port operations, three UltraLarge Container Ships, with nominal respective capacities of 13,000TEU each, called at APM Terminals Pier 400 Los Angeles between 22 February and 7 March. The calls represented a combined total of 34,465 container moves

over the period, including intermodal cargo of 28 double stack trains. 13,100TEU COSCO Harmony registered 10,617 container moves and two Mediterranean Shipping Company vessels, 12,991TEU MSC Flavia and 13,119TEU MSC Renee accounted for 12,402 and 11,446 moves, respectively.

Port of Le Havre is PERS Certified The French Port of Le Havre was distinguished for its environmental actions by the European Seaport Organization (ESPO), which represents the seaports within the European Union. HAROPA - Port of Le Havre and Port of Nantes-SaintNazaire – achieved the Port Environmental Review System (PERS) certification that highlights the positive environmental policy of HAROPA - Port of Le Havre. Compliance with the PERS standard is independently assessed by Lloyd’s Register Quality Assurance and the certificate has a validity of 2 years.

| Read more on port-industry.com

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MAGNA TYRES’ M-STRADDLE IS A RADIAL CONSTRUCTED TYRE, ESPECIALLY DESIGNED FOR USE ON STRADDLE CARRIERS IN DEMANDING PORT AND TERMINAL CONDITIONS. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

Game Changer for Logistic Configuration The new NGICT-system (New Generation Integrated Container Terminals) invented by Koch Consultancy Group could well be the big game changer for the logistic configuration of deep sea, as well as for inland terminals in the next decade.

The much higher performances, the smaller space occupation, the minimum ecological footprint and, last but not least, the important reduction on investment as well as operational costs are a huge advantage.

New Name for Broekman Group

Barcelona Europe South Terminal Set Records

Broekman Group changed its name to Broekman Logistics. With the change Broekman Logistics wishes to emphasise its total focus on logistics. Over the past few years, Broekman Logistics has evolved from a shipbroker to supply chain manager.

Acquisition and the divestment of business units have led to a new company structure with three clear business units: Forwarding & Shipping, Warehousing & Distribution and Breakbulk Terminals. In addition to the name change, the company also has a new corporate style and website. These changes conclude Broekman’s restructuring of the company.

Barcelona Europe South Terminal (BEST) handled the largest containership ever to call at the port, the 16,600TEU MSC London. It also set a new productivity record, discharging 618 containers, and loading 1,035, in less than eight hours: a rate of 212.58 moves per hour. Individual cranes operated at rates of up to 45 moves per hour, one of the best in Europe.

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>>

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

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June

September

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PORT INDUSTRY

NEWS IN BRIEF

Samskip Extends Rail Services Samskip Van Dieren Multimodal extended its intermodal network by adding rail shuttle services connecting Duisburg, Germany to Malmö, Sweden. The Samskip Multimodal Rail Terminal in Duisburg already handles a large number of rail shuttles to and from Scandinavia. The inclusion of shuttle services to and from Malmö will substantially increase Samskip Van Dieren Multimodal’s capacity in Sweden. The shuttle is open to all types of intermodal loading units such as 45ft containers, 13.6m trailers, reefer and tank and bulk containers.

Massive Port Equipment Orders

Certified Caspian Port & Logistics Hub Development

Cavotec has won a number of significant orders for its advanced crane technologies from crane manufacturers, as well as orders for its innovative shore power systems. The orders have a combined value of approximately EUR 10 million. The Group has been awarded a total of five orders by ZPMC, the most substantial of which is for cable reels that will supply electrical power to 72 ZPMC Automated Stacking Cranes (ASCs) for use at the Pasir Panjang Terminal at the Port of Singapore (PSA). For the same terminal, Cavotec will provide 28 spreader cable reels for ship-to-shore (STS) container cranes.

RINA Services will provide design review and third party certification services for a major port and logistics hub development at Turkmenbashi, on the Caspian Sea coast of Turkmenistan. The Turkmenbashi International Port is being built by Gap Insaat Yatırım ve Dış Ticaret. The port complex is due for completion in 2017 and will include four terminals, road and rail links, and a ship-repair yard. Freight throughput is expected to reach 25 million tonnes by 2020.

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PORT INDUSTRY

NEWS IN BRIEF World’s Largest Container Ship in Rotterdam

Photo courtesy www.fotopaulmartens.nl

Important Port Conference in Hamburg This year’s IAPH World Ports Conference will be held in Hamburg. From 1-5 June, international representatives from business, politics and science will gather to debate changing demands and alternative actions required. The conference will focus on the smartPORT concept developed by the host of the conference, the Hamburg Port Authority (HPA). During the 5-day conference delegates will get to hear about what Hamburg, Europe and the world mean by intelligent port management.

In March, the MSC Oscar arrived at the APM1 terminal in Rotterdam. With a capacity of 19,224TEU, the 396m long, 59m wide ship is the largest container ship in the world. The MSC Oscar arrived from Algeciras and left for Bremerhaven, a few days later the ship returned to Rotterdam, where it was moored at the ECT in the Delta East terminal. After that the MSC Oscar left for the Mediterranean via Felixstowe.

Joint Jetty Investment

Photo courtesy of Kontrapunkt

The Port of Rotterdam and LBC Tank Terminals have reached a long term agreement for the construction of a new jetty at the LBC terminal in Botlek, Rotterdam. The new jetty will have four berths, two for seagoing vessels and two for barges. This will quadruple the jetty capacity of the LBC terminal. The jetty will be constructed to facilitate seagoing vessels with a maximum draught of up to 13m. The jetty will be built in two phases. The first phase, comprising the construction of two berths, will be ready by mid-2016 while the full jetty will be completed by the beginning of 2017.

>> | 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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PORT INDUSTRY

NEWS IN BRIEF Environmentally Conscious Port Operator

Engineering Expertise

APM Terminals Apapa has been named the most environmentally conscious port operator at the Lagos Port Complex by the Nigerian Port Authority’s Environment Department of the Health, Safety and Environment Division. The terminal is the largest container facility by capacity of the three serving Nigeria’s largest city. With a container throughput of 700,000TEU in 2014, APM Terminals Apapa is the busiest container terminal in the West African Region, handling 50 percent of Nigeria’s inbound containers.

1st Handling at Quai des Flamands After 2 years of construction works, the extension of the Quai de Flamands was finally completed in March. The port of Cherbourg now boasts a 680m linear wharf, accessible to vessels up to 14m in draught. The Eendracht inaugurated the largest wharf in France, with a bearing capacity of 15t/m2, and used its deck cranes to unload two heating units, each weighing 150t. For this operation Cherbourg Maritime took charge of consigning the ship, whilst Cherbourg Manutention was responsible for the transshipment of the cargo onto two multi-axled trailers.

Hansa Heavy Lift has safely loaded an ethylene fractionator column measuring 87m and weighing 604t at the port of Ortona/Italy for CB&I. The piece, one of the largest ever manufactured by Walter Tosto, is destined for the port of Ingleside, Texas/ USA, and was loaded over the starboard side because of its exceptional length. The lift could only happen in slow movements.

“The draft restrictions at the loading berth were only 5.7m which was a challenge. We used only minimum ballast and a stability pontoon,” said Walter Prosetti, Head of South Europe, Hansa Heavy Lift.

Fall in Sulphur Emissions Measurements at the Port of Gothenburg show that sulphur emissions from ships have fallen by 80 percent since stricter rules came into force at the turn of the year. The sulphur content in fuel was reduced from 1.0 to 0.1 percent in the short-sea shipping area around Gothenburg (Baltic, North Sea and English Channel). The measurements are being carried out using a ‘sniffer’ located at the Älvsborg Fortress, in the fairway leading in to the port.

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| Read more on port-industry.com

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PORT DEVELOPMENT

APM TERMINALS SHARES ITS VISION

Terminal Eco-System APM TERMINALS’ HEAD OF DESIGN AND AUTOMATION, ALEX DUCA ADDRESSED THE PORT EQUIPMENT MANUFACTURERS ASSOCIATION’S (PEMA) ANNUAL MEETING IN FEBRUARY, introducing the company’s Terminal Eco-System concept as part of an object-oriented approach to terminal design, construction and operation. He cited the integration of automation and control systems to improve productivity as well as safety performance in terminal facilities.

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W

e are rethinking equipment design and manufacturing protocols as a way of enhancing productivity as well as improving port equipment operators’ lives and workspaces,” said Mr Duca.

By looking at a container terminal within the context of a self-contained, holistic, ‘eco-system’ of interdependent functions and needs, improvements in machinery and procedures

can be designed into the system, often by adapting very basic changes already evident in other industries, Mr Duca advised the PEMA conference audience.

In his presentation, Mr Duca identified five challenges that the port industry must successfully confront to meet the requirements of the evolving global logistics chain: – Safety performance on par- or better than other industries;

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PORT DEVELOPMENT

– Larger scale of operational complexity as vessel sizes surpassing capacities of 20,000TEU become reality; – Limits to terminal space availability for expansion and the risk of congestion; – Maintaining profitability through economic cycles affecting shipping lines and – Maximisation of returns on terminal asset management.

“We have to do more with less space every year,” Mr Duca observed, mentioning a Maersk Triple E class vessel which loaded an industry-record 18,168TEU last week at the APM Terminals-operated facility at the Port of Algeciras, Spain.

The need for asset management was illustrated by the scope of the equipment currently in use throughout the APM Terminals Global Terminal Network, at APM Terminals Algeciras and elsewhere, including over 500 quay cranes and mobile harbour cranes, 1,700 pieces of container yard lifting equipment (RTGs, reach stackers and empty handlers), and approximately 3,000 terminal trucks.

specifically designed to interface directly with Terminal Operating Systems, and with other cargo handling equipment and even with waiting truck drivers, could have a major impact on safety and productivity.

Applying new technology to existing equipment is also possible, but Mr Duca pointed out that there are obstacles due to the way the equipment manufacturers pursue proprietary standards. This is noticeable with crane retro-

APM Terminals’ Head of Design and Automation, Alex Duca addressed the Port Equipment Manufacturers Association’s (PEMA) annual meeting.

fitting in particular, as terminals invest to accommodate Ultra-Large Container Ships which require taller gantries and a wider reach.

“Crane enhancements are hampered by proprietary control systems that make wider roll-out of modular retro-fit packages excessively complex,” stated Mr Duca, adding, “there is a vast opportunity to improve equipment positioning and container location services as

well through increased standardisation”.

Meeting the Challenges

Mr Duca praised the automobile and jet engine manufacturing industries which have had success in such standardisation, to the benefit of all parties, as well as the end-users, with innovative technology such as use of more sensors, better diagnostics through data and shared platforms.

Mr Duca said, “Let me challenge you today to bring the cargo-handling equipment manufacturing process and features up to the speed of the car industry and jet engine industry; let’s create a world-class ‘Terminal EcoSystem’ to meet the challenges of an exciting and evolving port industry to help make our people on the front line safer and our customers profitable.”

i. www.apmterminals.com

Google Glass-Type Innovations

Mr Duca listed significant new innovations which can be integrated into to the port equipment manufacturing industry, such as ‘Google glass’-type windshields and sensors that could provide better safety visibility and awareness around port machinery for drivers. These next-generation machines,

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TRADE SHOW

GLOBAL SHOWCASE RETURNS TO ROTTERDAM

TOC Europe Assesses Seismic Shifts MARKING ITS 40TH EDITION THIS YEAR, THE TOC EUROPE CONFERENCE AND EXHIBITION RETURNS TO ROTTERDAM ON 9-11 JUNE. FEATURING OVER 160 COMPANIES FROM AROUND THE WORLD, THE EXHIBITION IS A GLOBAL SHOWCASE FOR THE LATEST IN PORT OPERATIONS, EQUIPMENT AND TECHNOLOGY SOLUTIONS. TOC EUROPE 2015 assesses the fundamental changes sweeping global container transport and logistics as a result of the shipping industry’s headlong charge towards mega vessels and alliances.

Dealing with the fallout from the unprecedented upscaling of ships both on major and secondary trade routes will be a central theme this year in both the Container Supply Chain (CSC) and TECH TOC conferences that run during the 3-day trade show.

T

he world container trade hit an estimated 152 million TEU in 2014 and is forecast to grow 6.5 percent over the next 2 years. Nonetheless, with over 1 million TEU of new vessel capacity already due to be delivered in 2015, not counting further newbuild activity, supply is still expected to outstrip demand. Most critically, ships of 8,000TEU and above now account for

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85 percent of the orderbook and ultra-large container vessels of 16,000TEU+ are the fastest growing sector.

Cascade Effect

The numbers present a fundamental challenge to established supply chain systems worldwide, not least as a result of the ‘cascade effect’ as ultra-large vessels

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TRADE SHOW

Full Spreader Range VDL CONTAINERSYSTEMEN VDL Containersystemen supplies a full range of spreaders for container and trailer handling purposes. Specifically working with spreaders for ship to shore, mobile harbour cranes and gantry cranes, VDL, with its flexibility, can offer customer specific designs.

In addition, the company brought its own AGV into the market. VDL developed these fully automated guided vehicles for handling 20”, 40” and 45” ISO containers on main port container terminals. Via its worldwide network of local partners VDL can provide excellent service and sales support. i. www.vdlcontainersystemen.com

VDL BOOTH NO.

A30-B30 TOC 2015

Port Handling Tyres MAGNA TYRES GROUP

MAGNA TYRES BOOTH NO.

C40

TOC 2015

Magna Tyres Group is pleased to announce its second time as an exhibitor at TOC Europe 2015. At booth C40, Magna Tyres will promote its full range of port handling tyres, including the new tyres MB02 and MA608 Super Solid. The port handling range is increasingly approved by such renowned port equipment manufacturers as Terex Noell, Gottwald and Sennebogen after positive test results. The acknowledgement by these OEMs is the first and essential step towards recognition and establishment of the MAGNA brand at the dynamic and innovative container handling equipment market. By participating as an exhibitor, Magna Tyres expects to further expand the brand awareness in this market and to reach a specific audience of port authorities, terminal operators and port equipment fleet managers. i. www.magnatyres.com

Automatic Maintenance Systems GROENEVELD LUBRICATION SOLUTIONS Groeneveld Lubrication Solutions will show its range of efficiency enhancing automated maintenance products at stand number 3C152. A supplier of automatic lubrication systems, Greensight safety support devices and the unique Oilmaster oil management system, has a leading position in developing, manufacturing and supplying automatic lubrication systems for all kind of applications.

For ex-factory installs as well as in the after-market. Its automatic lubrication systems have been successfully implemented in the port sector for many years. Automatic lubrication systems are essential to lubricate AGVs, spreaders, cranes, reach stackers, terminal trackers etc. Automatic lubrication via the Groeneveld TriPlus or the unique Twin dual-line lubrication system, means lower operating costs due to less maintenance, a longer life-span for moving components and less down-time. i. www.groeneveld.nl www. p o r t - i n d u s t r y.c om

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GROENEVELD BOOTH NO.

3C152 TOC 2015

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BEREIT FÜR GROSSE AUFGAYOUR HEAVY-LIFT SPECIALISTS ÜBERALL. BLG BEN. JEDERZEIT.

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TRADE SHOW

TOC Worldwide

displace large ships onto secondary and regional trades.

For cargo owners and 3PLs, the end result looks like fewer product options, longer transit times and increased reliance on transhipment to get goods to their chosen destinations. It is valid to pose the question whether the customer has been forgotten in the scramble to add even greater tonnage to the market and this will be the theme of a special day 1 debate in the CSC conference.

Paul Holloway, Director, TOC Events mentioned, “Alongside the exhibition and conference streams, TOC will be offering an extensive social and networking programme, including an exclusive tour to APM Terminals’ newly-opened Maasvlakte II facility, representing the state-of-the art in terminal automation and environmental management, with zero CO2 emissions.”

i. www.tocevents-europe.com

Cabins, Control Stations & Components MERFORD CABINS Merford Cabins is a supplier of high-quality cabins, control stations and components for the operator environments of container cranes.

The Dutch company has an eye for ergonomics and health and safety and knows how to create the optimum work environment. In 2014, new RTG and STS cranes for the Port of Oslo were equipped with custom-made cabins of Merford. There is room for many accessories without affecting the operator’s freedom of movement.

The two STS cabins consist of a separate compartment, divided from the operator’s space by a sliding door. Noise pollution for the operator has been limited by placing the Industrial Climate Unit, as well as the e-cabinet, in the first area. Merford’s customers’ wishes are essential in all projects. i. www.merford.com

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For nearly 40 years, TOC Worldwide has provided conference and exhibition forums for the global port and terminal industries and their customers.

With a change of name to TOC Container Supply Chain, the TOC event portfolio has now evolved to attract a wider audience of container supply chain professionals.

Taking place each year in the world’s four key shipping hubs – Europe, Middle East, Americas and Asia – each TOC is now a complete container supply chain event for its region, bringing together cargo owners, logistics providers, carriers, ports, terminals and other key members of the container supply chain to learn, debate, network and foster new business solutions.

MERFORD BOOTH NO.

E70

TOC 2015

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BELGIAN PORTS

The future Deurganckdocklock is necessary to ensure expansion of the port on the left bank of the river Scheldt.

PORT OF ANTWERP FACES THE FUTURE

Developing the Gateway to Europe THE PORT OF ANTWERP IS ONE OF THE MAJOR GATEWAYS TO EUROPE. WITH A WORLDCLASS PETROCHEMICAL CLUSTER, AN EXTENSIVE AND DIVERSE OFFERING OF LOGISTICS SERVICES AND A WIDE RANGE OF MARITIME AND intermodal connections, the port is one of the top 20 largest in the world. To maintain and even strengthen this position, the port strongly believes that continuous investments is the key to face the next decades.

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ew developments in infrastructure, like the Deurganckdock, its new lock and the new rail tunnel will offer customers of the Port of Antwerp an even better service.

Both the Port Authority and the Flemish Government are investing heavily to assure accessibility to the port and European hinterland.

World’s Largest Lock

The future Deurganckdocklock, due to receive its first vessels in 2016, is necessary to ensure expansion of the port on the left bank of the river Scheldt. “The decision to 1 6 | P I 2 0 1 5 | Vo l u me 4 | Issue 2

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Photo courtesy of Thomas Vanhaute.

upgrade for example our container facilities is a matter of long-term policy. The container volume expanded by 140 percent in the two decades from 1990 to 2010, and strong growth is also expected in future,” explains Port Alderman and Port Authority Chairman Marc van Peel. “The new lock will make the left bank area even more accessible to present and future generations of container and other types of ships,” he adds.

The Port of Antwerp already has the largest lock in the world, the Berendrechtlock. The title will pass to the new lock, which will be www. p o r t - i n d u s t r y.c om

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even deeper than its cousin. Offering a width of 68m, a length of 500m and a depth of 17.8m this sea lock will cater for the expected increase in vessel size.

Leading Rail Link

Some 250 freight trains per day travel between Antwerp and the hinterland, and this number is expected to rise significantly with the new Liefkenshoek rail tunnel. This 16.2km rail tunnel provides better connections between the left and right banks of the river, thus permitting faster and more efficient transport. It will also improve

the rail service to the Netherlands, France and Germany. The tunnel further caters for port expansion on the left bank, and contributes substantially towards raising the proportion of rail transport in the modal split (rail/road/barge). The Liefkenshoek rail tunnel was officially opened in December 2014.

Churchill Industrial Zone

The Antwerp Port Authority not only plays an active role in managing the infrastructure in the port, but also guides potential investors in projects with economic

>>

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Industrial Solutions Feel the power Lifting, pushing, pulling, lowering, weighing, tilting or horizontal movement; whatever direction your project moves in, we move with you. With Industrial Solutions we present you with a selection of results-oriented custom made high-pressure hydraulic solutions for industrial use.

Challenge us!

Allow us to inspire you and challenge us to come up with a solution for your specific problem. Contact our office or visit us at the Breakbulk Europe, booth 203H3.

We look forward to hearing from you!

Holmatro | Industrial equipment www.holmatro.com

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BELGIAN PORTS

Photo courtesy of Port of Antwerp.

potential in the Port of Antwerp. Several investment opportunities are currently available, with more coming in the future, one current example is the Churchill Industrial Zone.

The Industrial Zone, known as the former GM factory is situated on the right bank of the Port of Antwerp and has multimodal access by water, rail and road. It provides opportunities for a wide range of industrial activities due to existing facilities (industry, logistic value-added services, etc.). The site has a total surface area of nearly 96ha and is available for future investments.

Saeftinghe Development Area

Another investment is the Saeftinghe Development Area on the Scheldt’s left bank which will, within a few years, make some 1,000ha available for new economic development in the port area. This area is suitable for maritime, industrial and logistics operations. The construction of a tidal container dock is also planned.

Both on the left bank and on the right bank, the port is developing areas for specific logistics operations with multimodal access.

The Regional Zoning Plan for Flanders currently provides for the development of

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Photo courtesy of Port of Antwerp.

The Saeftinghe Development Area on the Scheldt’s Left Bank will make 1,000ha available for new economic development.

two logistics areas: the Logistics Park Schijns and the Logistics Park Waasland.

Investing to create a worldclass hub in order to remain a port of global significance in the future, the Port of Antwerp is ready to face these new challenges. i. www.portofantwerp.com

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PORT A UTOMATION & ELECTRONICS

MAMMOET INTRODUCES VIRTUAL REALITY CRANE

Sophisticated

MACHINES

WITH THE ARRIVAL OF A NEW CUSTOM BUILT PTC SIMULATOR, THE MAMMOET TRAINING CENTER IN THE NETHERLANDS HAS ADDED A UNIQUE EDUCATIONAL TOOL TO ITS RANGE OF TRAINING COURSES. THE PTC SIMULATOR IS A TRAINING device, purpose built to teach operators to handle Mammoet’s largest crane, the PTC 140/200 DS. The simulator is an exact replica of the crane’s operating system, complete with operator cabin, HD screens for visualisation, server rack, crane control cabinet and instructor station.

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ammoet’s new generation PTC cranes are high-tech machines with a multitude of sensors, computers and indicators to monitor and control the behaviour of the crane and lift. The cabin is like an aeroplane’s cockpit and the crane operator has to rely heavily on the information he monitors on the various screens and onboard computers. In order to perform a controlled and safe operation the operator has to read and analyse complex information quickly. At the same time numerous joysticks and a myriad of buttons and switches must be operated simultaneously, to constantly adjust the crane’s and load’s, speed, height, distance and more.

Learning to operate this complex machinery takes a lot of training and practice.

Therefore, once the PTC 140/200 DS cranes had been developed, the next logical step

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for Mammoet was to create a dedicated simulator that can be used to train both novice and experienced operators.

Exclusive Experience

The PTC simulator was built exclusively for Mammoet. With specialised software, the simulator provides a realistic PTC experience, right down to the operator’s seat and the sound. High definition screens show exact replica visuals, and the variables in the scenarios are endless, from height and weight to weather circumstances and different seasons. The simulator can be used to practice every conceivable configuration with different operational requirements.

The simulator also serves to practice complex lifts long before the crane is erected at the job site. This is useful as it can serve to demonstrate the proposed lift to a client by using a virtual model of their

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own facility and the component that needs to be loaded. Furthermore, the software can be used to make an extensive risk assessment and practice the lift under various circumstances far in advance of the actual operation. This enables Mammoet to prepare the operation down to the finest detail. The entire crew can see what the job entails, how long the job will take and identify potential hazards so they can be eliminated. By practicing the lift in advance, it is possible to reduce the time Mammoet needs at the clientâ&#x20AC;&#x2122;s site.

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Most importantly, safety is greatly increased by training operators to operate the crane and react to unusual situations. As it reduces the necessity to run the real PTC, it is also a sustainable solution that reduces Mammoetâ&#x20AC;&#x2122;s carbon footprint. The simulator has proved to be an instant success, with operators and trainers alike being enthusiastic about the benefits of being able to practice operations in a life-like and safe environment. i. www.mammoet.com

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BELGIAN PORTS

PORT OF GHENT STANDS ITS GROUND

Biggest Dry Bulk Port of the Country THE PORT OF GHENT RECONFIRMED ITS POSITION AS THE BIGGEST DRY BULK PORT OF BELGIUM, WITH 67 PERCENT OF ITS TOTAL CARGO TRAFFIC CONSISTING OF DRY BULK SUCH AS ORES, AGRIBULK, BUILDING MATERIALS AND SCRAP. FOR THE COMING years the port counts on maintaining and further expanding its existing activities and investments, like the realisation of the new lock in Terneuzen. In addition the port will pursue innovation through the further development of clusters with a strong focus on sustainability and environment.

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hent, being a multimodal port, is situated at the crossroads of the European inland waters, motorways and railway lines. Per year 3,500 seagoing vessels sail in and out of the port. Moreover, another 16,000 inland vessels moor at its quays and 35,000 inland vessels pass on the Ghent-Terneuzen Canal in the direction of France, the Netherlands or Germany. The top ten of the most important trading partners in seagoing navigation accounts for two thirds of the volume, with Sweden, Russia and Brazil in the top three.

Specialised in handling bulk cargo, the port handled 48.2 million tonnes of cargo in 2013 of which 26 million tonnes were seaborne volumes and the remainder was transported by barges. To keep up with its leading position, the port of Ghent has been strongly focusing on five pillars.

Known as Belgium’s most succesful dry bulk port, the Port of Ghent saw its position

improve last year: During the first half of 2014, seaborne volumes increased by 5.8 percent. The first pillar, therefore, is to remain the biggest dry bulk port in the country.

Investment Ratio

The second pillar is about the large investments made by the private sector that proves customer satisfaction. The Port of Ghent shows a remarkable track record as far as the public/private investment ratio is concerned. Total direct investments in the port for the year 2012 increased to EUR 419.8 million. Whereas this is already a significant amount in itself, it should be mentioned that the port authority and the public sector only invested 3.5 percent of this total. These numbers are based on the annual report by the National Bank of Belgium that was published in June 2014.

>> Photo courtesy of Havenbedrijf Gent – Tom D’haenens.

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Photo courtesy of Havenbedrijf Gent – Tom D’haenens.

New Sealock

Photo courtesy of Project Nieuwe Sluis.

The new lock will improve maritime access to the ports of Ghent and Terneuzen.

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The third pillar is focused on efficient logistics by building a new sea lock. The new lock at Terneuzen, the Netherlands is important for both countries. It will improve maritime access to the ports of Ghent and Terneuzen and will also reduce waiting times for inland navigation. Moreover, by increasing the total capacity of the lock complex, the corridor possibilities in the direction of France will also improve. This will be of benefit to the economies of Flanders and the Netherlands and also to the Ghent-Terneuzen Canal zone.

Furthermore, the new lock at Terneuzen will improve air quality as the vessels will have shorter waiting times before passing through.

Terneuzen’s new lock will be a lock that will roughly be as long and as wide as the renewed locks on the Panama Canal, with the following dimensions: 427m in length, 55m in width and a depth of 16.44m. This will allow for bigger vessels to be handled, leading to a larger capacity and faster transit.

The construction of the new lock is the Ghent Port Company’s biggest investment in port infrastructure. In 2014, the port arranged to co-invest 15 percent of the Flemish contribution to the total investment. Consequently, the new lock is crucial for making Ghent grow, further developing itself, strengthening its international position, creating new jobs and attracting investors.

The new lock is planned to be operational in 2021.

Driven by Innovation

The fourth pillar is innovation through further development of clusters. Innovation is one of the Port of Ghent’s core values. All companies present in the port are encouraged to continuously innovate their processes by clustering activities. For instance, it was recently announced that on the premises of Ghent Coal Terminal a new bio mass power plant having a capacity of 200MW is to be built for Belgium Eco Energy (BEE). It will use the existing logistical infrastructure and offer sophisticated added

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value in exchange for residual heat to companies and even to the city of Ghent.

Bio Based Economy

The fifth and final pillar has a strong focus on the environment – highlighting the port’s strategic plan of sustainability. It has been a leader in the bio-based economy with its biofuel production cluster and it is also home to Bio Base Europe Pilot Plant.

Further bio-based investments are planned for the Kluizendok zone, for which the port reserved 80ha of greenfield land. Recently, the Port of Ghent was awarded the Environmental Charter for the fifth consecutive year. The charter is an initiative by the Chamber of Commerce and the Province of East Flanders. It encourages companies to pursue an active environmental policy that goes beyond the requirements of the legislator.

Investing in Infrastructure

For the 2010 - 2020 period, the Ghent Port Company is planning numerous investments in the port area. With the Kluizendok and the surrounding industrial areas, like De Nest and Rieme-Noord, the port owns over 660ha of ground that is available for investment – of which 80ha will be filled by the bio-based chemicals sector. The Kluizendok is located in Evergem and is the fifth and most recent dock of the port, located on the left shore. The Kluizendok’s quay walls are 4.82km long and have a maximum draught of 12.50m. The dock has the biggest water surface and one of the biggest greenfield surfaces in Europe. Other future projects are the layout of industrial sites and road works. Moreover, the reception of visitors in the port will be improved. The port infrastructure will be further developed by a total amount of over EUR 10 million – roughly the Port of Ghent invests EUR 15 million in port infrastructure every year. In the coming years the Port Company will further invest in the development and upgrading of the docks.

Photo courtesy of Havenbedrijf Gent – Tom D’haenens.

i. www.portofghent.be

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PORT DEVELOPMENT

Photo courtesy of Flying Focus.

CONSTRUCTION OF SERVICE HUB KOOYPUNT III

Offshore Related Business THE OFFICIAL CONSTRUCTION OF A NEW PART OF THE KOOYPUNT INDUSTRIAL ESTATE IN THE NETHERLANDS, KNOWN AS KOOYPUNT III, HAS BEGUN DURING THE PORT STAKEHOLDERS’ MEETING OF PORT OF DEN HELDER (PODH) AND THE HARBOUR AND SHIPPING ASSOCIATION (Haven- en Scheepvaart Vereniging/HSV). Kooypunt Business Estate Kooypunt III will operate as a service hub and is an excellent location for offshore-related businesses due to its proximity to the maritime port and Den Helder Airport.

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en Helder is home to one of the main offshore ports in the southern part of the North Sea. Together with the nearby airport, the port supports the activities of approximately 140 gas, oil and service platforms. With 23,000 flight movements each year, the airport is an important partner for the port.

Pieter Kos the Municipal Alderman of Den Helder and Piet-Hein Kolff, CEO PoDH.

Signing the contract with Bek en Verburg, the first company that will officially move to the Kooypunt III estate.

Photo courtesy by PressOffshore.

The development area is part of NV Port of Den Helder. This company, develops, coordinates and facilitates business areas in the maritime port, both on and behind the waterfront, and on business estates. In close collaboration with the municipalities, the Royal Netherlands Navy, research institutes and education institutes, opportunities are

offered for doing business, learning and working in the offshore industry.

Growing Demand

Kooypunt Business Estate Kooypunt III is an industrial estate that focusses on companies which are not directly dependent on the port itself, but which provide services for the port-based offshore-related businesses.

The port stakeholders’ meeting took place at the site of recycling company Bek en Verburg, the first company that will officially move to the Kooypunt III estate.

Director Piet-Hein Kolff said, “There is growing demand for plots of land among companies that wish to set up in business in Den Helder. This is partly attributable to the increasing number of offshore and maritime businesses that are interested in Den Helder and partly attributable to growth in the port’s activities. So the planned expansion in the form of the Kooypunt III business estate is an essential step. This is an official go-ahead for creating space for development. More than 25ha of business estate are available for companies that want quality, accessibility, close collaboration and healthy competition.” i. www.portofdenhelder.eu

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Photo courtesy of Port Pictures.nl

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THE END OF CONTAINER CHEATING

For the Sake of

SECURITY

ALL INVOLVED IN THE SUPPLY CHAIN SAW THE LEGISLATION ON EXPORT CONTAINERS COMING. IT STARTED WITH A 100 PERCENT COMPULSORY SCANNING OF EXPORT CONTAINERS TO THE US, FOLLOWED BY PROPOSALS for stricter requirements on the weighing of containers. Denmark has been one of the initiators of the new international regulations that will take effect on 1 July 2016. Shippers don’t like to take the additional administrative burden lying down.

WORDS BY JANNY KOK

D

utch shippers’ organisation EVO’s policy consultant maritime affairs and fiscal lawyer, Lodewijk Wisse was quick to respond to the legislation. When asked what the shippers opinion is about the specific amendments on weight requirements for containers – as adopted by IMO to the Safety of Life at Sea (SOLAS) Convention – he replies negatively. “We have been fighting against this policy for a long time,” he said. The amendments require every packed export container to have a verified container weight before loading on board a vessel. The international requirements allow calculating the weight of the cargo inside the container plus the container’s weight itself, when possible, or having its total weight established on a weighbridge. The IMO amendments on the SOLAS Convention will become legally binding mid next year.

Not Only About the Weight

Mr Wisse told Port Industry in no uncertain terms that IMO imposes an unnecessary additional administrative burden upon shippers by adopting the requirements on weighing.

They will be held responsible for the weight of the container and its content as stated on the Bill of Lading.

Mr Wisse observes: “Customs already inspect containers and their contents. To the shippers mind safety is not only about weight, but also about stowage and lashing of cargo.” That is

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why he advocates responsibility being spread amongst all within the supply chain, when it comes to compulsory weighing of export containers. “This should not be laid down solely upon shippers.”

Rotterdam-based port entrepreneurs organisation Deltalinqs’, Policy Consultant Infrastructure, Jasper Nagtegaal cannot agree more with the EVO spokesman about the great administrative burden upon shippers: “Transportation sectors will also be confronted with these regulations. That is why Deltalinqs, (Dutch forwarders organisation) FENEX, TLN (Transport & Logistics Netherlands), EVO and others strongly advise a focus on all modalities to divide the administrative burden of compulsory weighing. Terminal operators understand the importance of the location of the weighing bridge, the bridge should be situated close to the terminal.

So that the process can be carried out smoothly with the minimum interruption.”

Shipowners Support

The Royal Association of Dutch Shipowners (KVNR) supports compulsory weighing or certified calculation of container weight. KVNR Managing Director, Martin Dorsman, says he can see why unweighed containers will be prohibited from loading. “Incorrect container weight can cause serious problems during stacking layers of containers at the terminal

>>

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PORT SECURITY

Photo courtesy of Port Pictures.nl

and when lashing them on board ship. A heavyweight stacked upon a lightweight can cause the lower positioned container to collapse. There is also the risk onboard, in case a heavy container is stacked too high in a layer. In such a case the vessel’s movements during the voyage can cause containers to go overboard.”

That and serious delays prior to departure are likely to occur when it becomes evident that a container carrier has loaded less or more than the intended weight of the total load.

Happy Insurers & Seafarer Unions

The dreaded administrative burden can be seen as the downside of compulsory weighing, but there is an upside for insurers who occasionally have to deal with false information.

Untrue claims of overweight may become beneficial for the claimant. Sometimes false low weights are also stated to customs inspectors. Those days are likely to be over once the weighing regulations are legally binding.

Seafarers organisation Nautilus International and the International Transport Workers underline the importance of the correct statement of the weight of containers and their contents. In the end it can prevent hazardous situations on board ships.

Accidents

During his life as a surveyor and later as a seafarer, Nautilus International, Assistant General Secretary, Marcel van den

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Broek, has seen enough accidents. It took quite some time to get the message across to IMO headquarters that proper adjustments of the SOLAS Convention were necessary to save lives at sea.

Yet, the snag may be in enforcing the proper legislation. The amendments allow EU member states to consider whether enforcement to the full fits into national policy. All involved in the supply chain may lobby the top brass of the Dutch transport ministry in a bid to prevent disturbance of current common practice. Sitting at the ministerial meeting table, branch organisations, such as EVO and KVNR, advocate that containers should be weighed or weight calculated early in the process, for example at an inland terminal. The total result can be sent to the modality that carries the container to the terminal, after which the exact weight can be reported for use in the stowage plan.

Sophisticated Plan

A Gyro Gearloose will disprove assumptions that an exact container weight can never be established. Experts within the supply chain and the transport ministry discuss preciseness of weighbridges and methods for calculation of weight. The monitoring can be done according an ISO procedure, other systems to achieve a safe stowage plan are also under discussion.

The ministry monitors all developments, among which are those of inventor Corné Bouman of Sentinel IT. He is

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PORT SECURITY

Breakbulk carried in containers is not always cost saving, experts warn about additional cost of handling within the port.

Photo courtesy of Port Pictures.nl

confident that the market will adopt his invention, ContainerWeight, as being the solution to weigh export maritime containers on the truck that carries the container to the terminal. “We install weighing systems on trucks that will participate in the project of just in time weighing and 100 percent correctness of weight. The relevant data about weight, container number/booking number etc. is transferred via an app to the proper port community system. In the case

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of Rotterdam and Amsterdam it is PortBase that is connected to our system, through which we can transfer details about weight to virtually all deepsea terminals in both seaports.”

It is no surprise that the trial with ContainerWeight is expected to run in April and that the ambitions of Mr Bouman and partners go further than Rotterdam and Amsterdam.

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JOINING THE CUSTOMS NETWORK

Extended Gateway FOR MSC ANTWERP

CONTARGO NORTH FRANCE, WHICH OPERATES THE MULTIMODAL ESCAUT VALENCIENNES Terminal, has received approval from the Belgian customs authority to become a member of the Extended Gateway terminal network of the shipping company MSC Antwerp.

T

hanks to an agreement made possible by the cooperation of the relevant customs authorities, it will now be possible to transport MSC containers unloaded in the Port of Antwerp directly by barge to the Escaut Valenciennes terminal, without undergoing customs formalities in the seaport.

Customs clearance of the containers will then take place in Valenciennes, France. This procedure will save importers both time and money. If the consignee has authorised customs warehousing, containers will be directly deliverable. This does not apply to goods which are subject to veterinary control.

New Infrastructure

The Escaut Valenciennes Terminal was constructed

by Docks Seine Nord Europe/Escaut, and has been operated by Contargo North France since 1 January 2015. With this new container terminal, Contargo offers shippers and forwarders in the region a new infrastructure with an annual handling capacity of 85,000TEU. The terminal fulfils the requirements of the ISPS standard.

With five round trips per week between the Escaut Valenciennes Terminal and the Port of Antwerp – with a weekly barge transport capacity totalling 500TEU – Contargo is one of the leading providers in the Nord-Pas de Calais region for the barge transport of sea containers. The transit time is between 22 and 30 hours, depending on the terminals concerned.

Contargo North France also offers transports by truck or barge to other western seaports in Belgium, France and Holland. i. www.contargo.net

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HEAVY TRANSPORT

LONG HAUL MULTIMODAL TRANSPORT FOR VAN DER VLIST

Signed, Sealed & Delivered

FROM ITS ORIGINS AS A LOCAL TRUCKING COMPANY IN 1930, THE DUTCH TRANSPORT COMPANY VAN DER VLIST GREW TO BE ONE OF THE LEADING LOGISTICS SERVICE PROVIDERS IN THE WORLD. FOCUSSED ON SPECIAL AND HEAVY cargo, the company not only moves a wide range of goods, but also modifies, installs and stores them along the way. Whether it’s via one of Van de Vlist’s ten facilities in Europe and Russia, or on site anywhere in the world. A recent task completed by Van der Vlist typifies part of their business, with a long haul multimodal transport from Turkey to the Benelux.

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he project consisted of moving an 80t pump house and three additional pieces of a second pump house for a dredging vessel from Turkey to the Netherlands. The pump house measures 5.44m in length, 5.05m in width and 2.74m in height, whilst the parts for the second are 5.34m x 4.83m x 1.53m (52t) and 4.98m x 4.81m x 74cm (30t) and 3.05m x 3.05m x 88cm (11t).

The Van der Vlist ethos is to offer the most complete and efficient solution for each request, using 85 years of accrued knowledge, making each movement as easy as possible for the client, with one point of contact for the whole journey. The projects had to be explored according to the weight and dimensions of the cargo, the legislation in each country and what shipping options were available.

Considering All Aspects

All facets of the journey had to be considered, from the type of trailer required, to lifting and securing places on the cargo. For this transport a technical drawing was needed to ensure that it could be lifted and secured to the trailer in a safe and efficient manner.

Using its experience, Van der Vlist has developed a collection of approved and trusted partners in a broad range of countries. For this particular job they selected a local haulier to go to the collection address in Ankara, Turkey, where the pump houses were wrapped to protect them from the elements. An overhead crane on site was used to lift the pump house so that the eight axle semi-low trailer could be reversed underneath, and then the pump house lowered down in the centre of the trailer, where it was secured with chains to prevent movement on route. The additional pieces were moved in a similar fashion on semi low trailers.

could be lifted by a mobile crane onto a mafi trailer. This transhipment meant that the pump house could be loaded easily onto a RoRo vessel and ensured a quicker and simpler loading and unloading at either end of the sailing. Once secured onto the mafi, a tug was able to load the cargo onto its place on the vessel and it was secured there for the journey ahead.

The transition to the RoRo vessel was made much simpler by the fact that all customs procedures were pre-arranged, so all authorities were aware of the cargo, meaning that the movements in the port were not delayed. Without this there could be time delays and additional costs applied, whether for the customs procedures, or just for storage whilst they are all resolved.

Pre-Arranged Procedures

Getting Around Regulations

Once loaded, the truck drove to Derince, Turkey, via a pre-researched route, safe and approved for the total weight of truck, trailer and load. In Derince port, the truck had to manoeuvre in order that the cargo

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All facets of the journey had to be considered, from the type of trailer required, to lifting and securing places on the cargo.

The solution to ship the pump houses was a reasonably simple one, given not only the distance that the cargo would have to travel by road, but also the amount of countries it would need to pass through. With differing

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regulations on permits, particularly at a weight of 80t, the route would not only be very expensive, but also the time frames to receive permits and check routes would cause delays. This could be weeks or potentially months if many routes needed changing along the way. Any solution that was appropriate for the complete pump house, would suit the additional pieces as well.

Without Any Fanfare

The RoRo ferry took just short of a month to arrive at the Port of Zeebrugge, with a Van der Vlist facility nearby. Van der Vlist then sent in three of their trucks to collect the pieces, which were again loaded by mobile crane and secured to the trailer, then the pre-arranged route was taken to move them to the final destination. Although only a relatively small journey, compared to the long shipment, the final leg was just as

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important. The complete pump house however was too large to be taken by road, and therefore it was arranged to be lifted to barge, in order to make the final part of the long journey. Upon arrival at the delivery site, the pump house was unloaded, released from its protective wrapping and was ready to be loaded to site, ready to start work hundreds of miles away from where it began.

All of the thorough planning for routes, shipping, permits, trusted partners, trucks and trailers, loading, securing, unloading, packing, unpacking and customs paperwork came to an end without any fanfare, as this kind of transport is a regular occurrence, all in a days work to make movements from AÂ to B as efficient as possible whatever the challenges along the route. i. www.vandervlist.com

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PORT A UTOMATION & ELECTRONICS

ELECTRICAL ENERGY SUPPLY

Key Piece of Infrastructure MORE THAN EVER, PORT DESIGN AND FACILITIES ARE CONCEIVED TO ASSURE FUTURE SUSTAINABLE GROWTH. THE ENERGY SUPPLY FOR SHIPS at berth is part of these attractive, green and automated facilities that allow ports to meet their customers’ demands.

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o keep up with maritime rapid industry growth, ports modernise their infrastructure to meet new and evolving environmental demands. In the phases of conception, or modernisation of a port, the most successful engineers engage on a customer-centric approach. To address this issue, port designers try to understand the most important challenges for ship owners – the main users of the ports. In the context of the 21st century, only the ports that facilitate ship owners’ operations can grow in a sustainable fashion. These ports are mainly focussed on being accessible, efficient and environmentally driven. These characteristics enable ports’ short and longterm development and guarantee the best experience for vessels berthing at their quays.

Accessibility Granting Port-Ship Interoperability First of all, port accessibility in the present does not only represent being optimal in terms of mooring facilities, quay utilisation or hinterland connections. Access to ports should be adapted to the growth and also the globalisation of port operations. This is why accessibility also integrates infrastructure that allows vessels to interoperate at different calling ports worldwide.

Ports have standardised a great number of areas, from ship design to port operations, as for instance shore connection operations.

The objective of these standards for shore power connection is mainly to assure safety and to guarantee the interoperability of ports and ships operations.

Organisations such as the IEC, ISO and IEEE have developed standards, such as the IEC:IEEE 80005, that regard electrical power supply for several types of vessels (containerships, cruise ships, OSVs, LNG carriers, tankers, etc.). These standards specify safer and referenced shore connection processes globally.

In port design, engineering companies, ports and ship owners should take into account the guidelines in order to comply with standard enforcement. The Port of Bergen in Norway for example, will be the first to comply with new standards of shore connection in low voltage for Offshore Supply Vessels. It has the capability to offer mooring for offshore vessels as standard: ship-to-shore connection, electrical and mechanical interfaces, standard power ranges and safety of shore connection.

Optimising Quay Utilisation On the quayside, the simultaneous optimisation of berth allocation and quay crane scheduling represents a challenging

The Port of Bergen will be the first to comply with new standards of shore connection in low voltage for Offshore Supply Vessels.

problem for the integration of operations.

Spatial limitations are part of ports challenges to overcome. State-of-the-art optimisation in terminal management is used by engineering experts to design integrated shore connection infrastructure.

Today, shore connection is capable to offer flexible arrangements, either in compact arrangements with a very small footprint or either in indoor concepts accommodating all major components in buildings.

Efficiency Optimising Energy Consumption The large logistical facilities of ports require great amounts of energy to deploy operations with efficient and competitive performance and time rates. For some ports, efficiency is measured in terms of operational and labour costs and emissions impact; however this is rarely included in ports’ plans and design. At the phase of port design, energy efficiency is starting to be present, specifically at port-logistic transport interfaces, given that the optimisation of energy use is a crucial element in building smart infrastructure.

In application, a shore connection installation allows ports and ship owners to optimise their energy consumption. Ships connected to shore power can benefit from the technology of digital communication, which drastically simplifies daily operations and allows for better control on both ship and shore side. In the meantime, electrical connection becomes easier to handle and requires less manpower to operate and reduces the risks associated with unexpected events, therefore optimising time and energy use. A clear benefit for ship owners is that it allows them to save on energy costs, specifically on fuel costs, and for ports it facilitates additional sources of income as an energy provider.

Fast, Smart & Efficient Infrastructure A smart shore connection system is able to speed-up the time of connection and maximise the use of energy supply at berth, all with a high reliability and quality of the energy provided. Innovation on shore connection technologies allows to adopt

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Accesibility a just enough approach to investment. This is basically because engineering experts are able to design the right scalable solutions that fit the evolution of power needs for ships.

As an example of this scenario, the Port of Bergen, with the installation of shore connection facilities, would firmly improve its energy management as it could have the energy information available at hand to optimise and identify the critical points of their energy consumption. Furthermore, they would generate additional sources of income through the selling of electricity to berthing vessels.

Environmental Responsibilty Zero Emissions, Zero Noise Ports must collaborate to find novel ways to reduce the impact of their operations, for example in terms of emissions and noise within their areas of operation. An everincreasing number of port authorities around the world are planning to take up this challenge by implementing key infrastructure developments such as shore connection at their ports in order to promote the optimisation of mobility by

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reducing the emissions generated in the area completely.

Several of these projects attempt to coordinate development towards the improvement of port energy efficiency and the possibility of implementing clean energies, thus evaluating the available technical solutions and the needs of the port communities. Doing so at early stages could guarantee the financial feasibility of the project thanks to numerous funding initiatives for this kind of constructions.

Sustainable Shipping Industry

Furthermore, measures to improve energy efficiency on ships are being developed by the European Commission. This includes the annual monitoring, reporting and verification of emissions (MRV) as a first step, further efficiency measures for existing ships sailing and berthing in Europe, irrespective of where the ships are registered, and market based measures in the mid-to-long term.

Reducing ship and occupational fatalities, cutting emissions and using new technology to increase efficiency and keep freight costs

• Granting Port-Ship interoperability • Optimising quay utilisation

Environmental responsibility

Efficiency • Optimising Energy Consumption • Fast, Smart and Efficient Infrastructure

• Zero Emissions, Zero Noise • Sustainable shipping operations

low are the three most promising ways to achieve a safe and sustainable shipping industry by 2050. It is now a fact that stakeholders such as charterers, banks, insurance companies and investors set stricter requirements for owners to improve energy efficiency and reduce GHG emissions and this will continue to tighten according to one of six sustainability reports released

by DNV GL. i. www.schneider-electric.com

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DELIVERED IN BITE-SIZED CHUNKS

Cost Effective Container Terminal Automation PORT AND TERMINAL AUTOMATION IS SOMETIMES SEEN AS A HOLY GRAIL THAT CAN ONLY BE ACHIEVED BY THE LARGEST OPERATORS, WITH THE DEEPEST POCKETS. BUT FOR MOST OPERATORS, THE NEED TO AUTOMATE SOME OF THEIR OPERATIONAL PRACTICES IS DRIVEN EVER HARDER BY INCREASING CUSTOMER EXPECTATIONS on cost and productivity. Increasing staff levels to meet these demands is not always the answer. Apart from the extra cost, this will be a long term commitment that won’t necessarily deliver the productivity or flexibility required. So where can automation take over and how do you plan for success? For Port Industry, Allan Jones, Head of Business Development at International Terminal Solutions, discusses how operators can automate key parts of the terminal in bite-sized chunks, where the investment is manageable and risks can be mitigated.

WORDS BY ALLAN JONES, HEAD OF BUSINESS DEVELOPMENT, INTERNATIONAL TERMINAL SOLUTIONS.

Easy to Achieve Improvements

The Prime Mover stopped in the correct location.

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The term ‘automation’ can mean many things, so perhaps some context should be provided. Wherever there is a job handover between cargo handling equipment (e.g. between a truck and crane), there is the opportunity to automate both the process and the associated data capture. A reasonable start point is the exchange between yard and ship-side operations – by positioning the straddle carrier (SC) or trailer in the correct position for the quay crane (QC) spreader. A trailer and carrier positioning system is an easier to implement form of automation, because it is standalone.

Using the ITS trailer positioning system (TPS) as an example, it is designed to be installed by the terminal’s own engineers and with a very low maintenance overhead and capital outlay, you can quickly achieve a QC productivity uplift.

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The PDS determines the exact container locations.

Accurate Locations

Knowing precisely where all the containers are located is key to the optimisation of storage areas. However, performance in this area varies from terminal to terminal and many rely on the cargo handling equipment (CHE) operator advising where they ground the container, which obviously is open to human error. Housekeeping activities such as stack inventory checks will put the records in order, but this is a work-around that ties-up staff and works only for a short period before the daily activities reintroduce further errors.

An automated solution to this will accurately record all container locations by using a Position Determination System (PDS), an example of which is International Terminal Solutions’ G-POS system. The PDS will determine in real time the container pick-up or set-down location, and will also keep the Terminal Operation System (TOS) synchronised. It provides the row and bay, and will also resolve the height of the container to a tier by using other measurements.

Enforcing Work Orders

The PDS will maintain an accurate terminal yard map but unless each move planned by the TOS is enforced there is still the possibility for the CHE to pick up or set down in an unplanned location. The TOS will still be advised of the new location, but the plan is now out of step and may not be where the TOS needs it for optimised storage.

The next step in automation refinement is to get the PDS to enforce each move the TOS

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requires by managing the Twistlocks. The PDS will allow the Twistlocks to lock only if the spreader is on the correct container (for pick-up) and, similarly, it will allow the twistlocks to unlock only if the container has been placed in the correct location.

There will of course be exceptions and the PDS must follow rules established by the Operational Management Team, ultimately allowing a remote override without interrupting the workflow.

Hand-Off Automation

For RTG/RMG operations there is the opportunity to automate the job hand-off between truck or prime-mover and the crane. The TOS will have booked the truck in through the gate and instructed the driver to go to the relevant crane. However, the truck’s arrival there is unlikely to align with its position in the TOS work list, because it will be interspersed with other trucks operating in the area. Consequently, it is then up to the crane driver to try and figure out which truck is at the exchange point.

The PDS can automatically identify the truck to the crane, typically using OCR and RFID technologies. However with new long-range passive RFID tags there is the opportunity for a much lower cost solution. The truck is temporarily tagged at the gate (or permanently if it is a frequent caller) and prime movers are permanently tagged.

When they arrive at the crane, the PDS will associate the truck with the container to identify the move on the TOS work list, and then ensure the container is picked up from or grounded to the correct location in the stack.

The next step in automation refinement is to get the PDS to enforce each move the TOS requires by managing the Twistlocks.

The PDS can automatically identify the truck to the crane, typically using OCR and RFID technologies.

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Portals at each ASC Lane to detect Truck ID and direction.

Sample initial Job Step Screen for a Straddle Carrier. The screen automatically changes when a Geo-Fence is passed.

‘Geo Fences’, which sub-divide the terminal into a number of Job Steps.

Crane Considerations

In ASC and automated RTG operations the operator is remote and typically handles only the final placement of the container – the rest is automatic. To allow the crane to operate in this way the TOS work list will need to align with the sequence at which trucks arrive at the crane. To achieve this an expanded PDS capability called a Real Time Location System (RTLS) will use portals at the end of each road lane to determine the truck arrival sequence. The PDS will then use this to keep the crane’s TOS work list synchronised.

Fences’, which sub-divide the terminal into a number of Job Steps. Depending on which CHE is closest to the target container, the TOS can re-allocate the target and move or maintain the current one at each Job Step.

There are PDS systems that require the CHE operator to press a button to advise the TOS that the job step has been reached.

However, this manual intervention will struggle to keep pace with a busy and fluid environment, and for job stepping to work at its best, the PDS should automatically update the TOS and request the next job step.

Optimising CHE Movement

Keyless System

The modern TOS will provide facilities to optimise the movement of CHE, such as Job Stepping (used by Navis N4 PrimeRoute and other TOS systems). This is a critical optimisation process to manage equipment deployment by varying CHE job assignments on the fly.

Using GPS technology, the RTLS part of the PDS will provide real-time updates to the TOS as each CHE passes through ‘Geo

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Many of the PDS users have implemented ‘keyless’ systems for their CHE operators, in which the mobile computer no longer requires a keyboard. The operator registers with the CHE at the start of shift using his site access/ID card. From this the PDS logs him on to the TOS and displays the first move (Drive to CC1). As the CHE passes through Geo Fences (if Job Stepping is used) the TOS is updated by the PDS,

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PORT A UTOMATION & ELECTRONICS automatically redisplaying any jobs reallocated by the TOS. Move completion is then confirmed by the PDS, which unlocks the twistlock whilst advising the TOS to repeat the cycle and allocate another job.

The only time a CHE operator needs to touch his keyboard is for exceptions, and this takes place through a soft keyboard, which will be customised to the exception.

Conclusion

Automation really can be implemented in bite-sized chunks, starting with stand-alone systems such as the TPS and evolving to a keyless operation where the majority of Job handover points are seamlessly integrated to provide a unified operation. The key is to ensure there is an evolutionary path to the next refinement. This means the equipment used should be able to accommodate new technology changes, and each solution should use open architectures. The ability to be open cannot be overstressed, because it is only by integrating the automation with the terminal’s processes that you will achieve the goal of productivity improvements. i. www.terminalsolutions.co.uk

PDS messaging architecture.

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TRADE SHOW

MORE BREAKBULK & PROJECT CARGO THAN EVER

Celebrating a Decade of Breakbulk Europe in Antwerp BREAKBULK EUROPE CELEBRATES ITS FIRST DECADE IN ANTWERP FROM 18 TILL 21 MAY IN THE ANTWERP Expo. Over 6,500 participants attended Breakbulk Europe last year and this year’s edition proves to be even bigger, with an extra exhibition hall dedicated to breakbulk and project cargo.

WWL ALS BOOTH NO.

1020H4 BREAKBULK EUROPE

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he exhibition features networking possibilities with over 300 exhibitors and sponsors that provide specialised services, such as ocean carriers, freight forwarders, ports/terminals, logistics providers, ground transportation, heavy air, export packers, equipment companies and more. In addition the show features industry experts during the executive presentations and educational workshops. The Executive Presentations on 20 and 21 May are open to all delegates. These presentations will address the strategic needs of today’s traditional breakbulk and project cargo industry logistics professionals.

i. www.breakbulk.com

Freight Management Specialism WWL ALS The ‘niche market’ freight management specialist, WWL ALS, has over 30 years of experience in providing competitive third-andfourth-party logistics solutions for the movement of exceptional, break bulk and oversized cargo. Specialised in a number of sectors, such as renewables, power generation, oil & gas, high and heavy construction equipment, machinery, aviation, mining and rail, its dedicated and knowledgeable multilingual teams are fully equipped to handle a range of logistical problems. Ranging from air-freighting the smallest components, chartering ships, and containerised movements, to distributing the largest equipment by road, offering marine and cargo surveying, port related services, pick-and-pack operations, machine modifications, and bonded warehousing and storage solutions. i. www.abnormal-loads.com

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Breakbulk Port of Europe PORT OF ANTWERP Antwerp holds a leadership position in European breakbulk thanks to fore- and hinterland connectivity, state-of-the-art terminals and storage facilities, a highly productive workforce and a can-do mentality. The Port of Antwerp has a long tradition in handling steel.

Practically all large steel producers ship their goods via Antwerp, be it coils, sheets, steel plates, long iron, tubes, wire rods or non-ferrous products. With 250 breakbulk calls a month, a quick turnaround of goods is guaranteed, and the many specialised terminal operators in the port ensure tailor-made handling. The London Metal Exchange (LME) has approved different service providers in the Port of Antwerp for the storage of zinc, aluminium and lead amongst others. This approval means steel billets and non-ferrous metal, handled under the LME agreements, can be stored in Antwerp. i. www.portofantwerp.com

PORT OF ANTWERP BOOTH NO.

402H1 BREAKBULK EUROPE

Tailor Made Solutions HACKLIN LOGISTICS Hacklin Logistics, provider of reliable logistics and transportation services from door to door, celebrates its 5th year at BreakBulk Europe. Its wide range of product lines and vast experience in project cargo assures tailor made solutions for projects of all size and complexity. Its general cargo services include all modes of transportation, including railway transportation between China, Russia and the CIS and EU countries. The special division, Hacklin East, is focussed on trade with Russia and FSU countries. On top of its services at Hacklin Logistics, you can always relay on cooperation with its subsidiaries in Finland, Germany, Russia, Hong Kong and China. Hacklin Logistics operates via networks providing its customers with global focus and local solutions. i. www.hacklin.fi

Strength & Flexibility LOAD SOLUTIONS This May sees the launch of Tycan, an innovative solution for the cargo lashing/ handling market. Tycan has been developed by Norwegian based Load Solutions in collaboration with DSM Dyneema and is a lashing solution with all the strength and flexibility of steel but is a fraction of the weight. It weighs just 0.580kg/m and is extremely safe to use, non-corrosive, nonconductive and completely waterproof. In fact it even floats! Kjell M. Veka, who founded Load Solutions, is delighted by the field trails and the large volume of those who have purchased Tycan. “We have worked very hard to bring our DNV GL 20tMBL Tycan out to the market and the field trials with Mammoet and Nor Lines proved us right, that with Tycan our clients achieve greater productivity, reduced costs and a safer working environment for their staff.” i. www.loadsolutions.no

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LOAD SOLUTIONS BOOTH NO.

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HEAVY TRANSPORT

HEAVY HANDLING SOLUTIONS

Made-to-Measure WHEN IT COMES TO CUSTOMISED SOLUTIONS IN HEAVY HANDLING, THE NETHERLANDS-BASED FEYTER FORKLIFT SERVICES HAS BEEN A STRONG PARTNER TO THE NATIONAL AND BELGIAN PORT INDUSTRY FOR OVER 40 years. With a special focus on the sales, rental, lease and maintenance of reach stackers, heavy lift trucks and terminal tractors Feyter Forklift Services is keen to deliver made-to-measure solutions.

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Given the harsh conditions faced by the machines in the ports, the quality and reliability is top priority.

F

eyter Forklift Services was founded in 1974 in the port of Terneuzen. In 1987 the company opened an office in the port of Vlissingen to serve both sides of the Westerschelde estuary. From then on their activities have significantly expanded. Today the company is active in several major ports including Ghent and Antwerp.

Its sister company, Feyter Iberia, is located in Sabadell near Barcelona and has been strongly involved in several Spanish ports since 2010, such as in the port of Bilbao and Santander.

In-House Knowledge

Thanks to their broad experience in heavy handling in ports, Feyter has all knowledge in-house to tailor-make solutions to fit the specific needs of its customers. Its approach is characterised by (pro)-active thinking in order to optimise the heavy handling processes, flexibility and quality.

Given the harsh conditions faced by the machines in the ports, the quality and reliability of the both new and second hand

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equipment is top priority for Feyter. With renowned brands like Kalmar and Terberg, Feyter offers machines of the highest quality. For the second hand heavy handling equipment Feyter is specialised in the comprehensive overhaul of equipment to meet the stringent requirements of the harbour.

Tailored Financing

Feyter constructs custom make solutions not only in handling heavy machinery, but also in providing appropriate funding. In addition to sales and rental, the company is strong in customised leases, such as largescale sale-and-lease-back contracts. In constructions like these Feyter buys the machine fleet of the customer and then leases it back to them. The advantage is that the composition of the machine fleet can be matched to the current requirements and following the use of the equipment, the client receives a significant cash boost. i. www.feyter.com

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BELGIAN PORTS

NEW BENCHMARK IN LIFTING CAPACITY

Harbour Crane Quartet

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BELGIAN PORTS

FAMILY-OWNED COMPANIES KATOEN NATIE AND LIEBHERR CELEBRATED THE HANDOVER OF THE STRONGEST LIEBHERR MOBILE HARBOUR CRANES (LHM) on Antwerp’s Left Bank in a festive ceremony. With the investment of three new cranes – one LHM 550 and two LHM 600s – Katoen Natie sets a new benchmark in terms of lifting capacity at the port of Antwerp. The LHM 600 model provides a maximum lifting capacity of 208t and an outreach of up to 58m. www. p o r t - i n d u s t r y.c om

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hanks to our two new LHM 600s we have expanded our portfolio and are now capable of lifting loads as heavy as 416t, which is unique in Belgium,” said Joos Melis, Commercial Director of Katoen Natie. The first LHM 600 was delivered and fully assembled in November 2014. The second crane became operational just one month later. Due to this investment in two LHM 600s, Katoen Natie can offer high-capacity tandem lifts to its customers. “We are very optimistic that these state-of-the-art giants in combination with our long-term experience in safe and efficient cargo handling will attract new customers. Our existing customers will also highly benefit from this significant investment as we have

speeded up our vessel turnaround times,” continued Mr Melis.

Handling Heavy Loads

The innovative technology from Liebherr plays a major role. Thanks to the installation of Sycratronic, one crane operator can safely handle heavy loads of up to 416t in tandem operation.

Manufactured by Liebherr Maritime Cranes in Rostock, these cranes will increase Katoen Natie’s competitiveness in break bulk cargo, including steel and forest products. This significant investment also demonstrates Katoen Natie’s confidence in their operations in Antwerp. It also shows their strong focus on the expansion of the market

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Safe, Simple, Strong!

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share for heavy lift and project cargoes – non-standard pieces like wind turbines.

Proven Capabilities

In addition to both LHM 600s, Katoen Natie has invested in an LHM 550, which started operation in summer 2014. The LHM 550 is the most-in-demand Liebherr mobile harbour crane model and has proven its capabilities across the globe. Katoen Natie’s new machine is equipped with the unique Pactronic hybrid power booster. This cutting-edge hydraulic hybrid drive for cranes allows for a plus of 30 percent regarding turnover capacity. At the same time, Pactronic leads to a reduction of fuel/ energy consumption (l/t) as well as CO2 and exhaust emissions in the range of 30 percent depending on the operation. The tasks of this new LHM 550 in Antwerp include highly efficient container and bulk handling.

Major Market

Antwerp has been an important market for Liebherr mobile harbour cranes for more than 20 years. In 1990, the first unit was

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delivered to Westerlund Corporation in Antwerp. Over the years, the population of Liebherr mobile harbour cranes has substantially grown in the Belgian port, so in 2009 Liebherr Maritime Cranes proudly opened a new office there. Today there are eight service engineers based in Antwerp, to ensure quick response times and excellent service. Due to a notable market growth in recent years, Liebherr is optimistic that the demand for state-of-the-art mobile harbour cranes will further increase in Antwerp.

logistics company opted for another LHM. This LHM 420 delivery underlines the positive trend of demand for Liebherr mobile harbour cranes in France. i. www.liebherr.com i. www.katoennatie.com

Innovation in Radicatel

In addition to their major investment in Belgium, Katoen Natie has opted for another Liebherr mobile harbour crane, type LHM 420, for their facilities in Radicatel on the northern coast of France. Delivered in 2014, the new all-purpose crane will be used for general cargo operation, container and bulk handling. The LHM 420 is Liebherr’s latest model, providing an outreach of 48m and a maximum lifting capacity of 124t. Katoen Natie’s very positive experience with an existing LHM 250 in Radicatel was the main reason the

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PORT SECURITY

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BOATMEN AS UNDERCOVER SECURITY GUARDS

Eyes & Ears

OF THE PORT IMAGINE SEEING DIVERS CLOSE TO A MOORED VESSEL AND WONDERING WHAT THEY ARE DOING – REPAIR WORKS OR HIDING contraband at the keel? In this day and age, one may be inclined to assume the latter. The fact is that authorities and service providers keep their eyes and ears wide open in the port of Rotterdam, for the sake of safety.

WORDS BY JANNY KOK.

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ho would have thought that guys who moor and unmoor vessels in the port of Rotterdam would also spot and report irregularities and situations likely to become hazardous? State Harbour Master at the Port of Rotterdam Authority, René de Vries, knows from experience that it’s true. He mentioned an incident with a container that fell overboard in a heavy storm as an example. “It was a major hindrance to the other shipping traffic in the port, to say the least. Being aware of that, the boatmen acted quickly to lift the container out of the water and took it somewhere safe,“ he added.

Common Practice

According to Mr De Vries, boatmen do a lot more than their licensed duties. It is common practice that they report possible dangerous situations at the quayside to home base, according to which its back office informs the terminal operator or others involved in the situation.

Safety & Offshore Manager, Martijn Breuer, of the Royal Boatmen’s Association KRVE added: “Boatmen attend an awareness course given by the Port of Rotterdam Authority and the Seaport Police in Rotterdam. It provides more inside information about detection of irregularities within the port. One example is that divers close to a vessel may indicate drugs transport. It is a matter of knowing whether the situation one observes, is dangerous or criminal related or not.”

Simulating Reality

As it is, all boatmen have attended the awareness course to get more detailed information about the ISPS Code

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PORT SECURITY

The larger the port becomes, the more attention is paid to safety and port security...

(International Safety of Ports and Ships) and other related security matters. They observe actual situations on a simulator to see what can really happen.

“During the course and in daily practice the focus is on security, but also on the ‘eyes and ears’ part of the job,” Mr Breuer added.

“A boatman can spot a tourist, a birdwatcher or a ship lover with a camera.

He sits somewhere in the port area for hours. His intensions may be totally innocent, but it is better to have security officers or policemen check that than assume that it is okay.”

Front & Back Door

It is true that security in the Port of Rotterdam and on its terminals comes first and foremost. In this respect Mr Breuer talks about ‘a secure front door’ at the landside, but also mentions the tens of kilometres wide ‘backdoor’ at riverfront in the port area. “The backdoor can provide easier access,” he said, which is not due to more relaxed security. ‘Brussels’ has noticed all safety awareness efforts, the awareness course included, and complimented all activities in this field. “The larger the port becomes, the more attention is paid to safety and port security, and more manpower and equipment will be deployed.”

Oil Spills

Boatmen also know a thing or two about oil spills and how to contain them with the help of oil booms. Boatmen attend a special screens course to this effect. Mr Breuer mentions the so-called screen pool Rotterdam SRH that was jointly set up by the division Harbour Master of the Port of Rotterdam Authority and the oil processing terminals united within the port entrepreneurs’ organisation Deltalinqs.

Photo courtesy of Port Pictures.nl

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PORT SECURITY

SRH has positioned containers with oil booms at strategic places in the port for quick response, when called for. Fire fighters and the Harbour Division crew are the first to respond to an on oil spill. The KRVE waits for instruction before boatmen come into action. They and their flexible launches can be useful in narrow places in docks.

“Hazardous work for which special equipment is needed, is done by dedicated, trained men,” adds Mr Breuer.

Eyes & Ears

In fact the multifunctional boatmen appear to be more than the ‘eyes and ears’ for the sake of safety. Talking about this part of the boatman job, Mr Breuer said that these senses of perception for safety awareness are manifold. There are about 280 boatmen within the KRVE who act likewise. When irregularities in safety are involved, they report to the four KRVE safety committees in the working areas: Stad, Botlek, Europoort and Maasvlakte 1 and 2. In turn, the committees report to the proper authorities or – if needed – to security managers at the terminals. It can be

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something as simple as a loose step at the quayside or something far bigger.

Standard

Considerations of safety and quality are setting the standards for port services. KRVE considers it quite normal that its operations are ISO certified and audited. The association members and committees consider whether it would be useful to set up specific standards dedicated to their own work. The maritime pilots have these standards laid down in the ISPO Code: an international standard for pilots’ organisations. The paragraphs adopted in the pilots’ standard describe exactly what customers can expect from services rendered, in terms of quality, and safety.

Mr Breuer underlines that the development of all safety devices applied to launches, work boats and onshore has been driven by past experience. All is proof that prevention of hazardous situations, security and safety are the name of the game.

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HEAVY TRANSPORT

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HEAVY TRANSPORT

GERMAN HIGH & HEAVY SPECIALISTS

BLG performed cargo handling services for German offshore wind farms, such as Global Tech 1 and Trianel Windfarm Borkum.

XXL PROJECTS HEAVY-LIFT SPECIALISTS, BLG, AT THE PORTS OF BREMEN AND BREMERHAVEN ARE ABLE TO HANDLE AND FURTHER PROCESS ALL TYPES OF XXL GOODS. THE TRANSPORT GOES ALL THE WAY UP, BRINGING THEM SAFELY TO THEIR DESTINATION, ALONG THE entire chain of transport at the Auto and RoRo Terminal in Bremerhaven, the Offshore Terminal ABC-Halbinsel and Neustädter Hafen. One of BLG’s current projects involves a massive cargo handling, assembly and subsequent shipment of a total of ten engines weighing up to 75t for client MAN Diesel & Turbo.

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he MAN Diesel & Turbo engines and gear units come to the Auto Terminal Bremerhaven (ATB) in two ways: part of the cargo is initially delivered as break bulk to the Bremerhaven Container Terminal via shipping company CMA CGM and then transported to the terminal on service trailers. The other engines arrive directly at the Auto Terminal as RoRo cargo from India via Hoegh Autoliners. The assembly of engines and gear units by MAN took place on the terminal grounds, where BLG provided support in the form of personnel and equipment. After the completion of the modules BLG transferred the heavy-lift cargo to shipment trailers. The EuKor shipping company then transported the goods to the Port of Jebal Ali in Dubai.

International Hub

The heavy-lift specialist is supported in its efforts by plenty of space on the quay, highperformance equipment and good hinterland connections. As an international logistics provider, BLG not only works at www. p o r t - i n d u s t r y.c om

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other terminals outside the state of Bremen, but also offers its expertise and services related to heavy-lift cargo all around the world. Its annual high and heavy cargo handling volume comes to around 1.2 million tons.

BLG’s Auto and RoRo Terminal in Bremerhaven has a high and heavy area of 340,000m² (20,000m² of which is covered) near the quay, featuring state-of-the-art equipment, including a floating crane, mobile port crane, tractor units (Tugmaster), reach stackers and self-propelled modular transporters. The focus is on all kinds of self-propelled or rolling units. The BLG network for automobile logistics ensures that nearly every port in the world, and thus any destination, is accessible from Bremerhaven.

SPMT Transport

The offshore wind energy industry is based, for the most part, in Bremerhaven. BLG performed cargo handling services for the first 900t of heavy foundation structures as

>>

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Special parties and celebrations plus four days focused on career-advancing workshops and unparalleled networking opportunities with project cargo experts from around the world.

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14-04-15 10:00

HEAVY TRANSPORT

well as other heavy-lift components for German offshore wind farms, such as Global Tech 1 and Trianel Windfarm Borkum, from here.

The Fraunhofer Institute for Wind Energy and Energy System Technology (IWES) is also located in Bremerhaven so it can carry out applied research and development. Once again the know-how and equipment of the logistics specialists was required for the IWES test bench, which can test complete nacelles of wind turbines of the multimegawatt class. In the course of installation of the test bench, BLG heavy-lift specialists discharged three components weighing up to 140t at nearby Labradorhafen and took them to the IWES about 1km away by means of their SPMTs. There the components were fastened to the institute’s deck crane and installed.

XXL Assembly on the Quay

What happens if the components are too big and heavy for road transport from the production site? Then BLG provides its clients with outdoor areas in both Bremerhaven and Bremen for assembly of large components directly on the quay. Aside from cargo handling, the logistics services embrace assembly assistance with heavy-lift cranes,

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forklifts or other equipment.

‘XXL assembly’ services are also in demand in the offshore wind industry. For the Trianel Windfarm Borkum, for instance, a construction site with heavy-lift capability was set up for the foundation of the substation platform at BLG’s offshore terminal. Other services included provision of containers, equipment, supply of material and supplying the contract site with consumables. Moreover, for its client BLG planned the joining of two sections of the jacket substation by means of two crawler cranes via tandem lift and the deployment of various mobile cranes for further assembly work. The logistics company additionally offers engineering services. A special substructure (grillage) was designed for the wind farm project.

Prior to loading the 50m-high component weighing 1,616t directly onto a pontoon using 60-axle SPMTs, BLG calculated the required crane capacity and attached the slinging devices. After completion of the entire installation work the wind farm can now generate 800 gigawatt-hours of electricity and thus supply around 200,000 households.

Plant Engineering Specialist Linde AG BLG’s clients also include plant engineering specialist Linde AG. Linde has been assembling large air separation plants at Neustädter Hafen in Bremen for years. BLG provides Linde with the required areas and equipment, such as heavy-lift cranes and forklifts, as well as power and water. If necessary, the port operator’s staff and know-how are also available.

BLG services for Linde AG encompass renting outdoor storage and shed areas, provision of equipment (forklifts, reach stackers, heavy-lift and floating cranes) and personnel, receiving and delivering vendor parts and bringing them to the assembly site as well as planning, organising and carrying out the loading of air separation plants onto heavy-lift vessels.

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PORT INDUSTRY

OUTFITTERS PAGES Magna Signs Contract with BNCT Magna Tyres and their official agent in South Korea, Hyoshin Hispec, signed an official contract with BNCT (Busan New Container Terminal).

The contract concerns the supply of a considerable quantity of the Magna M-Straddle tyre (16.00R25) over a period of 12 months. The M-Straddle is a radial constructed tyre, especially designed for use on straddle carriers in demanding port and terminal conditions. The steel radial construction provides outstanding shock absorption and maximum operating comfort. i. www.magnatyres.com

Giant Mobile Harbour Crane Liebherr Maritime Cranes introduced their new flagship mobile harbour crane, the LHM 800. Like the complete Liebherr mobile harbour crane range, the LHM 800 relies on the highly successful X-shaped undercarriage. The cruciform supporting system is unrivalled in terms of stability and operational safety.

The wheelsets have been slightly adapted to ensure optimum load distribution of this new giant, which weighs approximately 745t. The new giant LHM provides a lifting capacity of 308t, exceeding the maximum capacity of the so far strongest mobile harbour crane, type LHM 600, by not less than 100t. i. www.liebherr.com

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Heavy Lift Programme Videotel has produced a new training programme which tackles the often complex handling issues involved in the loading or discharge of project cargoes and heavy lifts. This is particularly relevant if ships’ personnel are involved as serious consequences could result if the correct loading and unloading techniques are not strictly followed. The programme covers the planning involved in preparing for a lift both ashore and onboard; the design of vessel and cranes; maintaining stability throughout the lift and positioning of the load onboard; and the validity and condition of lifting and securing equipment. A mixture of live action and computer animation is used featuring a number of lifting environments and cargo types, including quayside lifts and offside floated cargo. i. www.videotel.com

New G-POS Version International Terminal Solutions implemented its latest version of the G-POS GPS tracking system for Straddle Carriers, GPS Lite. The system is implemented at APM Terminals Rotterdam, as a replacement for their existing legacy GPS system.

APM Terminals Rotterdam uses the COSMOS Terminal Operating System to manage their terminal operation. For COSMOS users, G-POS connects to the existing Radio Data Terminal on each Straddle Carrier in exactly the same way as the legacy system being replaced. It is fully compliant with the COSMOS interface specifications and even uses the same cable connections to make the system truly swap compatible. i. www.portautomation.com

Hydraulic Clamshell Grab The Grab Specialist manufactured and delivered a second hydraulic clamshell grab for handling bulk cargo to Freyer Hafenlogistiek in Germany. With a load capacity of 7.74t and a volume of 4.3m3, its maximum bulk density is 1.8t per m3 and its weight without suspension is 3,200kg. The gripper is developed in high steel grades such as Dillimax 690 and Hardox 450.

The cylinders are specifically positioned to obtain an optimal closing force while digging. High speed is guaranteed by special bearings and pistons and all pivots have extra double seals. i. www.tgs-grabs.nl

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PORT INDUSTRY

OUTFITTERS PAGES Radial Telescopic Ship Loader

New Generation Lift Trucks

Telestack has delivered a new TS 550 radial telescopic ship loader to Ukrainian stevedoring company Transervic, in the Port of Illichivisk. The TS 550 offers a parallel travel facility utilising existing jetty rails, providing luffing from 14 to 27° – allowing it to work Panamax vessel hatches. It boasts near perfect dust containment thanks to dust covers, enclosed transfer points and the incorporation of a Cleveland Cascade chute with a 360° trimmer. It can load up to 600t of grain per hour at a density of 0.7t per m3. The TS 550 is electrically powered, driven by a three-phase mains power supply from the jetty via cable reel, thereby cutting out unnecessary diesel fumes. i. www.telestack.com

Terex Port Solutions presented its new-generation lift trucks with the Terex Liftace 5-31 reach stacker. Four models of the new Terex Stackace empty container handler will follow in the spring. The machines are cost-effective and service-friendly. They offer low fuel consumption, easy access to maintenance points and cabs with an ergonomic design. With a 6.2m wheelbase, the Liftace 5-31 can stack up to five 45t high-cube containers in the first row. The maximum load capacity is 31t in the second row and 15t in the third row. i. www.terexportsolutions.com

CO2 as Natural Refrigerant The world’s first refrigeration system to use CO2 as a refrigerant, NaturaLine, has been installed in Reftrade UK’s entire fleet. The innovative system will reduce CO2 emissions and power usage of each unit. NaturaLine uses two stages of compression, which when installed, improves the overall efficiency of the unit. The technology includes a custom-designed, variable-speed drive that controls the compressor.

The drive electronically adjusts the compressor’s speed to provide the precise amount of cooling capacity to meet demand, saving considerable energy compared to conventional units. i. www.reftrade-uk.com

DP World & Prologis Joint Venture A ceremony was held at DP World’s London Gateway Logistics Park to mark the start of construction of a distribution facility of almost 3ha. The building is being developed speculatively as an equal joint venture between DP World and Prologis. The new single-sided 15m high distribution centre, which has been designed to offer flexible distribution space, will have a 55m yard and space for expansion. Located next to DP World London Gateway Port, the new distribution centre will benefit from tri-modal infrastructure via sea, rail and road. i. www.londongateway.com

Greener RTGs The Port of Felixstowe has taken another step to improve both its operational and environmental efficiency with the introduction of its first electric-powered Rubber-Tyred Gantry Cranes (RTGs). Kalmar converted the four machines, originally manufactured by ZPMC in Shanghai, from diesel to electric primary drive in the first project of its kind in Western Europe. It is estimated that each machine will deliver energy savings of at least 45 percent compared with conventional diesel machines. With a comparable reduction in emissions, the conversion programme will also contribute to improving air quality in and around the port. i. www.portoffelixstowe.co.uk

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

We know what the Offshore Industry needs!

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

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

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

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

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

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

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

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

AMPAK, your worldwide specialist in cathodic protection.

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

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

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

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

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

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

Only when you are satisfied we are too.

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

Products: maritime equipment, dry-

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

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

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

We are capable of crankshaft grinding.

Our service is 24/7 worldwide!

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

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

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

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

Main Themes Repair & Maintenance Harbour Cranes Port Handling Equipment Port Development Dutch Ports

Deadlines • Copy deadline

• Advertisement deadline

26 June 2015 17 July 2015

Subjects can be changed without prior notice.

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16-04-15 10:57

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WORD ON THE SEA

Photo courtesy of Port Pictures.nl

Rudolph van der Graaf, Director Executive Relations & Protocol at Port of Rotterdam with Janny Kok.

Photo courtesy of Roy Borghouts

lessons in corporate governance WORDS BY JANNY KOK

Vollenhoven, former Mayor of Rotterdam and Ivo Here’s food for thought for communication Opstelten, former Dutch Minister of Justice. experts: how does one spread the word that a person in a senior management function has been In his farewell speech Mr Van der Graaf spoke advised to go and find ‘a challenge outside the organisation’. Despite their outstanding work for the of ‘mixed feelings’. “For now, the transition in my career puts an end port community. It happened to a family tradition, the to Rudolph van der Graaf, after Van der Graaf’s have been almost 24 years as a member present in the port for over of the senior management one and a half centuries.” of the Port of Rotterdam After which he mentioned Authority. During this time his great grandfather, who he built up an impressive ...the Van der Graaf’s have was the first Head Inspector international network for of the Municipal Trade the benefit of the port, was been present in the port for Organisation (Gemeentelijke highly distinguished for his over one and a half centuries. Handelsinrichtingen) in 1882, outstanding contributions his grandfather’s engineering to city and port and even received the Norwegian King’s Honour for efforts to company, De Ruyter & Van der Graaf, and his father who was Managing Director of Seaport Terminals, a establish a firm relationship between Norway and stevedoring company in the previous century. the Netherlands.

To show some appreciation for Mr Van der Graaf’s work, the Port of Rotterdam Authority offered him a farewell reception at the Wereldmuseum in Rotterdam. During the reception, the Port of Rotterdam Authority CEO, Allard Castelein, observed that ‘Mr Van der Graaf’s chapter is closed’. All present at the reception thought otherwise; including Professor Pieter van

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Today, his son Rudolph has set up CountRpart, which focuses on corporate governance in a number of supervisory boards. His advice to all in management is: “To my mind, just focusing on continuous structure of the organisation, monitoring and short term accountability kills creativity and job satisfaction, it provokes disinterest, or worse, fear!”

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VISIT US AT

Breakbulk Europe 2015

It’s in our character

18-21 MAY 2015 Antwerp Expo, Belgium booth 411 H1

Experience the Progress.

LHM 800, world’s largest mobile harbour crane.

308

tonnes maximum lifting capacity tonnes bulk per hour 22 container rows across 2,300

The port is our life. Hands-on mentality, hard work and accessible people, that’s our character. Anyone who gets to know Zeeland Seaports becomes acquainted with professionals who are proud of their ports. We understand that your interests are also our interests. Clients come first. Always. We know what’s important to your company. That’s all in our character, and one of our many strengths: location on open sea draft of 16.5 metres congestion-free connections with the hinterland no nine-to-five mentality accessible ports and people dedicated terminals for a broad range of cargo you can reach us 24/7 at +31 115 647400

ports of vlissingen and terneuzen www.zeelandseaports.com

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driven by dedication

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

The Group 16-04-15 09:09

P R O J E C T C A R G O & H E AV Y L I F T S U P T O 1 8 0 0 T O N S OPTIMIZED TRUCK EXIT FOR WINDMILL BLADES & TOWERS 7 3 0 M E T R E S Q U AY L E N G T H ASSISTING OFFSHORE VESSELS

TELEPHONE

+31 (0)10 429 94 33 FA X

+31 (0)10 429 02 61 E-MAIL

office@rhb.nl www.rhb.nl Cover PI 4-2 def.indd 1

i n d u s t r y

AEO-F CERTIFIED

Waalhaven n.z. 4 3087 BL Rotterdam P.O. Box 55092 3008 EB Rotterdam Portnumber 2157

WEB

Port PI VOL. 4 ISSUE 2 | 2015

ISPS CERTIFIED

shorecranes up to 208 tons

B E L G I A N P O R T S PORT-INDUSTRY.COM

Lifting your cargoes faster

H E AV Y L I F T S T O R A G E A R E A

PI 2015 | VOLUME 4 | ISSUE 2

stevedoring & warehousing rotterdam

Tradeshow Preview BREAKBULK EUROPE & TOC EUROPE

FOR THE SAKE OF SAFETY THE END OF CONTAINER CHEATING

Made-to-Measure HEAVY HANDLING SOLUTIONS

16-04-15 09:09