Port Industry 2016 Issue 1 by Yellow & Finch Publishers

With its portal crane models, Liebherr offers a unique combination of tested Liebherr harbour crane technology and space-saving assembly on rail-mounted portals. The model series of Liebherr portal slewing cranes (LPS) is suitable not only for handling bulk goods and cargo but also containers in sea and inland harbours.

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LPS 550

PI 2016 | VOLUME 5 | ISSUE 1

Experience the progress.

Port PI VOL. 5 ISSUE 1 | 2016

i n d u s t r y

power management driving efficiency ashore

Continuing Investment remote control at jebel ali port

Back on Track technically advanced ports

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On the Rocks Hardcover, 80 pages 32 x 27 cm English Anton Rijsdijk

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The first release of ‘On the Rocks’ sold out in record time and due to popular demand it will again be available for purchase but only while supplies last. The second limited release features beautiful full colour photographs taken by Dutch photographer Anton Rijsdijk. The book is a perfect corporate gift for your business partners active in the maritime industry and is a must-have for both professionals and enthusiasts.

Editor’s note

Ports of the Future This is The fifTh year ThaT PorT indusTry Provides you wiTh uP-To-daTe conTenT abouT The laTesT Technology and innovaTion, shaPing The world’s largesT Trade hubs and The regional Players. and with a new year ahead we can’t help but embrace the ports of the future, where port automation will play a big role. as dr oscar Pernia, senior director of Product strategy navis, stated in his whitepaper ‘Port of the future: a sense of wonder’, “in the port of the future, vessels will be constantly and reliably connected to the internet and can be automatically routed and controlled to increase sailing performance and vessel utilisation while managing for conditions that affect sailing and cargo handling performance such as trim, weather and lashing. once at port, efficiency will be based on end-to-end port operations. of the total port stay, 62% is accounted for by terminal operations and the remaining 38% is spent waiting for vessel services, berthing and steaming in and out. This time could be significantly reduced with better transparency, richer data exchange and more intelligent solutions assisting these port processes.” solutions towards time management and much more are featured in this issue, which is dedicated to port automation and electronics. Presented are noteworthy automated projects, expert insights and recent innovations when it comes to data exchange and intelligent solutions.

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contents Port Industry ISSUE 1

Port AutomAtion & ElEctronics

2016

12 Benefitting All Actors – Synchronising the Port

26 Ongoing Testing Ground – Container Terminals 3.0 36 Advanced Object Detection – Reliable Port Gear

46 Continuing Investment – Remote Control at Jebel Ali Port 54 Power Management – Driving Efficiency Ashore

Focus on sPAnish Ports

16 Back on Track – Technically Advanced Ports

36 26

contAinEr hAndling

18 Sustainable Strategies – Working Towards a Cleaner Port 23 Fast Charging Solution – Electric Powered Shuttle and Straddle Carriers

24 New Initiative – Truck Safety Program

30 Doubling Mexico’s Port Capacity – Robust Spreaders

EnvironmEnt & sustAinAbility

44 Power, Propulsion and Automation –

Advanced Port Icebreaker

50 Combining Strength – Wireless Charging and Mooring Concept

sPEciAl FEAturE

32 One Stop Shop – Fully Servicing the Industry 40 Safe Working Loads – Testing Quayside Bollards

rEgulArs

1 Editor’s Note 4 News in Brief 53 People Page 60 Outfitters Pages

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

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On the Cover

Rotterdam World Gateway (RWG) provides container storage and transhipment with maximum efficiency. Talking to Port Industry, their CEO, Ronald Lugthart, stressed the need and necessity of an open dialogue regarding port automation. “It is not only about anticipating the different requirements of employees working at fully automated terminals, but also the proper infrastructure of all modalities into the hinterland to cater to the growing flows of goods to go to various destinations in Europe,” he said. Read more on page 26. Photo by RWG. PI 2016 | Vo l u me 5 | I s s u e 1 | 3

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Port Industry

news in brief FEATURE

Suez Canal Access Channel Officially Opened Completed within just three months, the new 8.5 km access channel directly links the East Port Said port complex to the Mediterranean Sea, eliminating the need for vessels heading to the Suez Canal Container Terminal (SCCT) to wait 6-8 hours for a time window between vessel convoys transiting the canal. This means that the channel, dredged to a depth of 18.5 metres, can provide 24-hour access to East Port Said, and SCCT, to the Ultra-Large Container Ships (ULCS) of 18,000 TEU capacity and above now deployed in the Far East/Europe trade lanes, and using the canal in increasing numbers. A ceremony formally inaugurating the project was hosted by SCCT at East Port Said where the attendees witnessed the

opening of the project, which represents an investment of approximately USD 40 million. In August 2015, a USD 8.2 billion project to deepen the Suez Canal, and excavate a new 35 km channel parallel to sections of the existing canal was completed, enabling two-way traffic along the entire 193 km canal route, and doubling canal traffic capacity from 49 vessels daily to 97. The canal project was completed in one year, leaving the dredging and other heavy equipment in place for construction of the access channel.

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THE MINI-POD IS A LIGHTWEIGHT, EASILY DEPLOYED, AUTO-INFLATING LIFE SAVING PLATFORM DESIGNED TO ENABLE PERSONNEL TO EASILY REMOVE THEMSELVES FROM AN IMMERSION ENVIRONMENT. READ MORE ON PAGE 60.

Development Milestone Reached at Teesport

project was completed in June 2015. Less than one year later phase two has concluded, together offering some 550 metres of deep water quay and providing one of the deepest water facilities in the UK. The quay will provide considerable flexibility for Teesport’s fast growing container business as well as enhancing its bulk handling capabilities.

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PD Ports, owners and operators of Teesport, has completed Phase two of a quay reconstruction project to support further growth at the Port. To celebrate this milestone – which will bring opportunities for importers and exporters serving Northern UK markets – Lord Heseltine formally declared the Quay ‘open for business’ during a ceremony held at Teesport. Phase one of the quay reconstruction

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

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May

June

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Port Industry

news in brief

LNG Masterplan Safety Studies The LNG Masterplan safety studies, performed by DNV GL, were initiated by the Pro Danube Management and the Port of Rotterdam in collaboration with more than 50 companies and stakeholders as part of the EU funded project LNG Masterplan for Rhine-Main-Danube. The recently published studies focus on the technical, safety and operational risk aspects of LNG bunkering, as well as LNG loading and unloading. The publications can be downloaded from the LNG Masterplan website: www.lngmasterplan.eu.

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Danger of Fatigue Cracks on Container Cranes

International Award for Joint Cross-Border Information System

The Port Equipment Manufacturers Association (PEMA) has published a new information paper on the structural examination of container handling cranes in ports and terminals. The paper is designed to increase understanding of the risks posed by fatigue failure, highlight the importance of structural examination and give practical guidance to help terminal personnel to detect cracks through visual examination of ship-toshore (STS), rail mounted gantry (RMG) and rubber tyred gantry (RTG) container handling cranes. Download the paper at www.pema. org/publications.

Port of Ghent and Zeeland Seaports have won the award for ‘Best IT solution’ for their crossborder port information system ENIGMA+. Both ports are accessible through the same gateway to the Ghent-Terneuzen Canal. Since the beginning of 2015, vessels as well as companies only have to use one single crossborder port information system for all arrivals at and departures from the ports of Ghent and Terneuzen.

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Port Industry

news in brief Rotterdam is Logistic Top Location The Netherlands is very attractive when it comes to logistics. In a survey published by real estate specialist Prologis, four Dutch cities are ranked in the top five. Most remarkably is the improvement of Rotterdam. With a second place ranking, Rotterdam has overtaken the Antwerp-Brussels nexus. The first place is once again held by Venlo. These locations were primarily selected by the respondents for their good infrastructure and proximity to clients and suppliers.

CAPE Holland Successfully Deploys its Vibro Lifting Tool CAPE Holland recently deployed its upending Vibro Lifting Tool (VLT-U). The CV-320 VLT-U was used for the installation of 13 piles at the Kanaaldok B3 in Antwerpen. The piles, 35 metres long and 2.9 metres in diameter, were picked up, lifted upright and stabbed and driven as deep as possible, using only the CV-320 VLT-U. All 13 were in position in record time of just 4 days. The harbour location gave the perfect opportunity for invited contractors and their clients to witness the capabilities of the latest development from CAPE Holland. The Vibro Lifting Tool is Lloyd’s Register certified, and can be configured with an upending option to significantly save on installation time by reducing the number of handling operations.

New General Cargo and Liquid Bulk Terminal

The Port of Salalah has inaugurated a new deep-water General Cargo and Liquid Bulk Terminal, adding 20 million tonnes of dry cargo and six million tonnes of liquid bulk cargo annual handling capacity. The 1266 metre quay offers two 320 metre-long General Cargo berths, two 300 metre-long liquid bulk berths and a depth of 18 metres. “The new facility is able to handle a wide range of vessels, ranging from naval ships, to vessels handling limestone, cement, livestock, project cargo and other dry bulk commodities as Salalah continues to grow as a key center of trade and logistics for the region” said Port of Salalah CEO David Gledhill.

>> | Read more on port-industry.com

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A collection of full service maritime and industrial companies

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

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

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Port Industry

news in brief Joint signature in Bremerhaven (from left): Michael Blach member of the board of BLG, Bremenports Managing directors Horst rehberg and robert Howe, Frank dreeke Chairman of the board of BLG and Ferdinand Moehring (BLG).

Operating Contract for Offshore Terminal Bremerhaven The most important port construction project that the two-city state of Bremen will implement this decade is making good progress. Representatives of BLG Logistics and the port management company Bremenports have now signed the operating contract for the 25-hectare Offshore Terminal Bremerhaven (OTB). “The facility for the preassembly and transhipment of offshore wind turbines can be available by 2019,” stated Ekkehart Siering, Bremen’s State Councillor for Ports.

Port of Zeebrugge as Biggest Car Handling Port The port of Zeebrugge strengthens its position as the biggest car handling port in the world. By the end of December 2015, 2,427,950 vehicles were processed through the port of Zeebrugge, which is a rise of 10.3% since 2014 and a rise of 40% compared to the 2012 result. Terminal operator ICO Zeebrugge (International Car Operators) started handling cargo from a new contract this year. A first shipment of the new cargo flow of Ford vehicles assembled in Turkey and Spain, arrived on board m/v Sea Hellinis of Greek shipping company Mediterranean Car Carrier Line. The vehicles are transshipped from Zeebrugge to Scandinavia by Euro Marine Logistics.

>> | Read more on port-industry.com

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Safe, Simple, Strong!

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Port i n d u s t r y

T F E I

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Port Industry

news in brief Dutch Ports Solidify Partnership The two largest ports in the Netherlands, Port of Amsterdam and Port of Rotterdam, have renewed their partnership agreement by another five years. The two ports are satisfied with the successful alliance, which has resulted, in among other things, the recent launch of the HaMIS shared information system in Amsterdam.

Photo courtesy of Port Pictures.nl

SDW Shipping Ready for First Bilbao Sailing On 17 February, with a festivity in the Athletic Bilbao Stadium, SDW Shipping and Marítima Davila Bilbao launched the start of their service in Bilbao port. The first vessel is due in Bilbao on 7 March. SDW Shipping offers a monthly, direct connection between the European continent and the west coast of South America. With their full-chartered vessel the company is able to call any port on the route, while additional port calls are always possible. SDW Shipping specializes in rolling material and project cargo, including heavy lifts, but it can also take other sorts of cargo, including IMO.

Port of Felixstowe Logistics Park Receives Planning Consent The first phase of a 1.4 million square foot logistics park at the Port of Felixstowe has received planning permission. The approval covers the first four warehouses to be built as part of the scheme at the Port of Britain. The four warehouses consented as part of Phase 1 provide nearly 1 million square feet of storage space with the largest being 360,000 square feet. Commenting on the development, Mark Seaman, Finance Director at the port said, “The Port of Felixstowe Logistics Park is a unique proposition. Located within the port’s perimeter it offers tenants the benefit of a site in the UK’s largest container port, adjacent to the terminal at which the world’s largest and most efficient container ships call.”

From left to right: Erwin de Witt (Partner sdW shipping), Aitor Arguinchona (Managing director van Marítima davila), Fokko Hulshof (Port Captain) and norbert Brummelkamp (Partner sdW shipping).

<< | Read more on port-industry.com

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PORT A UTOMATION & ELECTRONICS

Benefitting All Actors

Synchronising the Port

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PORT A UTOMATION & ELECTRONICS

imAgine A port where you could fully rely on informAtion regArding ArrivAls And depArtures of ships. the plAnning for All involved in the whole trAnsport chAin would Become eAsier And the services rendered to goodsâ&#x20AC;&#x2122; owners would be predicable and trustworthy. short sea shipping would become an even more realistic alternative to other means of transport, lowering costs and emissions, and reducing the need for infrastructure investments on land. Port Collaborative Decision Making (PortCDM) is a tool that can make this vision become reality.

Words by ulf siwe, stm vAlidAtion communicAtions officer.

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PORT A UTOMATION & ELECTRONICS

From Berth to Berth PortCDM was developed as part of the larger Sea Traffic Management concept, which is using information sharing to improve safety, efficiency and environmental performance along the voyage, from berth to berth. Many of the advantages during the sea leg of the voyage is based on services using the standardised route format to communicate optimised routes for efficiency (fuel and/or time optimised), for safety (by avoiding risk situations involving other ships, no-go areas and the actual sea floor) and for improved environmental performance (fewer accidents, less emissions and avoiding sensitive areas).

ortCDM is based on the fact that the more accurate information you have and the earlier you have it, the better you can plan and use your resources. The maritime industry has a tradition of each business keeping their information secret. In the portcdm concept you do not share detailed business information; the main piece of information required is the start and end time of services, planned and actual.

Testing Ground

During intial tests in the ports of Valencia and gothenburg, all involved actors shared key information for enhanced coordination of port calls. The tests in the two ports have been very positive. In fact, both ports have opted to keep the test bed in operation after the test period and will continue to develop the business operations empowered by PortCDM. The positive results of the tests are promising for a world-wide expansion of the concept.

Sharing is Caring

It is all about sharing and collaborating – all involved actors in a port call share their intentions for the relevant states in the port call. the actors are the port, port authority, port control, ship, vts, pilots, tugs, linesmen,

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terminal and agents. the states in port calls refer to events that can be estimated and achieved. some states indicate a higher degree of coordination, due to that actors’ achievement needing to be synchronised, i.e. milestones. some states are ‘core’ and thereby common in all ports. these core states are complemented by port specific states to address uniqueness due to geographical, business and other contextual factors. Each port is represented by a unique set of states to enable enhanced coordination in that specific port.

Internal Efficiency

Jan wilhelmsson, commercial shipping director at eniram, said, “the visibility can reduce waste [of time]. In addition, the visibility creates a common understanding between organisations or departments. This creates internal efficiencies.” Sharing time-related port call information in real time among involved actors is a good example of the mentioned visibility. Knowing others’ intentions well in advance helps with planning. By comparing the estimates given and the actual time when the event occurs, it will be easy to identify predictability, punctuality and waiting times in the process, and identify areas for

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PORT A UTOMATION & ELECTRONICS improvement. Over time, a port using the portcdm setup will improve its reliability and overall predictability making it a more attractive business partner for goods and ship owners.

Structured Information

It is not only the overall competitiveness of the port that can be improved by portcdm, but all parties involved in port activity can benefit as well. Those with heavy capital investments such as tug operators and pilot companies can use their boats more efficiently. Maintenance work currently scheduled to take place at night, can be moved to normal daytime hours, due to better predictability and less need of standing alert for work that may suddenly appear. those with less capital investments like agents and linesmen benefit from more structured information sharing and can focus on planning and delivering their core services. Ships will not only benefit from a more efficient port call with a shorter turnaround time, but receive better information on berth availability and can thereby adjust speed and fuel consumption to arrive justin-time.

Decision Levels

Who should ‘own’ and influence the future development of the concept? Since the shipping industry is not a centralised one, the governance of the concept should be organised in a federated way, with a portcdm council as the highest decision level. In such a council representatives from involved ports, from the system and service providers to international organisations could take part. The hands-on development should be organised in an open way with developers from different ports sharing experiences, solving common problems and perhaps even sharing code in a developers’ zone. in many it areas this is how development of new common basic infrastructure is structured, resulting in high quality and reliability.

Not Just Another System PortCDM is designed as an integration platform providing standards for what and how to share time-related port call information in real time. The main idea is to virtually connect existing business systems with each other to enable a digital collaboration. The users will continue to work in their current business systems and when those business systems report an estimated or actual time, that time-stamp will automatically be visible to those with access rights in their own systems.

i. www.stmvalidation.eu

Port of Gothenburg

Evolving Ports

Implementing PortCDM as a base solution in multiple ports demands the flexibility that is in the design, but it also means that definitions need to be harmonised and better yet, standardised. Standardisation paves the way for more automation in the processes. The International Harbour Masters’ Association (IHMA) has prepared an info paper for IMO regarding some of the central events that happen during a port call. After testing the definitions over one year, the idea is to submit a paper asking for an IMO decision on common definitions. the team developing portcdm has been one of the partners assisting in making the definitions, and the paper is supported by many international organisations. Projects developing the portcdm concept are working closely with other related initiatives and projects, making sure that a common roadmap for an open architecture is agreed upon. In the STM Validation project, an EU co-funded project currently running until 2018, thirteen ports across europe are taking part and serving as test beds for portcdm. since portcdm can be used to synchronise calls between ports, several participating ports are already looking at integrating collaborating ports outside europe.

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Photo courtesy of Port of Gothenburg

Port of Valencia Photo courtesy of Valencia Port Authority

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FOCUS ON SPANISH PORTS

Comprehensive Logistics Solutions Recently, BEST has acquired a 20% interest in inland terminal company Depot tmZ Services. Depot tmZ operates the Maritime Terminal of Zaragoza (TMZ), one of Spain’s most important inland terminals. Commenting on the acquisition Mr Belcastro said, “TMZ is a perfect fit with BEST’s semi-automated container terminal in the Port of Barcelona. This new acquisition will help us provide comprehensive logistics solutions by developing our hinterland network throughout Spain and southern France.” Zaragoza is strategically located mid-way between Barcelona and Madrid and within 300 kilometres of some of Spain’s most important industrial areas including Catalonia, Aragón, the Basque region and Valencia. Combining TMZ’s ability to transfer containers to all these destinations with BEST’s deep-sea shipping connections offers logistics solutions that are efficient, economical and environmentally sustainable.

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FOCUS ON SPANISH PORTS

technIcally adVanced SpanISh portS

Back on Track In 2015, SpaIn’S three maIn portS – Barcelona, algecIraS and ValencIa – accounted for the majorIty of the country’S freIght traffIc. Barcelona europe South termInal (BeSt) – the fIrSt SemI-automated terminal of hutchison port holdings limited (hph) and the most technically advanced port development project in Spain – reached several milestones in 2015. furthermore rail traffic at BeSt has increased significantly in recent years, increasing from 7.17% of local traffic in 2010 to 19% currently.

pain’s forecast of exceeding 500 million tonnes of freight in 2015 was achieved. One of the biggest contributors to reaching this goal, with the biggest on-dock railway terminal of any port in the mediterranean, is the eight-track railway facility at BeSt. the rail facilities currently serve a large hinterland within a 600-kilometre radius of Barcelona. the potential market for rail has expanded in recent years supporting the strategic objective of the port of Barcelona to become the mediterranean’s alternative access point for european markets.

Trend for Growth

the terminal is capable of serving multiple mega-vessels simultaneously and is equipped with two rail mounted gantry cranes, allowing trains to be loaded in an average of 1.5 hours per train and unloaded in one hour – each train has 22 wagons with a capacity of 72 teu. during august 2015, BeSt serviced nearly 300 trains, a 25% increase on its monthly average, operating an average of 65 weekly services to and from main destinations; azuqueca (madrid), lisboa, noain (pamplona), Selgua, Zaragoza plaza, Zaragoza tmZ, Villafría (Burgos), tarragona and france. this milestone of 15,000 teu, broke the previous record of 13,000 teu set earlier in march of that year. guillermo Belcastro general manager of BeSt commented, “this

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is an important milestone for BeSt and the port of Barcelona. With the continued hard work and support from the stevedores and the Barcelona port community we hope to sustain this trend for growth.”

Crane Record

In october 2015, BeSt achieved another milestone for the port of Barcelona, when they serviced the mSc livorno, a 14,000 teu vessel with 8 ship-to-shore (StS) gantry cranes. this marked the first time that a container terminal in Barcelona operated such a high number of cranes simultaneously on a single vessel. “BeSt is the only terminal in the mediterranean area that features 11 ship-to-shore gantry cranes able to operate simultaneously on this kind of next-generation container ship,” mentioned mr Belcastro. the mSc livorno is 365 metres in length with a breadth of 51 metres, spanning 20 rows of containers. a total of 1,471 containers were loaded and 2,080 were discharged. BeSt’s average gross crane rate (gcr) of 40 moves per hour is one of the highest productivity ratios in the mediterranean. this extremely high level of crane productivity, together with the total number of available cranes, make it possible to achieve outstanding vessel performance rates of up to 220 moves per hour, per vessel. i. www.best.com

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ENVIRONMENT & SUSTAINABILITY

WORKING TOWARDS A CLEANER PORT

Sustainable Strategies

Photo courtesy of Henk Honing

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ENVIRONMENT & SUSTAINABILITY

WITH SUSTAINABLILITY HIGH ON THE AGENDA AT MAJOR PORTS WORLDWIDE, DUTCH PORTS CAN NOT GET LEFT BEHIND. ONE OF THE BIGGEST PORTS IN THE NETHERLANDS AND WESTERN Europeâ&#x20AC;&#x2122;s fourth largest port, the Port of Amsterdam, takes the next step towards becoming a cleaner port. Over the past few years, the port has implemented concrete strategies to conserve the biodiversity and sustainability in the port area. Just recently they launched a campaign to reduce noise pollution in the port.

WORDS BY ANOESHKA MAASKANT

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eeps from reversing port vehicles or vehicle alarm systems in the Port of Amsterdam area are a thing of the past. As part of their new noise reduction campaign, called HoorbaarMinder (Hear the Difference), the port will be replacing the beeping noises produced by vehicles such as shovels, cranes, lorries and forklifts, with a more discrete hissing sound. This sound can easily be detected at close proximity to the vehicles but fades into the background once this distance is increased.

The port will be replacing the beeping noises produced by vehicles such as shovels, cranes, lorries and forklifts, with a more discrete hissing sound.

Photo courtesy of Max Dijksterhuis

As well as being safer for all parties concerned, this will also reduce noise pollution â&#x20AC;&#x201C; thereby improving the overall working environment in the port area. After finalising tests, which took place at the Rietlanden Terminals, the ultimate objective is to replace the alarms at all companies operating in the port area with more discreet alert systems. These efforts are subsequently to be extended to the businesses located on the industrial sites of the municipalities of Zaanstad, Beverwijk and Velsen.

Better Alternatives

Due to the decrease of noise pollution, the trucks operating on LNG are permitted to on- and off load at night in certain areas of the Amsterdam port. Shell recently opened a Liquefied Natural Gas (LNG) trucking station in the port. With a capacity of 70,000 litres of LNG, the new station can service 200 trucks per day. LNG is not only environmentally friendly, because of the reduction of emissions, but trucks operating on LNG are also quieter than those operating on diesel. The use of cleaner fuels within the transport sector is a development that the Port of Amsterdam encourages. As an energy port, the port authority gladly contributes to making maritime fuels greener. Among other things, the Port of Amsterdam is working together with several port partners on converting green gas into bio LNG, to reduce CO2 emissions even further.

Detecting Divergent Odours

Another project the port launched last year was a project to detect changes in air

Photo courtesy of Max Dijksterhuis

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ENVIRONMENT & SUSTAINABILITY

Divergent patterns are detected by the eNose to provide greater insight into where and when an odour is released, the cause of the odour and the action to be taken.

Photo courtesy of Max Dijksterhuis

composition and locate the source of any odour pollution 24 hours a day, called the ‘eNoses’ project. The network of 41 electronic noses is aimed at developing a better understanding of the source of an odour in order to improve the working and residential environment around the port. Divergent patterns are detected by the eNose to provide greater insight into where and when an odour is released, the cause of the odour and the action to be taken. For odours above a specific limit value, the eNose transmits a signal to the central control room of the North Sea Canal Area Environment Agency. The source of the odour can be traced via a network of sensors. The North Sea Canal Area Environment Agency monitors the data, then links the eNose data to complaints from nearby residents and tries to address these together with the businesses concerned.

Greening the Area

In 2014, the port became a member of Leaders for Nature, the business

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engagement network of nature organisation, International Union for the Conservation of Nature. The initiative shares a collective commitment to greening the economy and supports its members in this endeavour by providing inspiration, knowledge, training and project coordination. The network focuses both on concrete efforts being made by its members and on joint initiatives that create value for nature, businesses and society. Another sustainable initiative of the port is the world’s first LED-illuminated terminal – Rietlanden Terminals. The terminal takes care of the transit, storage and handling of dry bulk and scrap metal at the Port of Amsterdam and sees LED lighting as a wonderful innovation for giving shape to sustainability targets for the port as well as its customers. The resulting energy savings make the port’s lighting installation unique – the savings amount to around 60% of the current lighting solutions, also thanks to the dimmable light fixtures. Moreover, the white light increases safety, which in turn improves working conditions. There is an

environmental benefit too, as the light is less diffused. i. www.portofamsterdam.nl

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CONTAINER HANDLING

INDUSTRY FIRST FOR ELECTRIC POWERED SHUTTLE AND STRADDLE CARRIERS

Fast Charging Solution IN 2016 KALMAR, WILL INTRODUCE THE FIRST FAST CHARGING SOLUTION FOR ELECTRIC powered shuttle and straddle carriers. The FastCharge solution is made possible by advances in fast charge battery technology oﬀering comparatively light weight and rapid on-board charging.

he solution is based on similar applications as used in large capacity electric buses and it is safe, fast and economically competitive. With zero emissions to the atmosphere at the point of use, the other advantages include less noise, reduced maintenance with a smaller number of vehicle components and up to 50% increased energy eﬃciency compared to diesel/electric drive.

Smooth Technology

Available in both manually operated and automated versions, the Kalmar FastCharge shuttle and straddle carrier offer a truly flexible concept for existing and greenfield terminals. “Customers have been asking for electric powered shuttle operations,” says Dr Tero Kokko, Vice President, Horizontal Transportation at Kalmar. “This technology makes the charging process a smooth one, as there is no need to take the machine out of operation for battery exchange.” The fast charge battery technology makes it possible to

RT,

utilise very high charging rates, which by being scalable up to 600 kW allow rapid on-board charging.

Short Charging Periods

One pantograph located on the FastCharge shuttle carrier route can serve several vehicles as charging is very ﬂexible. Since the driving cycles are short, frequent thirty-second charging periods, depending on the shuttle cycle and state of battery charge, do not slow down container transfers and enable the vehicle to be utilised to its maximum eﬀectiveness. The impact of fast charging to the local power grid, in terms of electricity quality, is minimised with an intelligent charging system control. This more frequent charging avoids the deep discharge, which can shorten the life of any battery. Pantograph charging stations can also be more easily positioned than battery exchange stations, with convenient locations on shuttle routes to eliminate disruption of the shuttle work cycle. i. www.kalmarglobal.com

ex.

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CONTAINER HANDLING

APM TERMINALS LOS ANGELES’ TRUCK SAFETY PROGRAMME

New Safety

INITIATIVE

Need for Safety The arrival of the newest classes of Ultra-Large Container Ships (ULCS) of 10,000 TEU capacity and above, at the world’s major container ports in the past two years has drawn attention to the need for enhanced terminal safety procedures. As terminal truck traffic and container handling activity increase in response to larger container volumes moving on and off vessels while in port. On 26 December, APM Terminals Pier 400 was the maiden US port call of the 18,000 TEU capacity-class CMA CGM Benjamin Franklin, the largest container ship to call at a North American port. During the 56-hours of terminal operations, 11,200 containers were handled. Earlier in March 2015, APM Terminals Pier 400 set another record as the first US port to accommodate three ULCS of 13,000-TEU class size simultaneously, with 34,465 container moves.

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CONTAINER HANDLING

A NEW SAFETY INITIATIVE HAS BEEN IMPLEMENTED AT THE WORLD’S LARGEST PROPRIETARY CONTAINER TERMINAL, APM TERMINALS PIER 400 in Los Angeles. The result is a revised yard layout and new procedures to enhance the safety of the 2,000 to 3,000 Over-the-Road (OTR) truck drivers who deliver and pick up containers at the terminal in any given 24-hour period.

he goal of the programme is to reduce the risk of accident or injury to outside truck drivers with business at the Pier 400 facility. Introduced at a special OTR Safety Day at the terminal in December 2015, new procedures keep drivers inside of their truck cabs at all times within the terminal. Only in speciﬁcally designated and protected areas may the drivers exit their cabs to lock the pins which hold containers onto container chassis. “Our intention is to continue to improve safety performance by increasing the separation between people and

machines,” said APM Terminals Pier 400 Los Angeles Managing Director, Steven Trombley. “Put simply: keep drivers in their truck cabs while inside the terminal, or provide them additional safeguards if this is unavoidable.”

Safety Procedure

Four speciﬁc steps were taken to implement the new terminal safety procedures: the creation of designated areas for drivers to lock (after pick-up) or unlock (prior to delivery) the pins on chassis, away from the heavy container moving equipment in continuous operation in a modern container terminal; a redesigned area for truck driver parking to address gate transaction problems; and a redesigned Chassis Exchange area for improved safety during the pick-up and drop-oﬀ of empty container chassis. The Trucker Safety Day activities included APM Terminals Pier 400 Management Team members personally greeting every driver entering the facility on 2 December 2015, and presenting them with a safety message and expectations, as well as a promotional item, and the hosting of a luncheon for local trucking organisation leaders, along with managers and dispatchers. A Trucker Safety video, which will be required for all truck divers entering the facility, was also given an advance screening. i. www.apmterminals.com

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PORT A UTOMATION & ELECTRONICS

Container terminals 3.0

Ongoing

TesTing ground

the development of fully automated terminals designed for intermodal handling of Containers is a gradual proCess. the question of whether or not Container terminals will be fully operational within a short time frame demonstrates the current confusion regarding the automation process. This is according to experts, experienced in the transition from ordinary container terminals to the complexity of Navis N4-managed terminals. Words by Janny KoK

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he history of the development of automated processes at container terminals, and its implications for the labour force, dates back to the mid 1980s when the ECT/Delta terminal was developed as the first automated terminal in Rotterdam. Since then, STZ Advies & Onderzoek (consultancy & research) Owner, Arjen van Halem, and partners have advised work councils and trade unions, such as Dutch FNV Havens and the International Transport Federation (ITF), on the foreseeable changes in skills

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requirements at terminals and elsewhere in the port area. At that time, important questions such as how to handle existing terminals and its dockers as well as how to design job content, were focus points in the social dialogue between Dutch trade unions and the management of container terminal ECT.

ICT Techniques

“Today, history is repeating itself. The ‘smartphone-generation’ easily adapts to

advancement in technology making it easier for this generation to adapt to an automated terminal,” states Mr Van Halem. However, according to van Mr Van Halem it is still crucial to anticipate on-going developments in technology and their impact on the work force. “Dutch trade unions have prioritised this matter and have actively lobbied for a solution for the allocation of activities effected by automation developments. Unfortunately, this topic has not always been on the top of

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PORT A UTOMATION & ELECTRONICS

the agenda or the relevance of this topic has not always been recognised.”

Advanced Anticipation

Rotterdam World Gateway (RWG) CEO, Ronald Lugthart – who was recently awarded Port Personality of the Year 2015.

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In a recent survey conducted by STZ, seven automated container terminals worldwide were assessed. The results indicate that a major issue for work councils and trade unions is that terminal automation and robotisation is gradually making crane drivers redundant. This issue has a large impact on the current port workers and the trade unions who represent them. An example of this is trade union FNV Havens and CNV which regularly defends the interests of their grassroots members in Rotterdam, as this is the only Dutch port

with two fully automated container terminals and one almost fully automated dry bulk terminal.

Catching Up

Talking to Port Industry, Rotterdam World Gateway (RWG) CEO, Ronald Lugthart – who was recently awarded Port Personality of the Year 2015, due to his outstanding work to develop and start RWG’s fully automated terminal at Maasvlakte 2 – stressed the necessity of open dialogue regarding automation. “In fact, we’re in the act of catching up on ‘the need to take action’, which should have been done ten years ago.” Mr Lugthart added, “It is not only about anticipating the different requirements of employees working at fully automated terminals, but also the proper

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PORT A UTOMATION & ELECTRONICS

Port Specialists It is true that there are less people needed on a fully automated terminal. Approximately 8-10 people run RWG’s Terminal Operating System (TOS) on a dayto-day basis. The terminal operator employs approximately 200 people in total; the majority of them are IT-specialists.

infrastructure of all modalities into the hinterland to cater to the growing flows of goods to go to various destinations in Europe. National and local authorities should promote that and stick to their role as facilitator of proper infrastructure and marketing for port and city.”

Play Station Generation

The port community as a whole has to deal with the subject in a sensible way. Patience is required when it comes to developing a fully automated terminal and to properly staff the port accordingly. Development and implementation takes place in stages. These stages are tested for security, reliability and stability one by one. Once a stage is found to be in good working order, only then is it implemented into terminal operations. Mr Lugthart explains that it will take a certain, but planned, time before all stages are tested and run satisfactory. “Besides all ICT-requirements on the terminal, one has to implement a careful human resource policy as well. You cannot just employ a regular docker on a fully automated terminal. It would be like having a pilot of a small airplane fly an Airbus.” RWG’s terminal uses the new Navis N4 software 3.0 to develop the Terminal Operating System (TOS). Employees ‘from the Play Station generation’ control the loading and unloading from a distance, as Mr Lugthart puts it. In fact, they do the job ordinary crane drivers do on conventional container terminals. The ‘Play Station generation’ has computers and cameras that register all movements as their tools. They ‘know’ where to put containers on a vessel. i. www.rwg.nl

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CONTAINER HANDLING

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SPECIAL FEATURE

Fully Servicing the induStry

One Stop Shop Located in the heart of the ara-area (amsterdam-rotterdamantwerp), Business center seaports (Bcs) is a muLti-service company strategicaLLy positioned in the ports of ZeeLand. with all disciplines literally under one roof, Bcs provides a comprehensive maritime service package from one centralised centre. port industry spoke to remco vercouteren, director of Zmc (one of Bcsâ&#x20AC;&#x2122; subsidiaries), about the major benefits of the one stop shop concept.

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SPECIAL FEATURE

All companies in the BCS-group create a synergy when it comes to port services.

“Our group of independent maritime and industrial companies complement each other and provide a wide variety of logistic port services, each with their own speciality,” Mr vercouteren said. Services include agencies, stevedoring, transport and chartering, maritime and industrial cleaning, international trading divisions and bulk cargo processing services. “For example, when our agents at Stt service a ship entering the port, they can contact their in-house colleagues at ZMc (Zeeland Maritime Cleaning) for cleaning service or BTZ (Bulk Terminal Zeeland) for lay-by requests.”

Creating a Synergy

All the companies in the BcS-group create a synergy when it comes to the port services, which is highly beneficial to vessels entering the port. “the one stop shop concept is not only a trend within the industry,” assures Mr vercouteren. “it is our way of truly servicing the industry with efficient planning and short communication lines. This is possible

Business Center Seaports The Business Center Seaports (BCS) group consists of full-service agency STT, ZMC (Zeeland Maritime Cleaning), OSR International, Bulk Terminal Zeeland, and Zeeland cruise Port.

because we are all located in the same building.” Unburdening the clients is the main focus at BcS. For example, the agents at STT have the ability to act quickly and apply suitable all-round solutions, especially in cases of emergency. “in such cases we can adapt quickly and work effectively together, all with our own expertise to make sure we do all we can to minimise the risks.”

Multi-Modal Hub

With the ports of vlissingen and terneuzen as their main hub, BSC also provides service to surrounding ports of Antwerp and

ZMC Zeeland Maritime Cleaning delivers a complete package of services ranging from maritime and industrial cleaning, waste management and oil spill clean-ups. For all cleaning activities ZMC uses experienced, certified specialists combined with 24-hour availability offering exceptional service. Cleaning Services Originating as an expert in maritime cleaning services, ZMc ensures comprehensive cleaning inside-and-out of sea-going vessels and barges using vacuum trucks and highpressure equipment. ZMC also offers industrial cleaning services on land for the

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petrochemical industry and tank storage, using similar techniques to those used in the maritime field. Waste Management ZMC’s experienced and certified staff are fully licensed for national waste collection and cleaning activities. ZMC collects and transports a variety of ship waste and industrial waste to authorised processing facilities. From fuel remains to septic waters or chemical waste to garbage, ZMC handles all collection and transport using their own vessels or vacuum trucks.

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SPECIAL FEATURE

All companies in the BCS-group create a synergy when it comes to port services.

Creating a Synergy

Multi-Modal Hub

With the ports of vlissingen and terneuzen as their main hub, BSC also provides service to surrounding ports of Antwerp and

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SPECIAL FEATURE

OSR International As a founding member of the Calamity Service Zeeland, ZMc coordinates and sources the proper material for the removal of oil spills. the company providing the products to effectively and quickly respond to oil spills is called OSR International and is available 24/7. They offer expert advice, product training and products such as absorption materials, oil booms, skimmers and spill kits that can be shipped worldwide. OSR Internationalâ&#x20AC;&#x2122;s product range and experienced staff allows them to advise on resources and support to efficiently prepare for and respond to oil spills.

Zeeland Cruise Port Zeeland Cruise Port is one of the subsidiaries of BCS, due to its strategic position, this port is a strategically situated harbours in Northwestern Europe, which makes it an ideal cruise hub for scenic cruises. They offer cost-effective, customised day trips ranging from morning or afternoon trips to full-day packages.

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SPECIAL FEATURE

Bulk Terminal Zeeland With their strategic location, extensive network and proactive approach, Bulk Terminal Zeeland handles bulk, break-bulk and offshore activities, in addition to lay-by requests, repairs and cleaning projects, with their own complete custom clearance documentation service. The terminal has easy access from the North Sea, and offers highway access in less than 10 minutes. It also boasts an 8-hour shorter sailing time than to neighbouring ports of Rotterdam and Antwerp.

Our positioning is unique, with access to major economic centres.

Rotterdam. “Our positioning between Rotterdam and Antwerp is unique, with access to major northwestern european economic centres within a radius of 400 km,” says Mr Vercouteren. He adds, “With our excellent hinterland connections, the ports of vlissingen and terneuzen provide direct access to Europe’s inland navigation and rail networks.” With free access for both seagoing and inland shipping and congestion-free roads, BCS is proud to work as the specialist in one of the busiest routes in Northern Europe.

Customised Processing Bulk terminal Zeeland is specialised in discharging and loading of bulk cargo. With a variety of cranes available in addition to board-to-board cargo, they offer the right equipment for every solution. The terminal also has 6,000 square metre of storage warehousing and 35,000 square metre of open space available, providing all the room needed for storage, handling, processing and transhipment.

STT The agents at STT offer a wide variety of services drawing from knowledge and experience of national and international regulations. They also handle all documentation, custom clearance, certificates and inspections on a global scale, 24 hours a day, 7 days a week. As from April 2016, STT Forwarding will export and import cargo and waste for and on behalf of their clients.

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Reliable PoRt GeaR

Advanced Object Detection KhoRFaKKan ContaineR teRminal (KCT) – loCaTed in The indian oCean aT one of GulfTainer’s uae-based ConTainer Terminals – equipped all of their twenty ship-to-shore cranes with siCK’s lms511 and flexi soft port equipment. The robust gear is used to prevent any collision between the boom and the vessel, with sensors placed on the boom to signal a dangerous situation developing at the terminal.

uring anchoring, multiple ship-to-shore cranes operate on a vessel at the same time to minimise the offloading period. While the cranes move sideways to change position relative to the various container stacks, they often come in close proximity to each other. furthermore, in order to reach all stacks, cranes often have to move their boom very close to the ships’ structure. To prevent any collision between the boom and the vessel, sensors are placed on the boom in order to indicate a 3 6 | P I 2 0 1 6 | Vo l um e 5 | Issue 1

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dangerous situation and/or to stop the movement of the crane if necessary. reliability is a major requirement for such anti-collision systems, especially in harsh operating conditions.

Exceeding All Expectations

The very robust lms511 2d laser scanners were used in combination with the flexi soft safety controller, a first of its kind for this application in the ports industry and known as advanced detection (aod). by

using cyclic test commands to the scanners and monitoring their detection response via alternating switching outputs, especially through the long reach moveable cable, a high degree of diagnostic coverage could be provided. The functionality and reliability tests came out well above expectations, and free of any glitches, because of the simple installation coupled with the time-of-flight technology of the lms511 and flexi soft diagnostics.

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Reliability is a major requirement for such anticollision systems, especially in harsh operating conditions.

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PORT A UTOMATION & ELECTRONICS

Reliable Measurement Data

To prevent any collision between the boom and the vessel, sensors are placed on the boom in order to indicate a dangerous situation and/or to stop the movement of the crane if necessary.

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The scanner continuously measures the flow rate without making contact – regardless of weather conditions and the condition of the material. intelligent additional functions, such as measurement of the loading position and level, and belt monitoring prevent damage to the machines and conveyor belts. This is a definite benefit when optimising the flow of goods and efficiently controlling conveyor belts. The scanner can combine time-of-flight data with the belt speed to generate a reliable volume flow signal, regardless of the bulk material’s properties or weather conditions. aside from calculating total quantities and mass flow, the scanner can monitor the operation of the conveyor belt without coming into physical contact with it and promptly gives warning of any belt slippage. The integrated center-of- gravity calculator can be used to detect uneven loading of the bulk material and avoid excessive belt wear. its tough industrial housing is well suited to

harsh operating conditions. an integrated heater also ensures safe operation at low ambient temperatures. discrete signals as well as ethernet TCp/ip can be used to connect the measuring system to a host communication system.

Safety Functions

The flexi soft safety controller offers a range of main modules, expansion modules, motion control modules, and gateways that can be used to create a customised, efficient solution for any safety application. flexi soft makes it possible to network overlapping safety functions in modular machines and integrate these into the standardised system controllers. The license-free flexi soft designer configuration software offers intuitive programming, rapid commissioning, and continuous monitoring. in addition, the entire configuration can be easily documented in multiple languages. i. www.sick.com

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TesTing Quayside Bollards

Safe Working Loads Much has Been wriTTen aBouT The growTh of ship sizes and The iMplicaTions for porTs and TerMinals. new porT reQuireMenTs include larger cranes, longer and deeper BerThs, wider approach channels and turning basins. one thing that gets taken for granted is the bollard capacity for safe mooring practices. Exclusive for Port Industry, Bollard Load Testing (BLT) – a wholly owned subsidiary of Tyne and Wear Marine – shares the outcome of its recent (potential) bollard failure research.

LT found that organisations have not been forthcoming about bollard failure, as there isn’t an easy solution to the problem other than the expensive and dangerous practice of using tugs in an effort to simulate a bollard pull. Jeff Main, Managing Director of BLT says, “Our extensive research and development led to the in-house manufacture of equipment that is now providing a cost effective solution to test the safe working load of bollards, something previously not available.”

Greater Risk

The time has come for the marine industry to focus more on the safe working load of

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bollards and their potential failure that can lead to financial cost, injury and even death. BlT’s research demonstrates that safe mooring practices are increasingly asked for by ship owners. The process starts before a ship enters a port for mooring, with the question being whether or not the bollards have been tested, and if so, to what specific load? It is envisaged that this is a trend that will increase as ship owners focus more on safe working conditions.

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Bad Examples

In Sweden, a bollard catapulted 80 metres into the back of a parked vehicle.

In November 2015, BLT was informed of three catastrophic failures where a bollard violently separated from the quay. The first failure took place in Sweden, where a bollard catapulted 80 metres into the back of a parked vehicle. Another failure took place in the UK, where a bollard failed and was launched 200 metres into an RNLI building, narrowly missing a window where workers were situated inside. Another incident took place in the UK, when a cruise liner broke free after a mooring line failed and caused excessive load on a bollard where numerous mooring ropes had been secured.

Testing Technology

BlT’s breakthrough technology uses equipment with a powerful hydraulic cylinder and specialist rope to recreate conditions that are equivalent to 120 metric ‘pull’ tonnes or more. The fully calibrated

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system allows for the standardised testing of bollards by replicating the various forces and movements, which may be experienced when used to moor a vessel. It is safe, practical and easily deployable BLT can simulate spring lines at various angles up to 20 degrees, and other permutations depending upon how the rope is attached to a bollard giving a great deal of confidence in the bollard and surrounding structure. All data is captured on video and digitally recorded to include the load, gps location and then relayed back to base in order to provide safe working load test certificates for the client.

Bollard Movement

During testing experience so far, BLT has not seen any occurrence of catastrophic failure with a bollard separating from the quay but they have detected movement. Generally speaking, the only time a catastrophic failure would occur is when a bollard has been

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cracked and this has not been identified in the preliminary visual inspection that takes place before actual testing. it is a challenge for BlT to understand someone questioning the testing process and presenting a barrier to such pro-active actions. When posed with the question: “what happens if one of our bollards is ripped from the ground under a test situation and fails?”, BLT’s response is be grateful bollard failure has not led to injury or death. It is far better to have a bollard fail under test situations where responses can be controlled. In a best-case scenario, and the bollard fails when attached to Dyneema rope, which has less than 3% ‘snapback’ the bollard will not ‘catapult’ violently from its position as in the examples cited previously.

Raising Awareness in Europe

Since research began in 2012 and the oﬃcial launch in 2015, BLT has actively worked towards raising awareness for (potential) bollard failure. BLT has carried out testing in a variety of locations and it is interesting to note that organisations are reluctant to publicise the fact that they are having

bollards tested. Even though this is a demonstration of sound health and safety practice, organisations have kept such procedures hidden. The promotion of organisations adopting good mooring practice, and increasingly working toward providing a safe haven for vessels often coming into unfamiliar ports is important. as more failures are reported due to the increasing size of vessels, changing weather conditions – severe storms and wind conditions due to global warming – it is becoming increasingly obvious that the industry should now be testing bollards on a regular basis. BLT will continue its research and analysis of bollard failure cause and effects and to share this information with industry. In addition, they will actively lobby for change regarding health and safety requirements of testing the SWL of bollards. The question is whether or not bollard testing should be mandatory. However this question has not been raised by a uK Member of european parliament.

Strong Forces The forces experienced by bollards are considerable, magnitude may be up to 2,000kn (200 tonnes plus) with even larger bollards used as supplementary mooring in storm conditions. Bollards may experience multiple forces from any direction within 180 degrees of the quayside. Mooring lines will be used to limit movement caused by combinations of surge and other motions. The vertical component of the force may vary substantially by: different types of vessels moored, vessel draught changes in ballast or cargo weight, surging away from quay by wind, water, current or tidal conditions and passing vessel movement (ship draw).

i. www.bollardloadtest.com

BLT’s website provides further information, including a published BlT Technical paper and short Video using scaled 3D BLT equipment Model.

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worldâ&#x20AC;&#x2122;s most AdvAnced port iceBreAker

Power, Propulsion and Automation ABB will provide the power, AutomAtion And turBochArging cApABilities for the most AdvAnced port icebreaker ever built. It will maximise fuel efficiency and manoeuvrability by including four Azipod thrusters adapted for the tough ice conditions and DC Grid system to distribute energy effectively.

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eter Terweisch, Group Senior Vice President, Process Automation commented, “ABB’s marine applications are at the forefront of the icebreaking market with our process automation technology now central to the world’s most advanced icebreaking vessel. We are very pleased to be able to deliver industry leading levels of efficiency and safety by providing so many ABB latest generation solutions on one vessel.” Integrated Power and Energy Management System and Marine Automation System bring together main elements of the ships performance, such as power generation and propulsion, into a centralised system allowing for increased efficiency and safety.

Heavy Conditions

Two pairs of Azipod thrusters will be fitted on

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the bow and stern of the ship, which will be built by Vyborg Shipyard in Russia, all of which will be adapted to operating conditions. Mika Hovilainen at Aker Arctic, responsible for developing this unique vessel concept says, “The harbour icebreaker is a totally new concept especially developed for heavy harbour ice conditions with extensive thick brash ice. Having four Azipod units helps to take operability, manoeuvrability and ice management capability one step further. Along with ABB Marine and Ports, we continue to be at the cutting edge of icebreaking technology.” The thrusters will be equipped with powerful electric motors (3mws each). One of the crucial benefits of Azipod propulsion is that they turn 360 degrees, allowing the ship’s crew to manoeuvre

the vessel to operate stern or bow first. In addition, the vessel will benefit from ABB’s onboard DC Grid system, which has many advantages. It provides space and weight savings while minimising noise and vibration. It also allows diesel engines to run at variable speeds, rather than one fixed speed, which is important when managing ice conditions. This flexibility can also cut fuel use and emissions.

Beyond Efficiency

The icebreaker’s Wärtsilä 31 engine will be fitted with Power2 800-M, the most advanced two-stage turbocharging system in the industry enabling high performance. The turbocharging system will further enhance fuel efficiency and also flexibility of operations. With a lowand high-pressure stage, it provides higher air pressure

ratios, up to 12 from 8 in the previous generation. Compared to a single-stage turbocharger operating at 65-70% efficiency, Power2 800-M goes beyond 75% efficiency, the only system currently available across the large engine industry with this capability. It responds to the need for new marine engine technology to offer consistency of performance across conventional and newer marine fuel options. This application will demonstrate the advances in efficiency and power density now available for four-stroke engines operating across a wide range of load profiles and facing added demands of emissions legislation. i. www.abb.com

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Photo courtesy of Henk Honing

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remoTe conTrol aT Jebel ali PorT

Continuing Investment The largesT marine Terminal in The middle easT, Jebel ali PorT in dubai, is conTinuing To grow and exPecTs To be able To handle 22.1 million Teu by 2018 as expansion continues. Terminal 3, which opened at the end of 2014, is now getting up to Operations at Jebel Ali port.

full speed. Work has begun on the first phase of Terminal 4 at the port, which acts as a multi-modal hub offering sea, air and land connectivity.

ebel Ali Port is the flagship facility of DP World’s portfolio of over 65 marine terminals across six continents. Strategically located in Dubai, the port is at the crossroads of a region providing market access to over 2 billion people, with over 90 weekly services connecting more than 140 ports worldwide. Jebel Ali port was the brainchild of Sheikh Rashid. It was the world’s largest man-made harbour when completed in 1979 and it was geared towards industrial development, soon attracting major aluminium, gas and cement projects. Redwan Ahmed, DP World’s Head of Investor Relations, said, “Because we moved out here to Jebel Ali we had the capacity to grow to become the largest port between Singapore and Rotterdam. This is the largest port in the Middle East and in terms of volume we are in the top ten in the world.”

Delivering Efficiency

Jebel Ali Port’s container terminals are currently equipped with a total of 23 berths and 78 cranes to handle the world’s largest

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Inside the control room at Jebel Ali Terminal 3.

container vessels. Recently, the port received the Magleby Maersk on its maiden visit to the region. The 18,270 TEU capacity vessel is a Triple-E class vessel with an overall length of 399.2 metres, equivalent to four football fields. Mohammed Al Muallem, Senior Vice President and Managing Director DP World, UAE Region, said, “Receiving and handling the Triple-E Magleby Maersk is a milestone for DP World and Jebel Ali Port which is capable of handling the world’s biggest container ships, delivering efficiency that simply can’t be achieved elsewhere. The port is future-proofed to handle developments in the industry.”

same time. It also currently utilises nineteen quay cranes that are among the largest and most technologically sophisticated in the world. All of the automated rail mounted gantry cranes can be remotely operated from the quay’s operational command centre. Terminal 3 is expected to increase the annual capacity of Jebel Ali by 4 million TEUs and further decrease congestion and load times. Mr Ahmed commented, “We plan to add a lot of capacity over the next few years. Jebel Ali has the advantage that you can move cargo from air to sea and sea to air without any paperwork through the Jebel Ali free zone.”

Entering the Free Zone

Next Level Operation

Terminal 3 has an 18 metre draft and it gives Jebel Ali the ability to handle more of the new generation mega vessels, and as many as ten Ultra Large Container Ships at the

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The first phase of the new Terminal 4 will add capacity worth 3.1 million TEU by 2018. This capacity will be achieved with thirteen ship to shore (STS) cranes and 35 automatic

stacking cranes (ASC), all equipped with automation and remote control solutions from ABB. The operation concept of Terminal 4 will be similar to that of Terminal 3, which commenced operations last year with its 50 Automated Rail Mounted Gantries (ARMGs). However, with Terminal 4, DP World will take another step in remote operation. All STS and stacking cranes of this terminal will be operated from a control room located away from the quay of the terminal. “DP World’s new concept of placing the control room within the port area but outside the terminal with increased distance between the cranes and the control room, is what we see as the next level in remote operation. This concept simplifies the security procedures for crane operators since they can reach their control stations without going through security control

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required for entering the terminal,” said Fred Hoonaard, Group Vice President of ABB Ports.

The first phase of the new Terminal 4 will add capacity worth 3.1 million TEU by 2018.

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State-of-the-Art Automation

“Investments in state-of-the art automation systems and remote control in our terminals together with increasing capacity reinforces Jebel Ali’s position as a leading trade hub and gateway to the whole region. With the concepts and technologies we have chosen to deploy, we are building facilities that meet the requirements of our customers and their new mega ships,” said Mr Muallem. The communication between the terminal and the control room is compliant with safety-classified communication requirements and ensures that a crane operator is able to perform real-time and time critical process control functions at all times. “In spite of the increased distance, remote operation is performed safely,” Mr Hoonaard added. “We are building capacity to accommodate more of the world’s largests container ships at one time, and to improve the efficiency of the region’s supply chain,” said Mr Muallem.

Heavy Dredging

Jan De Nul has been a key contractor in the ongoing work at Jebel Ali port. The company has carried out dredging of the first basin as part of a maintenance campaign to bring it back to its original depth level. Bert Drofmans, Project Manager for Jan De Nul Dredging said, “The port was built in the 1970s and it was dredged to 11.5 metres at that time. We have deepened it again to 11.5 metres and deepened the middle of the basin to 14 metres. We also created an extension of Terminal 3 and right now we’re working on Terminal 4. The master plan for the port is to create maybe six or seven extra terminals in the long run, so this is one of our big projects.” Jan De Nul has the Zheng He cutter suction dredger working on the project, as well as the Queen of the Netherlands which has been contracted from Boskalis. “The terminal we are working on at the moment is 2 km wide and dredged to a depth of 18 metres. Each quay wall is 2 km long,” added Mr Drofmans. Nothing goes to waste, as spoil from the dredging is used to reclaim the land for the terminal. i. www.dpworld.ae

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World’s First Marine Wireless Charging and Mooring ConCept

Combining

Strength Wärtsilä and CavoteC Will jointly develop the World’s first

Combined induCtion Charging and automatiC mooring ConCept. the new project’s integrated system will be capable of transferring more than 1 mW of electrical energy. This is some 300 times more than that of current chargers used by electric cars.

he sustainable concept eliminates the cable connection between the vessel and shore through wireless charging, thereby securing and facilitating safe connections and disconnections. It also reduces maintenance since wear and tear to physical connection lines is eliminated. Similarly, damage to electrical outlets caused by seawater, snow and ice is also avoided.

Power Transfer

Wärtsilä has developed a wireless charging system based on inductive power transfer. Cavotec provides automated mooring systems for various types of vessels, as well as shore power and reel systems. by combining the strengths and expertise of the two companies, an integrated wireless charging/mooring concept is to be

Vacuum pads connect the charging station to the vessel.

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A pier mounted charging station provides safe and secure connections.

developed for use in Wärtsilä’s ship designs. Peter Rogers, Director Power Products, Wärtsilä Marine Solutions, says, “During recent years, wireless charging has been introduced for cars, buses and trains. Wärtsilä has now made this also possible for marine vessels. The agreement with Cavotec will enable this technology to be delivered as an integrated charging and mooring system.”

Vacuum-Based Technology

The mooring system is a vacuum-based automated mooring technology that eliminates the need for conventional mooring lines. Remote controlled vacuum pads recessed into, or mounted on the quayside, moor and release vessels in seconds. “This is an exciting project and we are delighted to be partnering with Wärtsilä to make shipping cleaner, safer, and easier. The envisioned integrated wireless charging and mooring system will further the marine industry’s environmental profile,” says Ottonel Popesco, CEO of Cavotec Group.

developing battery/ hybrid technology for marine vessels. By making wireless charging of ship batteries possible, the electrification of coastal shipping is enhanced, resulting in major reductions in harmful exhaust emissions. Wärtsilä has already launched an innovative ferry concept featuring wireless induction battery charging. i. www.wartsila.com i. www.cavotec.com

Environmental Challenge

The environmental challenge has been the starting point for Wärtsilä’s work in

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smm-hamburg.com

the leading international maritime trade fair

53°

ham‘ 47“ N, 9° 58 ‘ bur g 3 3“ E

setting a course 6 – 9 sept 2016 hamburg

visit smm-hamburg.com/trailer to watch the SMM trailer

5 sept

maritime future summit

6 sept

global maritime environmental congress

7 sept

international conference on maritime security and defence

8 sept

offshore dialogue

9 sept

maritime career market

facebook.com/SMMfair

DR_SM_AZ_229x303_001Seitex1von1 1 People.indd 52

linkedin.com/company/smmfair

twitter.com/SMMfair #SMMfair

youtube.com/SMMfair

27.01.16 11:00 29-02-16 13:37

6 11:00

People Lasse Eriksson

John L. Garrison, Jr.

Roy Merryweather

Liz Coutts

Vice President, Digitalisation

Chief Executive Ofﬁcer

General Manager Business Dev.

Chair

appointment at

Dr. Lasse Eriksson, has been appointed as Vice President, Digitalisation as of 1 December 2015. He will report to Cargotec CIO Soili Mäkinen. Before joining Cargotec, Lasse Eriksson worked in Konecranes Plc as Technology Program Manager. “Lasse will have a critical role in leading Cargotec’s digitalisation initiatives and supporting our businesses in building their digital capabilities further,” says Soili Mäkinen.

Terex Corporation named John L. Garrison, Jr. Chief Executive Oﬃcer and President eﬀective 2 November 2015. He will also become a member of the Terex Board of Directors. Mr Garrison joins Terex from Textron, Inc. where he served as President and CEO of their Bell Helicopter Segment. “John is a proven leader with considerable experience across a variety of industries,” said David Sachs, Terex Lead Director.

PD Ports welcomed on board a new General Manager Business Development, Roy Merryweather, as part of its growth plans to generate further new business in the Company’s bulk handling operations at its North-east based port, Teesport. In his new role Roy is responsible for developing supply chain solutions for customers importing and exporting dry bulk cargo; bringing with him over 15 years’ experience specialising in steel and forest products sectors.

The Ports of Auckland Board has voted to appoint Liz Coutts as Chair, eﬀective from 7 December 2015. Ms Coutts is the ﬁrst woman to chair the Ports of Auckland Board. Ms Coutts has extensive experience in governance and executive roles in major New Zealand companies, including time as Chief Executive of Caxton Group a vertically integrated pulp and tissue paper business.

Jacoba Bolderheij

Ralph Frankenstein

Hansa Heavy Lift

Yvonne van der Laan

CEO

New Managing Director

CARGOTEC

TEREX

PD PORTS

From left to right Luis Cavelier, Marcello Marano and Torben Ottermann

PORTS OF AUCKLAND

Industrial Director

appointment at

HANSA HEAVY LIFT appointment at

appointment at

From April 2016, Jacoba Bolderheij will be the new CEO of Port of Den Helder. For the past 5 years, Ms Bolderheij operated as Commercial Manager with one of the fastest growing deep sea ports in the Middle East: SOHAR Port & Freezone in Oman, a joint venture of the Oman administration and Port of Rotterdam. Ms Bolderheij, “I look forward to working for Port of Den Helder. Now is the time to eﬀectively align with all stakeholders and capitalise the port’s growth potential.”

A change of management at CTD Container-Transport-Dienst with previously Head of Sales at CTD Ralph Frankenstein as new Managing Director. Klaus-Dieter Peters, Chairman of the Supervisory Board at CTD and Chairman of the Executive Board of Hamburger Hafen und Logistik AG (HHLA) said, “We are delighted to be able to appoint Mr Frankenstein, such an experienced and expert Managing Director at CTD.”

PORT OF DEN HELDER

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CTD

Hansa Heavy Lift is continuing its global expansion program with new offices in Brazil and the United Arab Emirates (UAE) and with the appointment of a new commercial agent in Colombia. The new office in Rio de Janeiro, Brazil is headed by Marcello Marano, Business Development Manager, while the office in Dubai, UAE will be managed by Torben Ottermann. The global tramp shipping line has also appointed 3 Oceans SAS as its agent in Colombia, based in Cartagena and headed by Luis E. Cavelier, General Manager.

appointment at

PORT OF ROTTERDAM Yvonne van der Laan is the new Director of Process Industry & Bulk Goods at the Port of Rotterdam Authority. Ms Van der Laan has over 20 years of experience in the petrochemical industry. As of 2000, she served in various positions for SABIC at the business units Hydrocarbons, Chemicals & Intermediates and PolyPropylenes.

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PORT A UTOMATION & ELECTRONICS

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Driving EfficiEncy AshorE

Power Management ThE DEmAnD from ships for onshorE powEr AnD infrAsTrucTurE cApAciTy is ExpEcTED To grow significAnTly in ThE yEArs To comE. This growTh poTEnTiAl cAn bE unDErsTooD Through A look AT how rEcEnT hisTory hAs created the circumstances prevailing in ports today. furthermore by examining the trends that are expected to increase the demand for onshore power and considering how technology, managed by a suitable systems integrator, can provide onshore power solutions that will future proof ports in terms of capacity, safety, flexibility and profitability.

A Digital Era

A common sight at today’s marinas is yachts connected via umbilical cables to onshore power pedestals that provide services such as electrical power, internet, cable Tv, telephone and water which the vessels can use without having to run their onboard engines. These services allow the yacht’s living space to serve essentially as luxury hotel accommodation for its passengers during its time in the marina. Such power pedestals can offer solutions for these applications that are sophisticated as well as marinegrade and IEC-compliant. Digital electricity metering keeps track of services consumed, and the marina operator can remotely monitor this consumption. Circuit protection features can include both miniature breakers and rcbos; meaning customers are protected from www.p o r t - i n d u s t r y.c om

Eaton def.indd 55

leakage current and ground faults, which are always of major concern in marina environments. lv and mv electrical switchgear products and systems are equally prevalent on much larger scale installations, for container ships, passenger liners or other vessels up to megaship size. ships like this typically consume up to 100mw power while at sea, which is generated by engines running on diesel or other fuel. They will also need 10mw power, available 24/7, while at port to maintain refrigeration, HVAC, lighting, catering, security and other services. This ‘in-port’ power cannot be so easily provided by diesel engines, because the levels of sox, nox and co2 pollution they emit mean their operation is prohibited in many ports.

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Attractive Onshore Option

Ship owners therefore have three possible solutions. They can install scrubbers to ensure diesel emissions remain within legislated pollution limits, convert their engines to run on Liquefied Natural Gas (LNG), or rely on onshore electrical power while in port. Onshore power can be expensive, tempting some owners to invest in diesel scrubbers. However this is not always a simple task, as the scrubbers must comply with the different regulations imposed by every port authority that a ship visits. Converting to LNG has its attractions, as the fuel emits only CO2 and is seen as being ‘greener’; an important point today for the operator’s brand image. They can claim that their vessels are operating in green mode at all times, even when far out at sea. However the cost of converting to LNG, especially on older vessels, is often considered to be prohibitive.

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Overall, onshore power remains the chosen option for many – and increasingly, it is not even an option. Ports in California and many other parts of the US already insist on the use of onshore power, and its use will become mandatory within the EU area from 2025. This is specified in the Directive 2014/94/EU on the deployment of alternative fuel infrastructures. Installations should particularly be placed in ports where air quality limit values are exceeded or where there are concerns about the high levels of noise nuisance.

Drivers for Growth

The period between 2000 to 2007 saw intense shipbuilding activity that led to an overcapacity in the world shipping market. Then in 2008 recession set in and trade fell to an extent that impacted shipping operators severely. New orders were cancelled and existing vessels were laid up to eliminate the cost of running them idle. Production of

marine equipment was also reduced. Today, with the economy recovering, activity is increasing in the ports, and some are already finding themselves under pressure even before future factors for growth have had time to take effect. The search for improved operational capability and profitability without compromising safety is on. One factor affecting demand is the increasing popularity of electric ships, where diesel engines mechanically coupled to a drive shaft running through the vessel are replaced by gensets that can power an electrically driven azimuthing propeller and rudder system. The space saved by eliminating the drive shaft can accommodate possibly 200 extra people and a large number of cabins, in turn increasing demand for resources from electrical power to baggage handling while in port. Electric ships can also be more ‘green’, with reduced fuel consumption and emissions.

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PORT A UTOMATION & ELECTRONICS

Mega Trends

There is also a trend going forward for building larger ships. A megaship can have the same carrying capacity as three smaller vessels without needing three times the crew or fuel consumption. Larger ships create a demand for more onshore services, from cranes and machinery to power capacity and distribution. They also require higher voltage distribution grids, with full protection and control systems adaptable to the energy demand in the various duty cycle asset requirements. The trend for operational cost optimisation has also led to reduced manning; creating more complex tasks that must be automated even in port. As older vessels are scrapped, the newer designs coming on line are being built to more stringent safety standards, with redundancy built into propulsion, steering, navigation and other systems. One example of these new regulations is the IMO’s Safe return to port (srtp) requirement, which is mandatory for passenger vessels built after July 2010 that have a length of 120 metres and above. srtp requires that all vessels should be able to return at port after a casualty and provide all persons on board with basic services. The number as well as size of ships is set to increase as shipping routes evolve due to different factors. Increased use will be made of the suez canal following improvements to the waterway. global marine Technology Trends, a collaborative report prepared by Lloyds Register, QuinetiQ and the University of Southampton is forecasting new routes to Japan and other parts of Asia by 2030. The populations of both China and India are also expected to grow, creating a demand for more shipping routes and traﬃc. These factors indicate a future where ports have much higher densities of cranes and conveyors, together with significantly increased electrical power capacity. These congested environments call for significantly more stringent safety requirements. The challenge for port operators is to meet these while maximising the opportunity for 24/7/365 profitable activity created by these future scenarios.

party suppliers. Eaton offers LV and MV switchboards and (Ac and Dc) vacuum circuit breakers, which are cleaner, safer and more sustainable than the sf6 types. in the European region, where 50hz onshore supplies must be integrated with onboard 60hz power, Eaton upss can be adapted as frequency converters up to 3mvA, and mv frequency converters can be configured in collaboration with third-party manufacturers. Eaton can also advise on the trolleys essential for handling the large and heavy power cables, and manoeuvring them into position for connection to a ship at berth. Additionally, they provide the automation systems and software to handle the

connection between the onshore and shipboard power systems-and the UPS systems to protect the automation hardware. overall, integrators that use Eaton products can help port operators achieve a safer, more sustainable and profitable working environment, even as ports become more congested and demand more power. Eaton’s engineers at locations around the world can ensure that these products integrate successfully with one another and with third party equipment, while also complying with local safety and environmental legislation. i. www.eaton.com

Eaton offers LV and MV switchboards and (AC and DC) vacuum circuit breakers, which are cleaner, safer and more sustainable than the SF6 types.

Safe, Proﬁtable and Sustainable

manufacturers such as Eaton can contribute considerably to this success, both through their products and their advice to third

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Organized by:

05-07 September 2016

Time: 10am to 1pm and 4:30pm to 8:30pm Oman International Exhibition Centre Muscat, Sultanate Of Oman

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For Enquiries and Information, please contact:

Mr. M. Ali, Project Manager • +968 9392 5713 marketing@muscat-expo.com

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TAKING THE NEXT STEP

Meet the Team AT PORT INDUSTRY Account Manager

FOR ITS FIFTH CONSECUTIVE YEAR, PORT INDUSTRY HAS BEEN PROVIDING READERS WITH UP-TO-DATE CONTENT ABOUT THE LATEST TECHNOLOGY AND INNOVATIONS shaping the world’s largest port trade hubs and regional players. In 2016, we will be taking this one step further by dedicating each issue to one of the major current themes the industry is facing.

The second issue of the year is our BreakBulk Europe Special. Here we will provide an allinclusive trade show preview, highlighting important exhibitors and latest news. The September issue of Port Industry is our Logistic Systems Special, outlining noteworthy logistic projects, expert insights and recent innovations. In our ﬁnal issue of the year, we will focus on a Mega Ports Special as the world gears up for growth with these massive projects. Read everything about the ports, suppliers, specialists and challenges in Port Industry.

You can be a part of our upcoming issues and reach over 15,000 industry decision makers with our worldwide coverage via the print and web accessible digital editions at www.ynfpublishers.com/ port-industry. We look forward to hearing from you,

T +31 118 473 398 E anoeshka@ynfpublishers.com E rob@ynfpublishers.com

Rob van Akkeren’s core focus is on developing and maintaining relationships with maritime companies in the port industry. Mr Van Akkeren has excellent communication skills and demonstrates great enthusiasm in all his working activities. “Need help profiling your business or services? I can offer you lucrative business opportunities!” Do not hesitate to contact him for special editorial offers combined with supporting advertising or more information.

Editor Anoeshka Maaskant is the editor for Port Industry and is also a great point of contact for external companies and clients. Ms Maaskant, “I plan to stay on top of what’s happening in the industry to identify the news and trends that aﬀect the supply chain. I hope to highlight the hardworking individuals and companies that may be overlooked elsewhere – and not just the ones that everyone is already reading about – for me, those hidden gems are the best stories to tell.” So do not hesitate to send through your port related press releases and news items to editors@ynfpublishers.com.

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and send us your contribution for issue 2 before the following deadlines: Editorial: 25 March 2016 Advertising: 15 April 2016

ct:

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Port Industry

OUTFITTERS PAGES APM Terminals Opens Expansion

The expanded multi-purpose distribution centre, called Aqaba Logistics Village (ALV) in Jordan, will serve the Levant Region and beyond with easy access to Red Sea shipping calling Jordan’s primary port. The newly completed ALV Phase 2 facility includes 13,000 square metres of multi-purpose warehousing alongside 40,000 square metres of open yard. ALV Phase 2 has been designed to allow the flexibility of handling a wide variety of cargoes as regional and international trading patterns continue to evolve in the Middle East. ALV’s developed land now encompasses 24 hectares with an additional 20 hectares of area expected to be developed within the next two years. i. www.apmterminals.com

Next Generation Securing Systems MacGregor and Maersk Line – who have had a cooperation within securing systems since the container ship sizes started to grow from feeder sizes to the present ultra-large container ships – will develop the next generation container securing systems. “We are very happy to be able to extend our cooperation in the development of our container securing systems,” says Leif Byström, Senior Vice President, Cargo Handling Division, MacGregor. “I am convinced that this will benefit both parties, as the ship sizes continue to grow with increasing efficiency requirements.” i. www.macgregor.com i. www.maerskline.com

Inflatable Survival Platform Salvare Worldwide introduced the Mini-Pod, a lightweight, easily deployed, auto-inflating life saving platform designed to enable personnel to easily remove themselves from an immersion environment. The device combines the latest technology, with proven research to solve the age old problem of surviving critical hours before rescue comes; problems of quick deployment, hypothermia and visibility. The Mini-Pod could also be used as a boarding aid as it is a stable enough platform to help the survivor board which ever vessel is rescuing them. Because of its compact size, the MiniPod can be deployed to survivors within a very accurate range, it auto inflates and will always inflate the right way up. i. www.salvare.co.uk

Project Cargo Network Launch New Blog Project Cargo Network, group of heavy lift specialists, has launched a new online blog. The blog oﬀers visitors the chance to browse case studies and updates on the latest projects from over 220 specialist members situated in more than 100 countries, as well as the chance to post comment and share ideas and opinions. PCN President/CEO, Rachel Humphrey commented, “We are very proud of the strong companies that we have on-board and are delighted to be able to oﬀer this additional platform to show visitors that they are the top in their field. Our new blog is a great way of engaging with the industry and sharing the experience of our experts from the project cargo and heavy lift world. We look forward to adding useful and interesting articles over the coming months.” i. www.projectcargoblog.com

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Clarity on Container Weighing Regulations The World Shipping Council (WSC), the TT Club, the International Cargo Handling Coordination Association (ICHCA), and the Global Shippers’ Forum (GSF) jointly released a new Frequently Asked Questions (FAQ) document to address issues arising from the new container weighing regulations due to take eﬀect globally on 1 July 2016. The FAQs have been developed by the industry coalition in response to numerous questions from shippers, carriers, forwarders, and terminal operators about the steps they must take to ensure successful implementation of the new regulations. This initial FAQs document seeks to clarify how the SOLAS container weight verification requirements will function in various situations. i. www.ichca.com/container-weighing

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Port Industry

OUTFITTERS PAGES Transas VTMS for Visakhapatnam Port The Visakhapatnam Port – located on the east coast of India between Chennai and Kolkata – selected Transas as its VTMS provider. Being one of the most important hubs in South Asia, the Visakhapatnam Port is currently undergoing a modernisation and expansion plan. The VTMIS from Transas will be integrated with the Port Operation System (POS) and existing sensors including X-band Radar, six CCTV cameras and an AIS Base station. It will be also enhanced by two new VHF stations supplied by Transas. The main VTS operator workstation will be equipped with three monitors to display marine traffic and a video from CCTV cameras. The second operator display unit will be installed at the ERP unit. i. www.transas.com

Maritime Simulator Centre In line with the expansion of the port of Burgas, the city of Burgas opened a new simulator centre for maritime training in the region. VSTEP was selected as maritime simulator supplier and has delivered and installed a DNV certified Class A Nautis Full Mission Bridge Simulator with 240° projection view at the facility, as well as an instructor station and debriefing area for after action review. The full mission bridge simulator will provide training for ship handling, ECDIS and bridge team training in compliance with the latest IMO requirements and model courses. To guarantee the quality of the professional training courses at the new Burgas training centre, a cooperation was started with VSTEP and the Naval Academy in Varna, who will provide professional maritime instructors to assist and evaluate students training on the simulator and will also train the City of Burgas employed instructors to operate the simulator autonomously. i. www.vstepsimulation.com

Generation C Range for Asia Pacific Konecranes unveiled the Generation C series of lift trucks to its south-east Asian Pacific customers. The new C-series spans the entire Konecranes product range of lift trucks (i.e. 10-65 tonnes fork lift trucks, container lift trucks and the full range of reach stackers). The C series lift truck includes a completely new driver’s cabin with first-in-class features to enhance safety, comfort and productivity. The C series also boasts increased reach stacker lifting performance, an enhanced Truconnect remote monitoring system and improved engine performance. The generation C lift trucks are already hard at work in the European and North American fleets. i. www.kclifttrucks.com

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Alternative Energy Supply

The German Federal Ministry of Transport and Digital Infrastructure (BMVI) granted Becker Marine Systems a notification for funding the alternative supply of energy to ships at ports. As a result, the special containers, LNG PowerPacs, will be deployed aboard container ships. The LNG PowerPac is a compact unit the size of two 40-foot containers, intelligently combining a gas-powered generator with an output of 1.5 Megawatts and an LNG tank in a limited amount of space. Once a container ship is moored, the first thing is to place the LNG PowerPac on board via the port terminal’s locally available, standardised loading equipment (such as gantry cranes, ship-to-shore cranes, van carriers) to provide energy to the onboard power supply during the vessel‘s layover at port. Compared to operation of the ship‘s auxiliary engines, this represents a decisive reduction. i. www.becker-marine-systems.com

Robust Cranes for Indian Ports Terex Port Solutions (TPS) has, within a short period, significantly expanded its business with diesel-electric Terex Gottwald harbour cranes in India. Since mid-2014, seven customers have ordered a total of ten cranes from TPS. Here in the second most populous country in the world, highly robust machines for professional handling of bulk materials in 4-ropegrab design with a long service life are particularly in demand. These include seven Model 6 mobile harbour cranes in the G HMK 6407 B variant and two Model 4 mobile harbour cranes in the G HMK 4406 B variant. In addition to the mobile harbour cranes that are either already in operation or will start working soon, TPS has received an order for a Model 7 portal harbour crane in the G HSK 7432 B variant. With these latest sales TPS will have delivered almost 40 Terex Gottwald harbour cranes to India. i. www.terex.com

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

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.

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.

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

cheMeTALL B.v. IJsselstraat 41 5347 KG Oss The Netherlands T +31 (0)412 681 888 e ampak@chemetall.com I www.chemetall.com Ampak cathodic protection is a product group within the surface

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

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

nIcoverken MArIne servIces Bv Algerastraat 20 3125 BS Schiedam The Netherlands T +31 (0)10 238 0999 f +31 (0)10 238 0988 e info@nicoverken.nl I www.nicoverken.nl

contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment. In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems. Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. We are capable of crankshaft grinding. Our service is 24/7 worldwide!

PTr hoLLAnd B.v. Dintelweg 107 3198 LB Rotterdam The Netherlands T +31 (0)10 714 4945 f +31 (0)181 262 813 e info@ptrholland.com I www.ptrholland.com contact: Joris J. Stuip From the early days PTR’s core business has been the manufacture of a full range of rope ladders using wooden, metal-alloy and synthetic steps. Jacobs or Monkey ladders are produced, but the main production is the manufacture of PTR Pilot Ladders to the all-important MED certification. PTR, under the supervision of Bureau Veritas, was one of the first manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED 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

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YELLOW & FINCH PAGES 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.

ShuTdown ConTrol B.V. Nijverheidsweg 6 3381 LM Giessenburg The Netherlands T +(31) 183 820257 F +(31) 183 820258 E info@shutdowncontrol.nl Contact: Bertil Elffers Shutdown Control BV is an independent professional services company which provides the following services: • HAZMAT Team • Oil Spill Response • Incident Management & Clean Up • Shutdown Management • Dangerous Goods Management & Handling • Cleaning Services • Maritime Salvage and other services where specialised experience is needed. The company is based in the Netherlands but operates world-wide for specialised assignments. Our experience for excellence is founded upon one of our core principles which is to ensure the highest standards of integrity, safety and expertise are offered to our clients on a personal and professional basis.

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

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I www.terneuzenportservice.nl Your contact for ship maintenance and trouble shooting; • General ship repairs • ULD hatch cover test • Hatch cover repairs • Pressure testing of fuel tanks • Preservation of engine rooms • Anchor and chain connections • Aluminium and stainless steel welding • Dealer for Ivegor multi putty; www.puttyputty.nl • Technical support/ super int. assistance

Next Issue

Main Themes G.J.worTElBoEr Jr. B.V. Quarantaineweg 5, 3089 KP Rotterdam P.O. Box 5003, 3008 AA Rotterdam Harbournr: 2637 The Netherlands T +31 (0)10 429 2222 F +31 (0)10 429 6459 E info@wortelboer.nl I www.wortelboer.nl Every now and then anchors and chains must be replaced, so we understand your need for quality and speedy delivery. Wortelboer has what you are looking for. Our enormous stock of anchors and chain cables of all sizes and diameters in both our Rotterdam and China ports gives you the certainty that we can deliver the required materials very quickly and to any port in the world! All our materials are approved by any of the well-known class societies such as LRS, BV, RINA, DNV/GL, ABS and RMRS. Do you have problems with finding the right anchors? Could you use a hand while fitting anchors and chain cables aboard your vessel? We are more than happy to help you with it. Wortelboer has been a reliable partner in the shipping industry for more than 50 years. And that is why our customers keep coming back for more. Do you need anchors and chain cables? Come to WORTELBOER.

Safety & Security Special Breakbulk Europe 2016 TOC Hamburg 2016 Focus on German Ports

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PI 2016 | Vo l u me 5 | I s s u 29-02-16 e 1 | 6 3 13:57

02-03-16 14:30

Word from tHe ports

Photo courtesy of Port Pictures.nl

Dick Visser from Dynamar.

High waves - deep troughs... Words by DIRk VISSER

Nonetheless, the very big ships are there or ... are a factor of daily (shipping) life, which can are being built. They will stay around for some be relatively easily managed if there is a balance 25 years and foremost: they have to be stevedored between the two. That was not entirely the case now. Perhaps Rotterdam will only realise later the last year. High waves occurred on the supply side decisive lead it has once more gained on other of the liner shipping business, such as the delivery of 63 Ultra Large Container Ships (ULCS), capable of European main ports by the development of two carrying 10,000 or more standard containers (TEU). almost excessively automated container terminals at its equally exclusive reclaimed Included were nineteen mega Maasvlakte 2. large monsters with a carrying capacity of more than 18,000 A ship earns her money in TEU. ULCS offer a superior the water. Therefore, carriers economy of scale, increasing demand their mega vessels to with their container capacity, be loaded and discharged at a ... if they are full. The effect It was demand that landed rate of minimum 6,000 moves decreases as the price of oil per day (24 hours). It will falls. into a deep trough. take some time before APM Terminals II and Rotterdam It was, against the World Gateway (in future ECT Delta too) with their expectation of many, demand that landed into a remotely-controlled crane automation will be able deep trough. The year started with forecasts of up to deliver. to 6% growth of the global container trades. This Then, Rotterdam will, more than ever, be the was one reason why no less than 120 ULCS were container carriers’ nautical and operational port ordered last year, of which, hold your breathes, of choice. That said, there is a tiny detail to be 61 were larger than 18,000 up to even 21,000 TEU. fulfilled too: the cargo must be booked, time and At the end of the year it appeared that growth again… had stalled at just under 1%. And despite Europe’s ongoing economic recovery, direct prospects do not look particularly rosy.

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PI 2016 | VOLUME 5 | ISSUE 1

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