Port Industry, Vol.3 No.3

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Raising Their Game PREPARING PORTS FOR POST-PANAMAX VESSELS

LARGEST SALVAGE JOB EVER SPONSONS FOR COSTA CONCORDIA

Taking on the Big Shots SHORT SEA SPECIALIST PORT OF MOERDIJK

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05-09-14 13:53

Publisher’s note

Post-Panamax Perspectives

ROB VAN AKKEREN | BUSINESS DEVELOPMENT MANAGER ROB@YNFPUBLISHERS.COM

I’VE RECENTLY BEEN READING DREWRY MARITIME RESEARCH’S REPORT ON THE PEAK IN GLOBAL CONTAINER VESSEL NUMBERS. THE SITUATION IMPACTS ON OUR PORTS IN A NUMBER OF INTERESTING WAYS. According to the report, the number of container vessels in operation globally has declined during the first half of this year – the first time there has been a fall in two decades. The reduced number of ships in action is a symptom of the continuing economic difficulties facing international trade and of the alliances increasingly seen between shippers. However, at the same time as vessel numbers are reducing, capacity is heading in the opposite direction – with a 6 percent rise over the corresponding period – leading to a state of over-capacity currently.

The reason for this, of course, is the rise of ever-larger vessels, such as Maersk’s Triple-E Class, ten of which, out of 20 ordered, are now operational. These Goliaths have posed a range of challenges for ports, not least of which is the issue of congestion.

Vessels fully loaded to post-Panamax capacity require a far greater area for the unloading of cargo than their predecessors.

One solution to this, for those operating smaller container vessels at least, is to select a smaller port, not utilised by the larger container vessels. Often these ports have a number of advantages to offer, such as closer proximity to the hinterland and lower volumes of traffic on the road networks they connect to.

We feature one such site in this issue, the Dutch port of Moerdijk.

Read more about this on pg 44.

The infrastructure that the larger ships are calling into play is also forcing port-based operations to move with the times.

Post-Panamax vessels require larger cranes, for example. An interesting solution for this comes from North American company, Global Rigging & Transport (GRT). The company have preempted the need for larger cranes and produced a lifting frame to facilitate modification of existing cranes to serve larger vessels.

You can read more about this on pg 10.

The sheer volumes associated with larger-scale container transport also necessitate faster, smoother unloading of cargo, which has facilitated the rise of automated STS cranes. In this issue of Port Industry we take a look at how ABB have developed an ergonomically-minded remote control room for such cranes, promoting safety alongside efficiency. You can read more on this on pg 34.

Enjoy the issue.

ROB VAN AKKEREN

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contents Port Industry ISSUE 3

DUTCH PORTS

32 Lashing & Strapping – Increasing Efficiency 44 Taking on the Big Shots – Short Sea Specialist

2014

24

26

HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

13 Chain Reaction – Rising to Dockside Challenge

16 Largest Salvage Job Ever – Sponsons for Costa Concordia 24 Mighty Prowess – World’s Most Powerful Reach Stacker 34 Remote Control – Ergonomic Working Environment 48 Dynamic Duo – Cranes Give Zuidnatie a Lift 58 Against the Tide – Sany Sets Sights on Europe

48 16

MARITIME LAW

22 Checking the Print – Clauses in Contracts

42 North Sea Vessel Detentions – New Labour Laws

PORT DEVELOPMENT & LNG

26 Keeping the Faith – Developing Trilogiport 28 Editor’s Picks – Liquefied Natural Gas (LNG)

38 Construction Commenced – Third Cruise Terminal Arises 52 New Heavy-Lift Logistics Solutions – RoRo in 2014 PORT EQUIPMENT

10 Raising Their Game – Post-Panamax Ports 47 Record Handling – Investments Pay Off

56 Ask the Right Questions – Choosing the Best Tyres On the Cover

REGULARS

1 Publisher’s Note 4 News in Brief 60 Outfitters Pages

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

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The advent of post-Panamax container vessels has posed a range of challenges – a fully loaded vessel requires a larger area for the unloading of cargo than its predecessors.

Consequentely, for both the big players as well as the smaller operators, specialisation is the key.

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PORT INDUSTRY

NEWS IN BRIEF FEATURE

Photo courtesy of Allseas

Pieter Schelte Chooses Rotterdam The biggest vessel in the world, the 382m long and 124m wide Pieter Schelte, is to be completed in the Port of Rotterdam – agreeded owner and designer Allseas and the Port of Rotterdam Authority recently. The plan is for Pieter Schelte to arrive in Rotterdam at the end of 2014. The vessel is intended for installing and removing topsides and jackets

of large offshore oil and gas platforms in a single lift – it can lift topsides of offshore platforms weighing up to 48,000t and jackets up to 25,000t. Final assembly of Pieter Schelte will take place in the Alexiahaven in the Port of Rotterdam, where the 65m long beams of the topsides lift system will also be installed.

Burchardkai Ready for 18,000TEU Ships Hamburger Hafen und Logistik inaugurated the berth 5/6 at its Container Terminal Burchardkai (CTB). The state-of-the-art container gantry cranes make it possible to handle ships with a capacity of 18,000TEU. The CTB is thus prepared for the latest generation of mega-ships.

Berth 5/6 is equipped with five of the most modern tandem container gantry cranes in the world. The new gantry cranes, from the Chinese manufacturer ZPMC, are designed for container ships with 24 transverse container rows. | Read more on port-industry.com

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THE LATEST SAM ELECTRONICS’ SAMCON HIGH-VOLTAGE ONSHORE POWER CONNECTION FACILITIES MEET STRICT CLEAN AIR REGULATIONS. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

Terminal RWG is Taking Shape Recently the ZPMC vessel Zhen Hua 14 transported both the rail cranes and Rotterdam World Gateway’s (RWG) last three deep sea quay cranes to RWG – the highly automated container terminal on Maasvlakte 2 that will become operational by the end of 2014. With the arrival of the cranes, the organisation has achieved another milestone. After unloading the cranes from the vessel, RWG’s quay will be occupied by, in total, eleven deep sea quay cranes and three barge/feeder quay cranes.

European Trade Up at Gothenburg

Singapore Port Expansion Project

The Port of Gothenburg 6-monthly report shows that European freight volumes strengthened during the first half of the year, whilst global container trade fell.

Around 30 percent of Swedish imports and exports pass through the Port of Gothenburg. Fluctuations in the economy are reflected very clearly in variations in freight flows.

RoRo traffic, which accounts for a large proportion of seafreight in Northern Europe, rose by 3 percent during the first half of 2014. Nevertheless, container traffic fell by 9 percent, with exports falling more than imports. In total, 424,000TEU were shipped via the Port of Gothenburg during the period.

The consortium consisting of Boskalis, Hyundai, Samsung, Penta Ocean and Van Oord have been awarded work associated with the expansion of the Singapore Tuas Mega Port development. The total contract value is EUR 582 million. It is expected that the majority of the 24.5 million m3 of sand required for this project will be supplied by long distance bulk carriers. In addition to the land reclamation work, the consortium will undertake dredging and construct 3.4km of quay wall. Work will last until late 2018.

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

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October

November

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

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PORT INDUSTRY

NEWS IN BRIEF Women in Sight at London Gateway DP World London Gateway has announced 50 new jobs at its South Essex deep-sea container hub port and has women firmly in its sights. The newly-opened international container terminal is looking for Terminal Operatives to operate a variety of hightech cranes and vehicles to move goods from ship-to-shore as well as support all other aspects of the terminal’s operations. Applications are invited equally from men but in a bid to encourage diversity and dispel myths that ports are not for women, DP World London Gateway wants women to take a fresh look at what the modern port has to offer.

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NEWS IN BRIEF Prime Minister Tours Liverpool2 UK Prime Minister, David Cameron, has visited the construction site of the major expansion project currently underway at the Port of Liverpool, which is being developed by Peel Ports. The GBP 300 million Liverpool2 investment programme will create the most central deep-water container terminal in Great Britain and will offer companies ship-to-door access to the majority of UK consumers. Mr Cameron said: “Liverpool2 will allow the biggest container ships in the world to unload their cargo via Merseyside. So many of the big container ships come into southern ports such as Southampton and Tilbury, yet so much of that freight is destined for the north of the country.”

David Cameron’s first visit to major expansion programme at Liverpool2.

Delivering Exceptionally Long Reactor Hansa Heavy Lift (HHL) Richards Bay successfully discharged two reactors at the Port of New Orleans, USA, at the beginning of August 2014. The cargo included one reactor weighing 830t with a length of 39m and another, with a weight of 405t and a length of 56m. Both reactors were delivered by barge and loaded waterside in Mumbai, India on board one of HHL’s P2-series vessels, equipped with two cranes that have a lifting capacity of 1,400t via dual cranes.

Maritime Research & Development MOU ABS and the Maritime and Port Authority of Singapore (MPA) signed a MOU to promote maritime research and development (R&D) and innovation. Over the next 5 years, ABS and MPA will collaborate on maritime R&D in the areas of alternative/clean fuel and developing resilient, next-generation port systems. Both parties will also commit to promote and share maritime thought leadership on technology. The ABS-MPA MOU covers R&D on resilient, nextgeneration port systems relating to the safety and security of new port facilities, and where processes have to be continuously and effectively assessed and updated.

South Africa’s Largest Local Shipbuilding Contract Transnet National Ports Authority has ordered nine new Voith Water Tractors (VWT) for use in several ports across South Africa, making it the largest local shipbuilding contract in the country. The VWTs will be built by South African Shipyards in Durban over the next 42 months. Eight of the tugs will be identical in construction with a length of 31m and a beam of 12.5m. Propelled by two Voith Schneider Propellers VSP 32R5/2652 with a power of 2 x 2,650kW they will have a bollard pull of 70t. The VWTs will be utilised for harbour towage in the ports of Saldanha Bay, Port Elizabeth, Durban and Richard’s Bay.

>> | Read more on port-industry.com

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

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PORT INDUSTRY

NEWS IN BRIEF First European Onshore Power Supply

Granted Permission for LNG Terminal

The Hamburg Port Authority has commissioned Siemens to build a turnkey onshore power supply at the Hamburg Altona cruise terminal. The system will supply electricity to cruise ships of all sizes and electrical system designs, allowing them to turn off their own diesel generators and reduce harmful emissions during their lay days. The first European onshore power supply system of this type has a capacity of 12 megavolt amperes and works with a patented, mobile robot arm designed specifically for the tidal range.

The Swedish Government has granted Skangass permission to build and operate a new LNG terminal within the harbour in Gävle, Sweden. The planned LNG terminal is an important part of the expansion of LNG infrastructure in Sweden and the Baltic Sea. The permission is given for a storing capacity of 30,000m3 LNG and a handling of up to 500,000t LNG each year.

Skangass aims at starting the construction work during 2015.

New Era for Maritime Transport

Freightliner Move to Teesport PD Ports announced a new rail service with Freightliner, which will result in an investment of over GBP 3 million in a new intermodal rail terminal at Teesport. The construction of a new, open access rail terminal by PD Ports commenced in July and once complete will welcome new intermodal connections from Teesport to Felixstowe and Southampton. Opportunities for the establishment of further new routes to Scotland, the Midlands and the North West are expected in line with market demand. The move to Teesport will increase the opportunity for containers to be moved by rail.

Freightliner will switch its existing services from Wilton to Teesport once the terminal is complete.

Dr. Katsoulakos of eMAR

A new era for global maritime transport is to be unveiled in June 2015. The European Commission adopted the report on the functioning of the Reporting Formalities Directive. The Directive aims to ensure that

by June 2015, vessels entering in, or departing from, EU ports will provide required information electronically via one single entry point – the National Single Window. Initiatives for the National Single Window implementation have been developed, of which the eMAR Project is an excellent example that combines technological solutions with research.

Dr. Katsoulakos, Technical Director of the eMAR Project, says the project is committed to commission efforts to harmonise reporting procedures from vessels.

<<

| Read more on port-industry.com

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

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PORT EQUIPMENT

We are well suited for this type of work and, believe me, we are up for a challenge!

Photo courtesy of Global Rigging & Transport

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PORT EQUIPMENT

GLOBAL RIGGING AND TRANSPORT PREPARING PORTS FOR POST-PANAMAX VESSELS

Raising Their Game “THE CONTAINER SHIPPING INDUSTRY IS UNDERGOING A LARGE TRANSFORMATION AND THE NEED TO RELOCATE, RAISE AND MODIFY CRANES TO IMPROVE PORT OPERATIONS has never been greater. This is great news for companies like ours – we are well suited for this work and, believe me, we are up for a challenge!” says Global Rigging and Transport (GRT) Operations Manager, Andrew Johnson, to Port Industry’s Ben Littler. Mr Johnson says the ports’ need to react is being driven largely by increasingly large vessels and alliances between container companies.

WORDS BY BEN LITTLER

W

ith the expansion of the Panama Canal and the growing trend of alliances between container shippers, many ports are preparing to handle larger vessels. “The combination of the two is a force that will have a ripple effect throughout the industry,” Mr Johnson states. GRT have pre-empted this situation, he says, and stand ready with a container crane lifting frame that modifies existing cranes to be able to handle the next generation of vessels.

A port crane being raised by GRT’s lifting frame.

Perfect Post-Panamax Preparation

Global Rigging & Transport Operations Managers, Andrew Johnson.

GRT specialises in the transportation, modification, erection and repair of container cranes and other material handling equipment.

The company’s lifting frame, perfect for facilitating the crane modification for the postPanamax generation, is able to raise the upper assemblies of cranes weighing as much as 1,800t, by as much as 10.7m.

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Photo courtesy of Global Rigging & Transport

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PORT EQUIPMENT the name suggests, the truss system, like the lifting frame, can be shipped inside standard containers.

However and wherever the modification is taking place, Mr Johnson says that GRT works in concert with the client. “We work very closely with the manufacturer and the port operator when delivering new cranes. It’s the same for relocation – when relocating existing cranes, on land or by water, we work very closely with the port, the designated engineers and warranty surveyors.”

Recent Past Experience

Photo courtesy of Global Rigging & Transport

GRT’s frame offers a range of advantages, as Mr Johnson explains. “The frame is easily transportable as all the components are designed to fit inside standard 40 foot containers, so they can are easily shipped anywhere in the world.

“On arrival the frame is assembled on the ground, then lifted into place in four large pieces. This reduces the labour requirements overall and dramatically reduces the risks associated with working at height.”

The frame design incorporates further safety measures in the form of a wind restraint system that can be fitted in areas prone to thunderstorms and micro-burst.

The restraint system is capable of resisting Category 1 hurricane winds up to 120mph.

Easy-to-Install

Additionally, Mr Johnson explains, Global Rigging developed the frame to utilise a container crane for assembly and installation – a neat solution that takes away the additional cost of using a mobile crane.

“The lifting frame is designed to sit on top of the landside and waterside sill beams.

Thereby, the weight distribution of the raising operation is not different to that of a working crane. All loads are driven through the gantry wheels of the crane rails on the dock, eliminating any load spreading materials or cost of raising systems such as towers or external frames,” says Mr Johnson.

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In-House Solutions

Mr Johnson allows that there are a few North American based companies that have the capacity to raise current container cranes to Post-Panamax levels. However, he says that GRT have a competitive edge. “We have in-house engineering, supervision and labour, with over 20 years of experience in the heavy-lift industry. We own and operate all our own equipment. Therefore, when we are awarded a project we do not rely on subcontractors for any portion of the work.

Having all services in-house allows us to be more competitive when bidding and performing on projects.”

Relocation Options

Methods applied to moving cranes at the ports vary, depending on circumstances. If it is possible, however, GRT would select to use one of their skid systems. “Skidding is the cheaper option, but the equipment we mobilise depends entirely on the structure of the dock and the area the client allocates for the modification to take place.

“If the dock is strong enough and the work area is directly behind the crane rails, we would use the skid gear. However, if this is not possible – usually when we have a lot of corners to negotiate – we will use our CTTS along with rolling equipment such as transportation dollies and SPMT.” The Containerized Transport Truss System has been designed to move cranes up to 2,000t without the need for disassembly. As

“We modified and relocated three cranes from the Port of Miami to Columbia. Miami needed to make room for four new cranes, so three of theirs went to a new start up port – Baranquilla Container Terminal.”

The role of container alliances was clearly visible in another recent piece of work. “We recently assisted a crane manufacturer in the delivery of two new cranes to the Halterm Container Terminal in Halifax, Nova Scotia. The terminal has expanded to accommodate larger vessels being used by existing clients and to accommodate alliances, with the larger vessels these will need to use.”

It doesn’t stop there. Mr Johnson says his company is experiencing a growing demand for its services currently as more and more ports deal with the issue of growing container vessels.

GRT just recently completed a project at the Port of Jacksonville Florida where they raised two container cranes 6.09m and extended the booms of each crane to accommodate larger ships calling on the port.

“At the moment we are bidding for six projects – ranging from two to eight crane raises – and know of four additional ports that will be looking for quotations in the near future. One of these projects will feature the raising of fourteen cranes.”

Where in the World

The frame, Mr Johnson says, can be applied to any container crane currently being used – anywhere in the world. “Most of the projects we bid for are in North, Central and South America, though we’ve done a few in Europe also. We’re aware of crane raising projects taking place in Singapore too. We can carry out projects anywhere in the world – we have offices in the US, Canada, Argentina, the Caribbean and are looking to expand into South East Asia and Africa.” i. www.globalrigging.com

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04-09-14 10:50

HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

SUPERENDURANCE CHAIN RISES TO DOCKSIDE CHALLENGE

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

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PORT MATERIAL HANDLING IS PRETTY MUCH THE TOUGHEST JOB YOU CAN THROW AT A LEAF CHAIN. ADD EXTREME HEAVY-LOADS TO A LIST OF CHALLENGES ALREADY ENCOMPASSING OPERATING in a damp and corrosive environment and the chain’s very survival is tested to the limits. FB Chain’s Managing Director Peter Church tells Port Industry how his company has come up with a solution aimed at reducing machinery downtime and at the prolonged extension of chain life.

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04-09-14 10:55

HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

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he UK-based company specialises in delivering components and products that enable forklift trucks, reach stackers and container handlers to do their job at ports, harbours and other freight terminals, effectively and for longer. One way of achieving this goal has been the development of a chain designed specifically to operate in a harsh maritime environment.

Under Pressure

Standard leaf-chains fitted to high-capacity port materials handling machinery need to be able to bear loads ranging anywhere between 5 and 80t. As an added challenge, use of spreader units and other attachments often places the chain under permanent tension, even when it is not actively involved in lifting – quite a challenge.

Step forward FB Chain with the SuperEndurance chain, designed to meet such demands in the most efficient way possible.

“The initial outlay and ongoing maintenance charges associated with leaf chains for port handling equipment are high,” begins Mr Church. “However, the losses incurred when a large piece of equipment is out of service due to chain failure are far greater.

“Our long-life SuperEndurance chain helps reduce fleet operating costs for all portbased applications, not only because users buy less chain but their equipment spends more time on the job.”

Stronger

… with test results like these, the SuperEndurance chain is an innovation that ought not be ignored.

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The FB SuperEndurance chain differs from standard leaf chain in that FB Chain have incorporated internal bushes into its design, to connect each pair of inner plates. The effect of this is to increase the tensile and compressive strength by ensuring maximum contact between the bearing plates and the bearing pin. The load is evenly distributed on the pin, greatly reducing one of the commonest forms of chain malfunction – the risk of the pin turning under heavy load.

SuperEndurance chains have been shown to have a 25 percent greater strength than the equivalent ISO 4347 construction leaf chain.

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

Longer Lasting

FB Chain have added features to the SuperEndurance chain gleaned from the automotive industry. One example of this is the incorporation of O-ring seals – a common enough feature in motorcycle chains, but never before seen in a materials handling chain.

The seals are assembled following the individual lubrication of each link hole. This process helps to keep the oil locked inside the chain between the bush and the pin – exactly where it is most needed. This helps to ensure the chain is an impressive 20 percent more wear-resistant than standard offerings.

Mr Church points out that this also reduces time spent caring for the chain. “Thanks to the O-ring seals, our SuperEndurance chain is practically maintenance free, reducing service costs and time. Lubrication is only required to keep the plates articulate and reduce noise as the chain runs over the pulley.”

The SuperEndurance chain, however, remains rust-free for over 500 hours. This sounds like a significant improvement as it stands, but to put it into perspective according to the company, that’s the equivalent of 5 years of operating in a realworld situation.

It’s little wonder then, that Mr Church is confident his product is worthy of serious consideration. “Because the FB SuperEndurance chain is relatively new to the market, we’ve yet to discover the true average service life – and hope not to for at least another 5 years – but with test results like these, the SuperEndurance chain is an innovation that ought not be ignored.” i. www.fbchain.com FB Chain’s Peter Church

Rust-Resistant

Being used at ports and harbour-sides brings a chain into regular contact with salt-water, potentially leading to rapid corrosion. SuperEndurance chains, however, are treated with a SuperShield coating that offers protection in much the same way as zinc coating does when applied to car underbody and brake housing components.

The coating is applied in a three-stage process: First the chain is pre-treated, then the anti-corrosion coating is applied and, finally, a top coat is added. The effectiveness of the SuperShield coating has been demonstrated after trials taking place in the FB Chain test cabinet.

Tried & Tested

In the test situations, the harsh environment of the dockside is simulated and the results are rather telling. After 12 hours the standard leaf chain often starts to show signs of rusting. A zinc coated example fares much better, lasting for around 70 hours prior to exhibiting the first stages of corrosion.

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04-09-14 10:55

HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

SPONSONS FOR COSTA CONCORDIA

Largest Salvage Job in Maritime History IN 2012 THE CRUISE SHIP COSTA CONCORDIA TRAGICALLY HIT ROCKS AND CAPSIZED IN FRONT OF THE HARBOUR OF THE ISLAND OF GIGLIO, ITALY, WITH THE LOSS OF 32 LIVES. OVER 500 WORKERS AND 30 VESSELS HAVE BEEN WORKING ON GETTING THE CRUISE SHIP READY FOR ITS RECYCLING OPERATION. BUT THE PARBUCKLING OF THE Costa Concordia remained an extremely complex engineering operation, which is why contractor consortium Titan Micoperi has called on the expertise of many of the industry’s main players. One of them, Dutch company Conquest Offshore, installed the sponsons that refloated the enormous ship. Just recently the wreck was handed over to the team responsible for its breaking and recycling after being safely docked in the port of Genoa.

Photo courtesy of Conquest

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

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he Costa Concordia is twice as big as the Titanic at 114,137GT and 290m in length, making this one of the largest salvage jobs in maritime history. The total salvage costs are expected to reach around EUR 1.5 billion. The heavy-lift work involved in this project needed some serious equipment. Conquest Offshore – a joint venture between Concordia Offshore, Paul van Es Holding and Zwagerman Offshore Services – worked over 3.5 months to install the sponsons, with their Crane Barge Conquest MB1, that refloated the Costa www. p o r t - i n d u s t r y.c om

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Concordia. Around twelve Conquest employees were on the barge but a much wider team, including divers, were working from the platform.

The relatively young company already had a proven track record of success in the marine and offshore industry, but the Costa Concordia salvage job – with the lifting and installation of the sponsons up to 850t and with no recorded downtime – is the affirmation of Conquest MB1 capabilities, making them very proud to contribute to the biggest salvage known to date.

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04-09-14 10:16

HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

Heavy Lift Crane Barge

The Conquest MB1 heavy lift crane barge with Spacelift MC 35000 DLS mobile marine crane is not only unique in its use of components, but in the way all the components came together. The Dutch product is electronically driven, whereby 30 percent of the energy is won back by a power recovery system when lowering the load. The modular-designed barge, outfitted with an operational six-point mooring system from ACE and accommodation modules suitable for 60 workers, is characterised by the revolving crane, the large and strong deck area and the very low working depth of 3.5m.

The barge deck area extends to 136 x 36 x 8m, it has a free deck space of 3,700m² for 9,000t of cargo and a permissible deck strength of 20t/m².

The fully rotating Spacelift MC 350000 DLS crane with Dynamic Load System (DLS) is mounted on a pedestal foundation with a self-supporting foot frame and associated fully automated heel/trim compensation system. The DLS has a maximum capacity of 1,400t and the counterweight is 450t.

Together with the base structure of the crane this generates enough moment of force to perform heavy lifts up to 24,000t.

The crane is not integrated into the barge’s structure, but has a movable foundation placed on deck with 32 specially designed and patented clamps with elastic damping and is therefore moveable.

Photo courtesy of Conquest

Lifting Sponsons

Equipped with a complete ballast system (8,000m3/h capacity) which is a fullyautomated anti-heeling system, the sophisticated rotating crane was tasked with lifting nineteen sponsons into position on the Costa Concordia’s sides – fifteen on the starboard side and four on the port side – after the ship had already been successfully put in upright position. The sponsons are filled with seawater and then emptied during the refloating operation to lift the vessel.

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w w w. p o rt-i n d u s tr y. co m Photo courtesy of Conquest

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04-09-14 10:16

HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

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www. p o r t - i n d u s t r y.c om Photo courtesy of Conquest

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04-09-14 10:16

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www.liftal.com

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04-09-14 15:05

HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

Photo courtesy of Zwagerman

The DLS, designed to improve the load capacity of the crane, has a 1,000t capacity and the counterweight of the crane is 450t.

The DLS consists of four hydraulic jack cylinders on the back of the crane which are placed with bogies on an 18m-diameter ring. The cylinders pull when a load is lifted and push when the crane is stationary to balance the counterweight. Together with the base structure of the crane, this generates enough to perform the heavy lifts.

This crane design reduces the ring bearing moment and minimises the wear and tear on the bearing. This is a unique feature.

Other crane features include a 63m heavyduty main double boom (with additional 12m hoist beam) or up to 130m as a single boom. Boom length was adjustable according to the lifting requirements.

The main hoist has two 630kW winches (90m/min) together generating a lifting speed of max. 1.5m/sec while the two boom hoist wires and two main hook wires are 44mm x 1,600m. The swing system is powered by 8 x 22kW motors operated through 2 x 2 x 2 x 2 left-right switch basis with a swing speed of 1°/sec, giving a 360° rotation speed of 6 minutes.

Without the 360° feature, the Costa Concordia job would have been close to impossible.

The crane is powered by two Caterpillar D3508 diesel engines. www. p o r t - i n d u s t r y.c om

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The Final Tow

After the lifting operations, the Conquest MB1 was towed to a nearby port and put on standby while the Costa Concordia was towed to Genoa.

The cruise ship was supported by the sponsons on either side, accompanied by a convoy of auxiliary vessels, travelling at an average speed of around two nautical miles an hour.

After a 4-day journey from Giglio the Costa Concordia has been handed over to the team responsible for its breaking and recycling after being safely docked in the port of Genoa. Ownership of the vessel was transferred from Costa Crociere to Italian engineering group Saipem and Genoa ship repairer San Giorgio del Porto for the start of a recycling operation that is expected to take 22 months. The Italian Prime Minister, Matteo Renzi, was in Genoa to follow the docking of the ship at a specially prepared berth close to the port’s Voltri Terminal Europa.

Photo courtesy of Zwagerman

i. www.conquestoffshore.com i. www.concordiagroup.nl i. www.vanesholding.com i. www.zwagerman.com

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05-09-14 12:14

MARITIME LAW

AN EXPERT’S LOOK AT LAW AND JURISDICTION CLAUSES IN SHIPBUILDING CONTRACTS

Check the Small Print

Photo courtesy of Port Pictures.nl

CONTRACTS AND LEGALITY CAN BE A MINEFIELD FOR THE UNINITIATED, ESPECIALLY IN THE MARITIME INDUSTRY WHEN CONTRACTUAL ARRANGEMENTS OFTEN CROSS INTERNATIONAL BORDERS. HERE, GIJS Noordam of Ten Holter Noordam law firm in the Netherlands gives the benefit of his experience on implementing a Law and Jurisdiction clause as the first principle in any contractual undertaking.

WORDS BY GIJS NOORDAM

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ost maritime and shipping contracts contain a so-called Law and Jurisdiction clause. However important the contract itself may be, this is always the first clause that I look for if a client asks for my advice.

A Law and Jurisdiction clause lays down what law will govern the contract and who will decide possible disputes under the contract.

Choosing a certain legal system and the venue for dispute resolution may have a decisive effect on the outcome of a potential contract dispute.

Which Law?

But let us first look at the situation that may emerge if the parties have not taken

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up such a clause in their contract. Generally they will not be happy with such an omission because, before coming to the actual dispute it has to be decided what law governs it and which court is competent to hear it. Although there are local, European and international rules of law by which one can determine the law to apply (Private International Law), different outcomes are possible. The same applies for the competent court as mediation or arbitration will not come into the picture. The methods of Alternative Dispute Resolution have to be agreed upon between parties. This is still possible after the dispute has arisen

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04-09-14 09:08

MARITIME LAW

We lawyers love quibbling on preliminary issues like these and you will find that reflected in our bills. but one can imagine that the parties, already heated by their dispute, will not show great willingness to agree easily on this. So my advice is: if you wish to save costs and energy you better take up a Law and Jurisdiction clause. We lawyers love quibbling on preliminary issues like these and you will find that reflected in our bills.

No Free Lunch

So, you are negotiating a shipbuilding, chartering or stevedoring contract and both parties are satisfied with the commercial conditions. You arrive at the question of what other

made available by the industry itself. This sounds fine but as there is no such thing as a free lunch you will find, as the ordering party of shipbuilding, chartering or stevedoring services (the Principal), that the industry will typically stipulate the most favourable contract conditions to its own advantage.

And why not? The shipbuilder, owner or stevedore will have to deliver a ship or a service to the Principal who generally only has to pay for it upon delivery and much can go wrong under these types of contracts. Suppliers of materials for the vessel may not deliver in time or within specification, a ship may be delayed for its charter due to bad weather or the quay of the stevedore may still be occupied by another customer.

Striking a Balance

Gijs Noordam of Ten Holter Noordam.

clauses are necessary to complete your transaction and a Law and Jurisdiction clause should certainly be a part of this.

In the maritime industry this is made easy as many contracts are negotiated on standard forms that are

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So the parties will have to find a balance between their mutual rights and obligations but if it concerns a standard form it will be an uphill battle for the ordering party. One can possibly overcome this by using one’s own purchase conditions, but you will immediately appreciate that you have a “battle of forms” looming before you. A service provider will not easily accept such purchase conditions taking preference over his own standard conditions, potentially

resulting in a stand off.

Turning back to the Law and Jurisdiction clause: if the parties are domiciled in the same country – jurisdiction as we lawyers like to call it – it stands to reason that the law of that country will govern the contract.

Nevertheless most legal systems offer the possibility to apply another system.

The advantage of this may be that one may evade certain local rules of law that are less favourable. As an example: in appointing local agents, shipping lines would rather stipulate English than Dutch law to apply to the agency contract as English law has a more restrictive interpretation of the European Directive on Agency Contracts. This allows exclusion of goodwill compensation upon termination of the agency.

Third Party

If the parties are domiciled in different jurisdictions it may be difficult to decide which law should apply: that of the service provider or that of the principal?

Usually the service provider has a good argument in saying that he is to deliver the ‘characteristic performance’ under the contract and that this is better done under his own law.

If the parties in different jurisdictions cannot agree on the law of either party a solution may be to apply the law of a third country, so an English and a Dutch party

agree, for instance, on the application of German law.

But this of course poses the problem that neither party will know what this will entail unless a German lawyer screens the contract.

Another problem will be that if the parties would agree to have their disputes decided by an English or Dutch Court the honourable judges of those Courts are usually not acquainted with German law. They will in most cases solve this by ordering the parties to produce opinions under German law or appoint an expert on German law.

Contract Bible

This brings us to the question how and where one would like possible disputes to be decided. One can go to a (state) court or agree on arbitration, which both have their advantages and disadvantages. In the maritime industry arbitration is preferred.

The English Legal Head of a Dutch towage company recently said to me: “Yes, under Dutch law a contract can be simple as most things are already extensively written down in the Dutch law books, but I prefer an extensive contract under English law.

Then I just look in my ‘contract bible’ and don’t have to worry about what is written in all those law books.” I must be honest – he has a point! i. www.tenholternoordam.nl

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05-09-14 09:40

HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

WORLD’S MOST POWERFUL REACH STACKER

Mighty Prowess KONECRANES AND ITS DANISH LIFT TRUCK DISTRIBUTOR, NC NIELSEN, ANNOUNCED THE DELIVERY OF THE WORLD’S MOST POWERFUL REACH stacker. In June NC Nielsen delivered a 100t capacity reach stacker to Jutlandia Terminal in Esbjerg, Denmark. The terminal is using the reach stacker to handle and transport blades and other components for wind turbines.

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he machine was tailored by NC Nielsen from a standard Konecranes reach stacker. These powerful machines have a 9m wheelbase and come equipped with a lifting hook and foldable hydraulic support rolling wheels that enable the machine to cope with the extremes of a 100t load.

Most industrial applications of the 100t reach stacker are in the wind turbine industry where one blade can weigh up to 96t.

Customised to Perfection

The 100t reach stacker was made according to the customer’s specifications. Three other 100t machines have been produced previously: two units for Blue Water Shipping in Denmark, one in Esbjerg and one in Aarhus, and the third unit was manufactured for Per Aarsleff and was delivered to Beirut, Lebanon to www. p o r t - i n d u s t r y.c om

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handle 100t concrete blocks in the construction of port extension.

Mr Per Jensen, Terminal & Stevedoring Manager at Blue Water Shipping says: “Assembling wind turbines on an industrial scale is challenging, working with reliable equipment is essential.

The Konecranes 100t reach stacker helped us to assemble and commission the turbines in record time.”

Konecranes is known for its lifting businesses, serving a broad range of customers, including manufacturing and process industries, shipyards, ports and terminals. With over 11,800 employees at 600 locations in 48 countries, they provide productivityenhancing lifting solutions as well as services for lifting equipment and machine tools of all makes. i. www.konecranes.nl

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04-09-14 08:59

PORT DEVELOPMENT & LNG

DEVELOPING TRILOGIPORT

Keeping the Faith FOLLOWING PREVIOUS INVESTMENTS IN THE BEVERDONK CONTAINER TERMINAL AT GROBBENDONK, BELGIUM, DP WORLD TOOK OVER ALL SHARES IN THE CONTAINER terminal Trilogiport at Liège Port from Euroports. With this, the international terminal operator takes full responsibility for the development of the container terminal. DP World thus confirms its confidence in Belgium as a logistics hub and base for the hinterland.

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iège Trilogiport is managed by the autonomous Liège Port and equipped with a container terminal and logistical areas. The development of the port is part of the plan of the Walloon Government to make Liège a logistics hub. EmileLouis Bertrand, DirectorGeneral of the Liège Port Authority explains: “DP World supports our strategy to connect Antwerp and Rotterdam to Germany and France via Liège.” The project, set to be completed in 2015, is expected to create more than 2,000 direct and indirect jobs in the long term.

Support by Global Players

The development of the container terminal is promoted by major international players. Joost Uwents, CEO WDP: “When global players such as DP World invest in something it is always based on a wellthought-out strategic longterm decision and this creates confidence. By investing in the logistics parks with water access, we avoid the need for extra transportation and offer our clients the possibility to fully use the multi-modal opportunities that exist in Liège.”

D.L. Trilogiport Deutschland/ w w w. p o rt-i n d u s tr y. co m

04-09-14 09:09

PORT DEVELOPMENT & LNG

The development of Liège Trilogiport in 3D.

Cetim will develop 30ha of logistics areas, and Warehouses De Pauw will develop a 10ha logistics park adjacent to the terminal. All these developments on the platform will cost around EUR 115 million. Furthermore, it should also be noted that the Wallonia region has invested in the platform and the construction of the bridge that links it to the motorway.

Work is already well underway on the project: the platform is due for completion in October 2014, while the bridge is scheduled to be finished in October 2015.

Hans-Jörg Simon, CEO for D.L. Trilogiport Deutschland: “We www. p o r t - i n d u s t r y.c om

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share with DP World the belief in the benefits that the development of Trilogiport will bring. The accessibility by truck, rail and barge is unique in the region. Our customers are looking for a reliable and high quality service and we are convinced that DP World will offer this.”

Benelux Expansion

For DP World, involvement in the project is a logical step in the right direction regarding their expansion in the Benelux and presence on the Albert Canal – one of the most important traffic routes for multi-modal transport from and to the Port of Antwerp as

well as an alternative to the increasing amount of traffic on the motorways.

Since the end of 2011, DP World has been operating the Beverdonk Container Terminal in Grobbendonk. With the operation of two terminals, at the beginning and the end of the canal, synergies can be achieved in terms of the optimisation of barge transport and provision of appropriate solutions for customers.

Rob Harrison, CEO DP World Antwerp: “In this way, we can immediately bridge the gap from the Port of Antwerp to the Walloon region and subsequently to the rest of

Europe. There are also environmental benefits in using the canal, taking lorries off the road and reducing carbon emissions.” i. www.dpworld.be

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05-09-14 09:41

7 PORT DEVELOPMENT & LNG

Editor’s Picks for

Photo courtesy of Yellow & Finch Publishers

Liquefied Natural Gas (LNG) The world of LNG is evolving, formerly the preserve of large-scale seagoing vessels and large bunkering and regasification plants, it is also finding a place amongst smaller vessels and facilities. LNG fuel offers less emissions, reduced noise levels and competitive prices. Port Industry’s Anoeshka Maaskant takes a closer look at the different LNG developments in the industy.

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Dutch Distribution LNG SAFETY PROGRAMME

In the Netherlands, The National LNG Platform is pushing LNG. ‘The Green Deal LNG’ iniviative aims to have at least 50 inland shipping vessels, 50 sea-going ships and 500 trucks using LNG by 2015. This is why the Ministry of Infrastructure and the Environment set up a national LNG Safety Programme together with TNO and other organisations. This is a 2-year research programme aiming to remove legislative obstacles such as permit applications. Requesting a permit goes beyond a single legislative

issue. In its Decree on External Safety Constructions (BEVI) the government set out the limits for granting permits. TNO undertakes pragmatic testing and research, gathering information that will enhance risk management in terms of design and incidents.

Now the industry is supporting the research that will be the foundation for the desired law and regulations. i. www.tno.nl i. www.nationaallngplatform.nl

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08-09-14 10:09

PORT DEVELOPMENT & LNG

Photo courtesy of Port of Zeebrugge

First Seagoing LNG Bunkering Vessel WORLDWIDE LNG BUNKERING The partnership between Mitsubishi Corporation, GDF SUEZ and NYK aims to develop the LNG bunkering market worldwide.

Resulting in a joint order of an LNG bunkering vessel — the world’s first LNG bunkering vessel with the aim of providing LNG to vessels.

The Port of Zeebrugge offered the partnership full cooperation in the realisation of this project. The operation will make use of a large scale LNG bunkering vessel with a capacity of 5,100m³, the first of its kind in the world to go into full-

scale operations. The vessel will supply and sell/deliver LNG to LNG-fuelled vessels operating mainly in the North and Baltic seas. This LNG supply and sales business will initially be targeted at LNG-fuelled car carriers operated by United European Car Carriers. In a second stage the business will target other LNGfuelled vessels operating in the North and Baltic Seas.

Sustainable Fuel Mix RENEWABLE FUEL VISION

The Renewable Fuel Vision – De Duurzame Brandstoffenvisie – describes an ambitious but realistic plan to achieve a sustainable fuel mix for the mobility sector. The Dutch SER Energy Agreement that comes with it said that in 2030, CO2 should be reduced to 25 megatonnes CO2. Over a hundred players from industry, civil society organisations, governments and

research institutions formed a joint vision in regards to the fuel mix. This converted over the next 6 months, to a range of public and private actions. For the shipping (short sea and inland) industry LNG is the most promising option, in addition to sustainable biofuels and efficiency measures, such as replacement of ship diesel. i. www.energieakkoordser.nl

i. www.portofzeebrugge.be

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Editors Picks def.indd 29

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04-09-14 11:06

PORT DEVELOPMENT & LNG

Substantial LNG Discount

SAVINGS AT THE PORT OF GOTHENBURG Ships powered by LNG can expect a substantial reduction in the port tariff when they call at the Port of Gothenburg. LNG-powered ships receive a discount of 30 percent when they call at the port. The discount will apply until December 2018. In one year alone this would represent a substantial saving for ships that call at the port on a regular basis. The discount will

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come into effect in 2015 and will continue for four years. The aim is to induce more shipping companies to switch to cleaner fuel. Preparations are currently being made for the construction of a terminal at the Port of Gothenburg that will supply both shipping and industry with LNG. i. www.portofgothenburg.com

Clean & Silent Fuel

STORAGE & BUNKER FACILITY AT EEMSHAVEN GDF SUEZ, Gasunie, Vopak, the Energy Valley foundation and Groningen Seaports are working on the introduction of LNG as a cleaner fuel for trucks, trains and ships in the north Netherlands, Germany and along the entire international Wadden Sea coast.

A cooperation agreement was signed for the development of an LNG storage and bunker facility at Eemshaven. The LNG that will be distributed from Eemshaven originates from Gasunie’s Gate

terminal and Vopak at Rotterdam’s Maasvlakte among other places, where large seagoing vessels deliver the fuel. Gate terminal stores and regasifies it for onward transportation to destinations in the Netherlands and beyond. They expect to be able to refuel the first ships with LNG at Eemshaven at the beginning of 2015 using a mobile facility. i. www.groningen-seaports.com i. www.energyvalley.nl

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PORT DEVELOPMENT & LNG

Photo courtesy of DNV GL.

Saftey for Small Scale LNG Stations JIP FOR STANDARDS & GUIDELINES In order to better understand the consequences of an accidental LNG release, DNV GL has been asked by the industry to initiate a Joint Industry Project (JIP). It will be run in collaboration with E&P companies and LNG market stakeholders. Other E&P and energy companies still have time to join the project. DNV GL has already made steps to harmonise LNG bunkering operations by launching a Recommmended

Practice which provides guidance on how LNG bunkering can be undertaken in a safe and efficient manner. Mohammad Ahmad, Project Manager, DNV GL said: “This JIP will contribute to the development of rigorous safety standards and guidelines for small scale LNG bunkering and filling stations.” i. www.dnvgl.com

Technical Solution for Fuel Gas Handling UPGRADED WÄRTSILÄ LNGPAC Wärtsilä’s latest LNG development involves an upgraded version of the Wärtsilä LNGPac, a fully integrated fuel gas handling system, and improvements to the coveted Wärtsilä Gas Valve Unit (GVU). It comprises a complete system for LNG fuel handling, which, when introduced, included the bunkering station, the LNG tank and Tank Connection Space with the required process equipment, the heating media skid, and the control and monitoring system. It is a unique system that has proven to be a valuable enabler of LNG fuel for marine applications with more

than 20 LNGPac systems in operation or under construction.

By upgrading the system into a more compact and technically advanced version, safety and reliability will be enhanced, while the capital and operating expenditures (CAPEX & OPEX) will be reduced. The new system has fewer moving parts, and therefore less maintenance is required.

Furthermore, the compact design and advanced integration of components makes installation at the shipyard faster and easier. i. www.wartsila.com

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DUTCH PORTS

VAN DER VLIST INCREASES EFFICIENCY

Lashing & Strapping DURING A TIME OF INCREASING GLOBALISATION AND WITH MORE AND MORE CARGO BEING SHIPPED OUTSIDE EUROPE, THERE IS A RISE IN INTERNATIONAL TRANSPORTATION VIA WATER AND RAIL. AND WHILST CONTAINERS ARE BEING SHIPPED WORLDWIDE THEY may well be exposed to severe conditions on their journey. But the lack of certifications or standards when it comes to strapping and lashing in containers, makes it impossible for transport specialists to educate their employees according to restricted rules. Heavy transport specialist Van der Vlist took matters into their own hands to ensure that their cargo will be safely and securely strapped to prevent damage and will stack as efficiently as possible.

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DUTCH PORTS

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ver the years Van der Vlist noticed that it was handling more movements on flat racks and in containers, so they initiated a training course to increase their procedure for stacking as safely and efficiently as possible. Recently a group of Van der Vlist’s technical services team was educated with a special course in

strapping, lashing and securing. The course consisted of several theory sessions as well as a day long practical case study that re-enforced the latest regulations and the appropriate and certified materials required. Running through different ways of working with different cargo was also part of the training. All those who took part in the training and completed the full course successfully received a certificate.

Best Practice

The reason Van der Vlist came up with the training was the fact that there is no current international standard or certification for strapping and lashing in containers – meaning there is no set method and materials to be used by law.

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In order to provide efficient, secure and safe stacking methods and equipment Van der Vlist works with heat treated wood and certified strapping cords which are in good condition.

Business Development Manager Lennard van Holten said: “The training was excellent, it re-enforced the ‘best-practices’ that we already operate under and gives our staff the confidence that what they are already doing is the safest and most efficient method to secure our clients’ cargo. Experience is the key, and we already have plenty of that, but it is always good to benefit from the experience of other professionals.” i. www.vandervlist.com

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

ABB OFFERS CRANE OPERATORS ERGONOMIC & PRODUCTIVE WORKING ENVIRONMENT

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

ABB’s new ergonomic Remote Control Station supports the operator’s natural work flow. The most used controls are placed within the primary ergonomic reach zone to make the operator’s work as comfortable as possible.

“IMAGINE IF SHIP-TO-SHORE (STS) CRANES WERE TO BE INVENTED TODAY. WOULD THEY LOOK LIKE THEY DO NOW AND, MOST IMPORTANTLY, WOULD THE WORKING ENVIRONMENT THEY PROVIDE for crane operators be considered acceptable?” asks ABB Crane System’s Fredrik Johanson. The answer, he says, is almost certainly not, which prompts a need for the industry to look into the working environment of crane operators in the future. www. p o r t - i n d u s t r y.c om

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considering the operation’s vision and strategy at a very early stage, it will be easier to avoid building a control room that is too big, or one where the communication and collaboration patterns are not taken into consideration,” explains Mr Johanson.

“An oversized control room hinders operators who would benefit from a shared environment in various operational situations.” In other words, the opportunity to optimise the operator performance and to achieve maximum productivity may be lost.

Designing pleasant and effective control rooms considers both the operators’ primary and secondary working environment and the adjacent areas, such as kitchen, meeting/ collaboration areas, and locker rooms.

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tacking crane operations have been handled from a control room for some time now. As STS crane operations will soon follow, the question is raised, what does this mean for container terminals?” queries Mr Johanson, General Manager Marketing and Sales. “Orders awarded to ABB show that remote control of STS cranes has made its breakthrough on the market. Enabled by advanced automation and driven by the need for higher productivity and for taller cranes with lifting heights over 50m, we expect the demand for remote control to increase.”

Stress Relief

Operations from a control room improve operators’ working environment through reduced fatigue, stress on neck and back, and so on. Operators supervise the crane motion remotely via views from onboard cameras which are often more comprehensive than the views from inside the crane cabin itself. Having no operator on board allows shorter ramp times and the faster running of the crane. This allows maximum utilisation of the crane’s capability and enables shorter cycle times to discharge an entire ship’s worth of cargo.

The fact that cranes will be operated from an office environment creates opportunities for improved operator performance, but the ergonomics can be improved further by

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considering the control room, and the operator workstation’s design and functionality.

Operator in Focus

Mr Johanson says the operator should be the focal point when designing the operating environment. “This means considering every aspect of the operator as a human being as well as the operating environment itself. The objective should be to create a pleasant and effective working environment that promotes operator alertness. It is also very important not to forget the adjacent areas, such as the kitchen, meeting areas and locker rooms.”

Over the years ABB has carried out R&D to create a concept for the intelligent control room. The focus has been on creating a modern working environment for the operators, from both an ergonomic and productivity point of view. “The concept includes understanding of the operators’ role and how operator performance affects a plant’s key performance indicators,” says Mr Johanson.

Considered Relocation

“Considering moving crane operations to a control room offers a valuable opportunity to think how the terminal wants to run the crane operations in the future. Some of the key processes can be improved. By

Ergonomic Flow

STS cranes are in operation constantly during a shift and the crane cabin is a tough working environment for the human body.

Due to larger ships and taller cranes, STS crane operators are exposed to higher speed, faster acceleration and increased travelling distance. The question of working ergonomics becomes even more important.

Mr Johanson says ABB has developed a new remote control station, with special emphasis on ergonomics. The layout of the joysticks and controls is the result of careful analysis of operators’ workflow. The most used controls are placed within the primary ergonomic reach zone to make the operator’s work as comfortable as possible. The desk of the control station can be raised and lowered to allow both sitting and standing working positions, and height can be adjusted to suit the operator’s specific requirements.

Setting Out

ABB has a defined concept for creating a control room design. By systematically working through a number of phases, a common understanding of the control room needs is created with the client. The process also offers opportunities for the client to increase his understanding of the needs, advantages and disadvantages of different solutions and to think about the future of his operational strategy.

Mr Johanson says that the space where the control room is to be located should be thoroughly analysed to assess its suitability for the role. “Additionally, a suitable number of operator’s remote control stations should be established to ensure an undisturbed working environment that supports communication and collaboration with the peers in the room.”

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

Having no operator on board allows shorter ramp times and the faster running of the crane.

Another consideration is how moving crane operations to a control room will impact the terminal’s operational processes, strategy and vision. For instance, will both stacking crane and STS crane operators be placed in the same control room? “Taking such aspects into consideration as part of the control room planning process from the very beginning allows changing operational strategy later even if no changes are planned at the time the control room is built,” continues Mr Johanson. “Questions such as how a flexible and multi-skilled crane operator team could benefit the operations could be raised and answered.

For instance, stacking crane operators could move the STS cranes to the correct position before the ship arrives, perform all necessary checks and tests on equipment and so on.”

On the Right Path

When designing a control room it is important to take into consideration how the personnel can move between different areas, Mr Johanson says. Major paths should be placed so that the personnel can move between the process areas without entering the control room, and in a way that the control room does not become a shortcut when moving between the process areas.

“In a container terminal this means it could be worth considering placing the control room outside the fenced area to reduce a lot of administration and security checks related to operators’ workplace access. The operators can reach their workstations faster and smooth shift changes become possible. This also reduces logistics related to transportation of operators since, in practice, no transportation to and from cranes is needed.

“Also the visitor flow should be planned at a very early stage. Visitors are often welcomed to the control room during normal operational conditions. However, sometimes visitors might be in the way

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when operators need to take care of some kind of disturbance or alarm situation, and in such situations an alternative way to view the control room is useful.”

and personnel safety,” explains Mr Johanson. “Investing in ergonomics and productivity has shown to have a positive impact on productivity.”

Realistic Experience

i. www.abb.com/cranes

The control room design that ABB delivers is based on machine directive and valid norms and standards related to control room design and considers lighting and noise absorption solutions and the adjacent areas.

Also, a proposal on suitable furniture and materials can be included in the design delivery to help achieve the desired control room functionality, look and feel. The design can be presented as a 3D model and further developed into a virtual control room suite to provide the client with as realistic an experience of the control room and its layout as possible. In process industries several companies have already implemented ABB’s concept for the intelligent control room within a modern working environment. “In a survey conducted by ABB, the respondents confirmed that operator performance has an impact on a plant’s key performance indicators, such as plant availability and utilisation, as well as equipment damage

Fredrik Johanson, General Manager Marketing and Sales, ABB Crane Systems Sweden.

A control room for crane operations designed by ABB.

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04-09-14 09:41

PORT DEVELOPMENT & LNG

From left to right: Michael Eggenschwiler, Managing Director Hamburg Airport, Senator Frank Horch, Iris Scheel, Director Terminal Operating company and Jens Meier, Managing Director Hamburg Port Authority at the ground breaking ceremony.

THIRD HAMBURG CRUISE TERMINAL ARISES

Construction Commenced IN JULY THE CONSTRUCTION OF THE THIRD CRUISE TERMINAL IN HAMBURG BEGAN WITH A SYMBOLIC GROUND BREAKING ceremony. The surface construction work on the site of Hamburg’s third cruise terminal at the Kronprinzkai quay in Steinwerder will eventually process 8,000 passengers at once.

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amburg has proven to be one of Europe’s most popular cruise ship destinations. Especially in the last few years the terminal has seen a significant growth. In order to benefit from this growth, Hamburg plans to expand its status as a cruise location and has commissioned the Hamburg Port Authority (HPA) to build a third cruise terminal – named Cruise Center 3 or CC3 for short – in cooperation with Hamburg Airport.

In addition to the construction of the terminal building, the project also includes the provision of parking spaces and access roads, the strengthening of quay walls and operation of the third terminal as well as of the existing terminals in Altona and the Hafencity.

From Fenders to Public Jetty

The new terminal at the Kronprinzkai quay in the port’s Mittlerer Freihafen area, is being constructed on a site equivalent to two football pitches. There will be separate embarkation and disembarkation areas to ensure the smooth handling of baggage. Disembarkation will take

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Photo

The new terminal is being constructed on a site equivalent to two football pitches.

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PORT DEVELOPMENT & LNG

Photo courtesy of Hamburg Port Authority

place in the east building, while new guests are able to simultaneously board their vessel via the west building.

The intersection to the new CC3 terminal will also be modified and equipped with traffic lights. In addition to land access it will also be possible to reach the new terminal by ferry. A public jetty is being built in the eastern area of the terminal complex for this purpose. The existing quay walls will be retrofitted with fenders, bollards, and pile moorings to enable even the largest cruise liners to dock in future.

The costs of the overall project, including transport

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Photo courtesy of Hamburg Port Authority

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Thinking about ropes.

Made in Germany

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

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PORT DEVELOPMENT & LNG

Photo by Dominik Reipka, courtesy of HCC

connections and future investment, are some EUR 80 million. The CC3 cruise terminal is designed to be used for an initial period of 15 years.

Busy Times

How busy the port can be during a single month was demonstrated in August, when the Hamburg Cruise Days took place on the river Elbe. For three days the city was totally consumed by the laid back maritime cruising atmosphere and the port bathed in a magical light with the ‘Blue Port’ light installation. The fourth edition of the Hamburg Cruise Days saw a total of 43 cruise calls.

This is the only time May will not be the busiest month. “With a total of 43 ship’s calls; the 2014 Hamburg Cruise Days and a corresponding passenger volume of approx.

125,000 will be the absolute high point of the year,” said Gerd Drossel, Managing Director of the Hamburg Cruise Center.

This year the organisers once again focussed on the concept of bringing the cruise world onto the landside. The 4km-long portside event area extended from the HafenCity

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Hamburg district to Altona, with at the heart of the event in the HafenCity, the Cruise Village.

Only two weeks earlier another 250,000 people in Hamburg had celebrated the 10-year anniversary of the Queen Mary 2.

10 years to the day after its first visit, Hamburg once again welcomed the vessel to the Hanseatic city. The transatlantic passenger ship docked in the port in the morning. In the evening, appropriate goodbyes were said to the 345m long ocean liner with fireworks and a banner parade.

August had more maritime highlights in store for cruising enthusiasts. On Sunday 10 August, Hamburg welcomed the Legend of the Seas (Royal Caribbean), the first of this season’s five turnaround arrivals. All in all, Hamburg is expecting a total of 190 cruise calls for 2014.

Photo courtesy of Hamburg Cruise Days

Hamburg Cruise Days Cruise Days were held for the first time in 2008 and since then have developed into a magnet for the public. The usual cycle – every 2 years on even years - will be interrupted one time only as of 2015 for the benefit of the new cruise week. As of then, the Hamburg Cruise Days and Seatrade Europe – the European trade fair of the cruise industry – will take place on the premises of the Hamburg exhibition grounds at the same time every 2 years.

i. www.hamburgcruisecenter.eu

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MARITIME LAW

NEW LABOUR LAWS

North Sea Vessel

Photo courtesy of Port Pictures.nl

DETENTIONS

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MARITIME LAW

NORTH SEA SUPPLY VESSELS AND SUPPORT SHIPS COULD BE DETAINED IN PORT IF THEY ARE FOUND TO BE FAILING TO COMPLY WITH A NEW MARITIME law which came in to effect in the UK in August. Katie Williams, shipping and maritime law specialist at Pinsent Masons, warns the industry.

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hile most UK operators are already compliant with Maritime Labour Convention (MLC) criteria – the Convention applies to seagoing commercial ships and holds ship owners responsible for ensuring seafarers receive basic levels of pay, sick pay, holiday entitlement and medical care – some vessels operating in the North Sea and others navigating through UK waters under other national flags may not adhere to the same standards.

Katie Williams said in such cases the UK’s enforcement body, the Maritime and Coastguard Agency, could order the detention of ships docking at Aberdeen Harbour and other UK ports.

“The Maritime Labour Convention consolidates what has been in place in the UK for some years, but a major change is that for the first time it has an enforcement mechanism with real ‘teeth’,” Ms Williams said. “Many shipping companies and charterers have invested significant time and effort in trying to ensure that they will comply with the new regime, however the Maritime and Coastguard Agency will be looking to set down a marker that they intend to rigorously apply the new laws. It would be a nightmare scenario for a boat which is chartered at thousands of pounds a day to be detained in port, but it is feasible that in extreme circumstances this could happen.”

Sixty three nations have signed up to the MLC and so far maritime authorities have

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A Revolution in Seafarer’s Rights

Pinsent Masons also warned that while the Convention does protect seafarers and makes owners and operators more accountable, it also opens up another avenue for complaints to be lodged.

Ms Williams added, “Traditionally grievances or disputes over wages or other working terms would have been a private employment issue between seafarer and employer, but this law creates a new and specific complaints procedure which can be directed squarely at ship owners or operators who will face the same obligations as the employer.

“The MLC is something of a revolution in seafarer’s employment rights and ship owners and vessel operators should seek specialist advice on existing contractual and commercial relationships and new obligations they must now address.”

A Nightmare Scenario

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ordered vessel detentions in at least ten cases involving ships in Canada, Denmark, the Russian Federation and Spain, which were sailing under the flags of Cyprus, Liberia, the Netherlands, Panama and Tanzania.

There is also a risk that British-flagged vessels could face detention in foreign ports where a complaint has been made by a crew member and local port authorities have taken a different interpretation of the Convention. “There is a possibility that a vessel which would be viewed as compliant in the UK is detained in a foreign port in circumstances that we would find difficult to understand and this could lead to expensive delays,” said Ms Williams.

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DUTCH PORTS

Photo courtesy of Port Pictures.nl

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DUTCH PORTS

SHORT SEA SPECIALIST PORT OF MOERDIJK

Taking on the Big Shots THE DUTCH PORT OF MOERDIJK IS MAKING SERIOUS HEADWAY. A GROWING NUMBER OF SHORT SEA OPERATORS, PLENTY OF ROOM FOR NEW BUSINESSES AND A NEW LOGISTICS PARK IN THE PLANNING MAKES IT A HOTSPOT FOR SUSTAINABLE PROCESS INDUSTRY AND LOGISTICS IN the Flemish-Dutch Delta region. What’s more, the port demonstrates some important advantages over the region’s larger ports – namely high-speed handling, effective intermodal connections to the European hinterland and congestion-free roads.

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his is the most inland seaport in the Netherlands,” says Ferdinand van den Oever, Director of the Port of Moerdijk. “Unlike other ports we don’t have to deal with delays caused by traffic congestion.” Whereas the major ports of Antwerp and Rotterdam are increasingly focusing on deepsea vessels, the Port of Moerdijk’s 8m+ draught makes it

an attractive option for short sea operators. Mr Van den Oever is clear about the reasons: “The big advantage for operators is that they have already covered a considerable amount of distance.

This saves costly truck kilometres.

What’s more, the motorways around the bigger ports are infamous for their traffic jams – we don’t have that problem here.

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DUTCH PORTS

The Port of Moerdijk’s chemical cluster has direct pipeline connections to Antwerp, Rotterdam and Germany.

Photo courtesy of Port Pictures.nl

Just 4 hours extra sailing provides businesses with excellent logistical connections and a faster throughput.”

Transport Choices

Photo courtesy of Ronald van den Herik

Ferdinand van den Oever, Director of the Port of Moerdijk.

The port is witnessing a steady increase in the number of short sea lines – with daily departures to various locations in the UK, Scandinavia and the Baltic Sea, Moerdijk is a viable alternative to ports such as Rotterdam or Antwerp. In terms of intermodal connections, the options are numerous with the short sea lines linked directly to inland waterway, road, rail and pipeline networks. Goods, raw materials and product components arriving via ship, train, truck or pipeline are handled at the port before continuing their journey further.

Strong Chemical Cluster

Home to a strong and comprehensive chemical cluster, Moerdijk’s industrial park has direct pipeline connections to the chemical clusters of Antwerp, Rotterdam, Vlissingen, Terneuzen and Germany. There is still plenty of room for growth for the chemical and petrochemical industries – more than 130ha is available for chemical and chemical-related businesses and activities in this sector with the strictest environmental regulations.

Value Added Logistics

Mr Van den Oever also emphasises how the port is responding to the current trend of

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value added logistics, or adding value to products and improving supply and demand chains close to the final destination. “At 120ha, the Logistics Park Moerdijk (LPM) is developing into one of the largest logistics hubs in the Netherlands,” he explains. LPM has building plots of 5ha and larger and for port-related logistics there are plots available that are smaller than 5ha. “In addition to storage and distribution, companies can also accomplish their assembly and packaging operations. The LPM has space for large-scale storage, value added logistics and distribution centres. It creates new synergies for logistics companies and an extensive interaction across the entire supply chain. Logistics companies can deliver their end products closer to the customer while finding new and clever solutions for their last-minute deliveries, specific packaging and preservation demands and the specialised processing of raw materials or products.”

The internal connections linking the port with the industrial park and LPM yield significant advantages. Using special tractors, designed for short distances, to shuttle between the port and logistics park, “the process of calling a container to onthe-door delivery will soon take just half an hour. This guarantees well planned and viable logistics, with predictable costs and quality,” concludes Mr Van den Oever. i. www.havenvanmoerdijk.nl

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04-09-14 09:30

PORT EQUIPMENT

Record Handling INVESTMENTS PAY OFF

THE GERMAN SEAPORT LOGISTICS SPECIALIST RHENUS BULK TERMINAL WILHELMSHAVEN (BTW) HANDLED A RECORD NUMBER OF 557,319T OF COAL IN JULY. A FEW YEARS EARLIER, BETWEEN 2009 AND 2013, Rhenus Midgard extensively modernised and expanded its business site – formerly known as the Niedersachsenbrücke jetty – so that it was able to handle larger volumes. This summer the investment paid off. July gave the best figure so far for one single month at the long-standing bulk-handling centre.

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he bulk carrier Lord Star was the last vessel handled at the BTW in July and helped to increase the terminal’s record handling – which corresponds to the weight of the Burj Khalifa skyscraper in Dubai. The fossil fuel unloaded from the Panamax class bulk carrier came from Russia.

The coal imported during the record-breaking month came from Columbia and the United States.

“We set ourselves ambitious targets for our monthly and annual figures after expanding our terminal. The 557,319t, which were handled in July, shows that we’re on the right path,” says Matthias Schrell, Managing Director of Rhenus Midgard in Wilhelmshaven.

The More The Merrier

More powerful conveyor belts, fully automatic stackers/reclaimers and the new train loading station have improved the range of services available. The capacity of the BTW has been extended through deepening the berth to allow it to handle fully laden capesize vessels with draughts as much as 18.5m and extending the storage areas away from the quay’s edge. Due to all the developments the business site unloaded more than 3 million tonnes for the first time last year. “At the moment, it looks as if we’ll be able to increase our end-ofyear results in 2014 once again,” says Mr Schrell. i. www.rhenus.com

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

Photo by Rob van Akkeren

from left to right; Zuidnatie CCO Paul Feys, Giuseppe Di Lisa Vice President Sales & Services at Terex Port Solutions and Zuidnatie’s CEO Marcel Dubourg.

TWO TEREX PORT SOLUTIONS MODEL 8 CRANES GIVE ZUIDNATIE A LIFT

Dynamic Duo ANTWERP TERMINAL OPERATOR ZUIDNATIE RECENTLY UNVEILED THEIR TWO NEW TEREX GOTTWALD MODEL 8 MOBILE HARBOUR CRANES. WITH A MAXIMUM LIFTING CAPACITY OF 200T EACH, THE LARGE CRANES ARE THE most powerful mobile harbour cranes in the Port of Antwerp and will help Zuidnatie efficiently handle containers as well as general and project cargo.

In addition, both cranes will be equipped with hybrid drives for cost-effective and environmentally friendly operations. Port Industry’s Rob van Akkeren and Tom Scott report from the inauguration ceremony.

Tandem Power

For handling particularly heavy project loads up to 400t, both Model 8 cranes are equipped with the Terex Gottwald tandem lift system. The tandem lift assistant system, which is an optional feature either requested on new cranes or added to existing cranes via a retrofit package, permits computer-controlled synchronised operation of 4 8 | P I 2 0 1 4 | Vo l u me 3 | Issue 3

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both cranes by a single crane driver.

The data between the cranes is transferred via a secure radio link. Subsequently, the usual risk factors in tandem operation – such as unequal loading on the two cranes, lateral pull, overturning moment or differences in speeds – are monitored.

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

Photo by Rob van Akkeren

a reduction in the overall lifting capacity of both cranes by 20 percent. But in accordance with ISO 12480-1 standards, the full lifting capacity of both cranes can still be utilised when using the tandem lift assistant system. Two cranes of the same size can be used, as in the case of Zuidnatie, as well as cranes of different sizes, as practised at the Kiel Canal Port of Rendsburg for example. www. p o r t - i n d u s t r y.c om

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Benefits of Hybrid

The two Model 8 cranes are of the G HMK 8710 variant. Their hybrid drives each include a diesel generator and a short-term energy storage system known as ultracaps. Energy recovered from the lowering and braking motions of the crane is stored in the ultracaps. This energy is made available to the cranes’ internal power system for

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

the next operating cycle. The hybrid drive yields significant fuel savings as well as reducing emissions of pollutants and the need for servicing the diesel generator.

Growth Promotion

With the significant upgrade of the capabilities of its crane fleet, Zuidnatie is seeing consistent growth. “With the Model 8 cranes, our fleet is not only becoming more powerful, but also more flexible,” explains Zuidnatie CEO Marcel Dubourg.

“And because both cranes in combination can deal with loads up to 400t, we are also in the position to offer our customers new handling solutions.”

Zuidnatie’s crane fleet currently comprises nine mobile harbour cranes from Terex Port Solutions (TPS). “We have been working very successfully with TPS for over a decade, continues Mr Dubourg illustrating that the stevedoring company is consciously relying on a supplier with a proven track record. “It was therefore a logical decision for us, once again, to use the technology of TPS, since these are cranes of the top performance class.”

Systematic Expansion

“With the Model 8 cranes, we are again helping a long-standing customer to enhance the performance of his fleet,” stresses Giuseppe Di Lisa, Vice President Sales & Services at TPS. He also sees the trust placed in the company as an endorsement of the complementary product and service portfolio. “The first cranes that we delivered to Zuidnatie were smaller machines followed by a Model 6 crane in 2008.” This fleet was subsequently supplemented with, among others, two Model 7 cranes. These had been supplied to DPW Breakbulk in 2005, which was taken over by Zuidnatie in 2012.

Remote Access Technology

Zuidnatie’s latest additions to its port handling equipment are equipped with the Visumatic crane management system – notably the Visumatic Remote Assistance and Crane Data System modules. Both systems provide modern remote access technology advantages.

The Crane Data System provides Zuidnatie fast and simple remote access to production and diagnosis data. This data is displayed in

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Photo by Rob van Akkeren

a user-friendly manner via a browser interface and also can be analysed and downloaded when required. The system therefore establishes the potential to identify measures for enabling process improvements. Furthermore, a configurable e-mail messaging system facilitates a shortterm response to diagnostic messages.

Should local service staff not be able to solve technical problems themselves, the Visumatic Remote Assistance system makes it possible for Terex experts to connect to the crane control system and provide technical support without actually being on site themselves. With such remote support, Zuidnatie gains valuable time while simultaneously reducing costs – impressive

technology, indeed. The importance of such technology was expressed by Marc van Peel, Chairman and Alderman of the Antwerp Port Authority, during the inauguration ceremony: “The upgrade of the Zuidnatie fleet is again setting new standards for mobile harbour cranes and must therefore also be seen as an upgrade of the entire Port of Antwerp.” i. www.terexportsolutions.com i. www.zuidnatie.be

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PORT DEVELOPMENT & LNG

CUXHAVEN SPEAKS AT RORO 2014 CONFERENCE

New Heavy-Lift Logistics Solutions

Photo courtesy of Cuxport GmbH.

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PORT DEVELOPMENT & LNG

CUXHAVEN PRESENTED ITS SERVICES AT THE RORO 2014 CONFERENCE IN LONDON FROM 24 TO 26 JUNE, WHERE HANS‐PETER ZINT, CHAIRMAN OF the Cuxhaven Port Association (HWG), gave a lecture on new heavy‐lift logistics solutions involving RoRo transports.

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PORT DEVELOPMENT & LNG

Photo courtesy of Cuxport GmbH.

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HWG

he lecture’s main focus was the Port of Cuxhaven’s multi‐purpose orientation regarding the connection of RoRo facilities and project cargo in the heavy-lift sector.

The most important insights when it comes to new heavy-lift logistics solutions involving RoRo transports are ,according to Mr Zint, that Cuxhaven is in all aspects prepared to handle real heavy-lift and over dimensional cargo, rolling, lifting, storing, etc. This enables them to realise all kinds of modal shifts – RoRo to rail, RoRo to road and RoRo to LoLo and so on.

projects increase heavy load- and big dimension cargo transports. Given the increasing constraints on performing these transports over roads/bridges the alternative solution of river- and ocean RoRo-transports might not necessarily be the most economic, but certainly a possible solution.“ The input he received from the visitors at RoRo was that deteriorating land infrastructure – roads, bridges, etc – increases the chances of this.

Facing the Challenge

The Port of Cuxhaven is already characterised by flexibility and versatility: In order to circumvent the ailing infrastructure of the Rader high bridge, heavy‐lift transports of tower sections for a planned wind farm in Schleswig‐Holstein are conducted by sea from Cuxhaven to the Danish Port of Esbjerg and are then brought to their final destination by road transport.

With this temporary ferry connection, the HWG members Cuxport and DFDS as well as the Paderborn‐based heavy‐lift logistics service provider, Universal Transport showcase how efficiently and flexibly the maritime economy in Cuxhaven is able to react to the latest market requirements.

According to Mr Zint, RoRo transports can

The German sea ports face new challenges due to the German Federal Government’s decision to rely increasingly on renewable energy. The rapid expansion of on‐ and offshore wind energy across Europe has resulted in an increase in project cargo transports, especially in the heavy‐lift sector.

Since some regions are already facing shore‐ based infrastructure problems and roads as well as bridges are losing their heavy‐lift capacity, new logistics solutions have to be found.

Mr Zint continues: “The German government resumes support for the ‘Energiewende’, meaning further on- and offshore wind energy projects. These

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Flexibility & Versatility

The Cuxhaven Port Association (HWG) is an association of Cuxhaven companies, institutions and private individuals aimed at marketing and further developing the port site at the mouth of the river Elbe. The HWG is also campaigning to make Cuxhaven the most important port for offshore wind power in Germany.

be very diverse and can be implemented in combination with rail systems, special trailers, seagoing and inland waterway vessels. A prerequisite, next to being trimodal (waterway, rail, road), is the heavy‐ lift capable infra superstructure of the location. “Cuxhaven already maintains two 350t RoRo ramps, a 100t mobile crane, a 600t gantry crane, as well as heavy‐lift capable areas and wharves. In addition, 1,000t crawler cranes can be provided. In Cuxhaven, we are also well positioned in the high & heavy transport sector: This year, we have already more than doubled the number of heavy‐lift RoRo shipments,” he concludes. i. www.port-of-cuxhaven.de

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PORT EQUIPMENT

DEVELOPING TRILOGIPORT

Photo courtesy of Magna Tyres Group

WHEN CHOOSING THE BEST TYRE FOR CONTAINER HANDLING EQUIPMENT

Ask The Right Questions SELECTING THE RIGHT EQUIPMENT FOR THE RIGHT JOB IS OF VITAL IMPORTANCE WHEN TAKING ON ANY JOB IN ANY SECTOR. IN THE CONTAINER HANDLING ENVIRONMENT, THE CORRECT CHOICE OF TYRE CAN help reduce maintenance downtime and offer uninterrupted operations.

Port Industry’s Tom Scott spoke to Annika van Berkel, Sales and Marketing Representative at Magna Tyres, about what factors are involved when choosing the right tyre for the right job.

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inding its way into more and more container terminals is Magna Tyres’ new tyre – the 18.00-33 MB01 E4. “After we launched the 18.00-25 MB01 40 PR Container Master we noticed a rising demand for this tyre in 33-inch size as well,” explains Ms Van Berkel. “By offering 18.00-33 of this bias constructed tyre, with an E4 tread pattern and a 40PLY construction, we are able to meet more requests for this tyre for container handling equipment.” In addition to one of the company’s most recent deliveries to a container terminal in Waalwijk, the Netherlands, this 33-inch pneumatic tyre is currently operating at several other container terminals throughout Europe.

Keep Your Cool

When selecting the correct tyre, a container handling terminal needs to take into account a number of factors that will determine their decision – namely, what distances are going to be covered and at what speeds, as well as the need

for stability. The bias construction of the 18.00-33 MB01 E4 consists of several criss-crossed plies and a carcass based on nylon cords – all in all, adding up to a very stable tyre. As such, it is well suited to container-handling equipment covering short distances at low speeds – straddle carriers and reach stackers, for example.

“Operators can benefit from the great stability of a bias tyre without worrying about extreme heat build-up caused by a high speed,” says Ms Van Berkel.

Heat build-up within the tyre is a problem faced by larger terminals with equipment covering greater distances at higher speeds. In this situation, “radial constructed tyres are the best option,” she continues. “Because of the innovative technology of the high-tech steel casing, a radial tyre is more capable to cope with heat build-up.”

Solid vs. Pneumatic

When discussing the pros and cons between solid rubber tyres and

pressurised, pneumatic tyres, the most obvious advantage offered by solid tyres is that they are immune to punctures. They are also stable and require little, if no, maintenance. However, the very characteristic that makes them unbeatable in scrap yards and waste management locations is their downfall in other, less hazardous, working environments: Solid tyres can get very warm. “Heat build-up due to speed and distance are crucial in making a choice between solid and pneumatic tyres,” continues Ms Van Berkel. “As with bias tyres, solid ones offer good stability at lower speed and short distances. But solid tyres are not able to cope with high internal temperatures.”

Pneumatic tyres are, therefore, the best choice in the container handling environment. Whether the tyre has a bias or a radial construction depends on the customer-specific demands and circumstances. i. www.magnatyres.com

The bias construction of the MB01 Container Master tyre.

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HARBOUR CRANES, FORKLIFTS & HEAVY LIFT

DEVELOPING TRILOGIPORT

Photo courtesy of Sany

FROM CHINA TO GERMANY SANY SETS SIGHTS ON EUROPE

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WHILE COMPANIES FROM EUROPE USUALLY RELOCATE TO THE FAR EAST IN ORDER TO REDUCE THEIR PRODUCTION COSTS, SANY Group is going in the opposite direction.

Whilst steel components are produced in Sany’s Chinese factory, the company takes the unique approach of using Europeanproduced main components for their port handling equipment.

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n Sany’s German production hall appears the legend ‘Quality changes the world’ and it is this philosophy that has driven the approach that sees Chinese machinery manufactured in Europe.

Sany’s product portfolio is broad, comprising mining, concrete, lifting and earth moving equipment as well as container and bulk handling machinery for the port industry. w w w. p o rt-i n d u s tr y. co m

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Growing Range

Since 2013, port handling machines have rolled continuously out of the production hall in Bedburg to their new owners across Europe.

Three different stacker models are currently available, with a fourth being added in the first quarter of 2015. Heavy-duty forklift trucks and empty container handlers will complete the mobile port machinery range successively starting in January 2015.

Sany’s range features Volvo engines, a movable centre of gravity, high load capacities up to the third row, and many features that increase driver comfort. Steel structures from the factories in Changsha, China include the chassis, cab and boom.

Every other major component, such as the engine, transmission, interior equipment, front axle, seats, mirrors etc., is purchased from European manufacturers and assembled and painted in the German 10,000m2 production hall and its adjacent 3,000m2 paint shop.

European Advantage

Sany say that the advantages of producing in Europe are lead times, proximity to customers and suppliers and, therefore, reduced logistic costs. The machines all comply with CE regulations and the offering includes a portfolio of options oriented towards Western customers.

Another crucial advantage of the European presence is the facilitated After Sales Service. Sany has a large warehouse in Bedburg with a parts availability of up to 95 percent. The central location guarantees shortest delivery times within Europe and worldwide. The latest addition to the service portfolio is cooperation with a courier service that enables parts deliveries 24/7.

Shaping Policy

The in-house R&D centre is one of the main pillars for the European operations. It is Sany’s think tank for new product developments, as well as the test lab for the modification of the machines to local standards.

As a member of various DIN, EN, ISO and FEM committees for both forklift trucks and construction machinery, Sany Germany takes part in shaping the landscape of machinery regulations and pays the highest attention to technological progress as well as health and safety in its equipment.

Network Forming Photo courtesy of Sany

The European foundation was laid by the Sany management in 2011

Because we are fairly new to the international market… we have to be not just as good as our competitors, but even better. with the production of concrete pumps in Bedburg. After the acquisition of Putzmeister in 2012, the manufacturing of pumps was completely relocated to the new daughter company.

“Because we are fairly new to the international market, we are perceived by many as a Chinese company. If we want to overcome the associated prejudices, we have to be not just as good as our competitors, but even better,” explains Paolo Dazi, Sales Director at Sany Germany.

“This applies to both the machines and the After Sales Service and Spare Parts support.”

The strategy focuses on a strong distribution network all over Europe with exclusive dealers who are trained to become experts in the Sany products and can act as an extension arm in terms of sales and service for the manufacturer. Last year, Sany formed partnerships for the distribution of their port machines within Europe. i. www.sanygroup.com

Photo courtesy of Sany

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PORT INDUSTRY

OUTFITTERS PAGES 1,000th Diesel-Electric Straddle Carrier

The 1,000th diesel-electric straddle carrier from Terex Port Solutions (TPS) has departed from their facility in Würzburg. The landmark machine is going to long-time customer North Sea Terminal Bremerhaven GmbH & Co (NTB) as part of an order comprising a total of 30 Terex N SC 644 E straddle carriers. The machines feature a lifting capacity of up to 60t under spreader and can stack 9’6” highcube containers 1-over-3. They will be used in the NTB terminal located directly on the North Sea, where they will strengthen an existing large fleet of more than 75 Terex straddle carriers. i. www.terexportsolutions.com

Diesel-electric Refrigerated Container

Container specialist UNIT45 has opened up new opportunities for shippers seeking to move temperature-controlled products over long distances.

The company has designed and built a 13.7m combined diesel-electric refrigerated container that can be used for journeys up to 10,000km by rail carrying, for instance, temperature-controlled goods from Europe to China and vice versa for up to 20 days. An advanced track and trace system controls and records the temperature throughout the entire journey, including the positioning of the container, as well as any door openings, with real time alerts. i. www.unit45.com

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Common User Facility London Gateway Logistics Park has officially kicked off the construction of the 3.59 ha Common User Facility (CUF). The multipurpose specialist cargo handling centre will enable occupiers to share warehousing and transportation, materials handling equipment and labour. Designed to operate 24/7, it will include cross-docking, storage, distribution and multi-user ‘pay-as-you-go’ value added logistics services. DP World London Gateway CEO, Simon Moore, said: “The CUF will allow businesses with existing commitments and infrastructure to add London Gateway to their distribution networks as a strategic devanning and collection point, bringing new agility and flexibility to their supply chains whilst significantly reducing costs.” Construction on the CUF is due to be completed in late Q1 2015, with operations starting in early Q2 2015. i. www.londongateway.com

Harbour Crane Doubles Handling Capacity The Norwegian Port of Drammen has recently taken delivery of a new Liebherr mobile harbour crane, type LHM 550. This investment in the future represents the second mobile harbour crane for the port, which has been operating an LHM 400 since 2008. Thanks to the new investment, the port has doubled its container handling capacity. Additionally, the versatile LHM 550 is also capable of efficient bulk, general cargo and heavy lift operation.

The crane provides a lifting capacity of 144t, which means over 40t more than the strongest of the existing machines in the port. i. www.liebherr.com

Boxhunter Operating Concept Konecranes launched the Boxhunter – a complete rethinking of RTG operation and operator ergonomics and is the outcome of intense product development. The concept is based on advanced video and laser technology that Konecranes has developed for its Automated Stacking Cranes. Video cameras located at strategic points around the crane and a sophisticated Graphical User Interface in the cab give the operator excellent visibility. Boxhunter maintains a steady level of performance, around 15+ container movements an hour, while still offering the high reliability and low downtime that lie at the heart of the Konecranes philosophy and brand. i. www.konecranes.ae

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PORT INDUSTRY

OUTFITTERS PAGES Electronically Dimmable Window Vision Systems Automotive equipped Merford’s cabin with a smart solar protection solution at TOC Europe trade show. The front window of a port crane cabin was equipped with an Electronically Dimmable Window called Nuance. The Nuance window dims instantly (less than 5 seconds), reducing light, glare and heat entering the cabin.

It is easily controlled from clear to dark, and at any level in between, by simply turning a button. It can also be controlled from a PED or automatically with sensors (brightness or temperature). Turning automatically at its darkest state when the engine is off, the Nuance solution also helps to keep the interior of the cabin cooler. Based on SPD technology (Suspended Particle Device), Nuance is a complete and ready to install window, flat or curved, composed of glass (or polycarbonate) that includes an SPD film with integrated electronics, allowing for very low maintenance. i. www.visionsystems.fr

Seaworthy Maritime Packing Readybox introduced a new service for seaworthy maritime packing together with Van Moer Rail and Exportpack. Maritime packing remains the work of specialists and must be carried out with a view to further handling – for example the steel support frame in oversized and heavy cases weighing over 10t. In Europe the demand for SEI certified packing is rising, because only a certified 4C packing provides a guarantee that the content is adequately protected against corrosion and that the case can be safely stored for at least 1 year. Should there be damage to the contents of SEI certified packing, this would remain covered, whereas these risks are always excluded in ordinary goods insurance. Readybox is known for the easy-to-use, tailor-made plywood folding boxes, which can be assembled, without tools, in 25 seconds. i. www.readybox.be

Portable Lighting Solutions for Tank Cleaning The BLG-HID-20REX is a 20 watt HID explosion proof light that produces 1,200 lumens of intense illumination and is designed for extreme durability in media blasting applications. This powerful HID light is powered by a rechargeable battery so no cords or transformers are necessary and can run for 140 minutes on a single charge. This light features a specially designed mounting system that allows the unit to be attached to the end of any standard blasting gun. This mount includes all necessary mounting hardware and a protective lens cover that can be removed and replaced. i. www.larsonelectronics.com

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Liverpool Port Access for Container Hauliers

Peel Ports Group will intergrate advanced infrastructure and AutoGates technology as part of its ongoing investment at the Port of Liverpool. Once installed, the AutoGates will provide a streamlined and fully-integrated process from entry to loading or unloading. Before coming on site the haulier registers their lorry consignment details on a simple and streamlined online system. On entering the port the system will scan a lorry, capturing all details automatically through optical character recognition. It will also scan the licence plate and take a photo of the driver. The driver proceeds to a kiosk, scans their biometric ID card and answers a few simple questions on a touch screen monitor. On entering the terminal, the system will direct the driver and inform the crane that unloading/loading will take place. The equipment is being supplied and installed by Kalmar Global and APS Technology Group and is scheduled to be completed by early 2015. i. www.peelports.co.uk

Power Connection Systems Seven container ships for Hamburg Süd Ships have been equipped with latest SAM Electronics’ SAMCon highvoltage onshore power connection facilities, enabling them to meet California’s strict clean air regulations. The environmentally-friendly SAMcon systems will ensure that all the vessels meet the State’s strict requirements while docking at the four terminals by eliminating harmful air pollutants and noise that typically arise from active diesel engines. The SAMCon system installed on each of the seven ships consists of a 12m container incorporating a wide range of electrical components for seamless acceptance of up to 3.5 MVA transferrable power at 6,600V, together with a mediumvoltage switchboard and a water-cooled step-down transformer. Each system also includes control and monitoring facilities and an IEC 80005-1-compliant interface between ship and shore. i. www.sam-electronics.nl

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

We know what the Offshore Industry needs!

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

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

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

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

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

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

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

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

AMPAK, your worldwide specialist in cathodic protection.

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

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

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

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

D. KORONAKIS SA 56 Gravias str, 185 45 Piraeus Greece T + 30 210 40 60 600 F + 30 210 4615211 E Koronakis@koronakis.gr, sales@koronakis.gr, mgerolymatou@koronakis.gr I www.koronakis.gr Contact: Marina Gerolymatou D. Koronakis SA is the leading manufacturer of specialised synthetic mooring ropes and wire ropes with 24 stock points in major ports worldwide. Famous brands include: KapaNeema (Plus), KapaNylon-FlooatFlex-Strong.

Offer special solutions for LPGs & LNGs Major supplier of anchors, anchor chains and accessories (all sizes – types available) ISO Certified, Type approval by Lloyd’s Registry of Shipping.

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

Only when you are satisfied we are too.

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

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

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

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

Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. w w w. p o rt-i n d u s tr y. co m

04-09-14 12:06

YELLOW & FINCH PAGES We are capable of crankshaft grinding.

Our service is 24/7 worldwide!

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

PTR, under the supervision of Bureau Veritas, was one of the first manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED approved ladders are shipped locally and by sea and air to users around the world, for other items please visit us at www.ptrholland.com

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

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

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ROTTERDAM RIGGING BV Kiotoweg 725-727 3047 BG Rotterdam The Netherlands T +31 (0)10 208 8680 F +31 (0)10 208 8685 E info@rotterdam-rigging.nl I www.rotterdam-rigging.nl Contact: Mr Marcus S Muzea Rotterdam Rigging is a service provider offering rigging, rope access and industrial assembly solutions.

The scope of work includes flare tip changing, brace adjusting, installation of platforms and accessing difficult to reach places. They are specialists in the design of technical applications for both permanent and temporary lifting equipment and in the delivery of audit and control services, including Health & Safety, TRI and TRA reports.

Safety is a particularly strong focus of the VCA certified company. Moreover all personnel are highly experienced in working at heights and are IRATA certified. Rotterdam Rigging take on challenges of all sizes and complexity and pride themselves on delivering solutions tailored to their clients’ needs.

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

Next Issue

Photo courtesy of Port Pictures.nl

Main Themes Port Equipment Container Logistics Hoisting & Lifting, plus Conveyors Logistic Systems German Ports

Deadlines • Copy deadline • Advertisement deadline

26 September 2014 17 October 2014

Subjects can be changed without prior notice.

Available NOW! Mediakit 2015

P I 2014 | Vo l u me 3 | I s s u e 3 | 6 3

05-09-14 10:33

WORD ON THE SEA

The 90.3m Maersk Laser towing out the Rowan Viking from Vlissingen.

Photo courtesy of Hans van der Linden of Aerolin Photo BV

Prime position The Rowan Viking, was recently towed out to constructed the offshore high voltage station sea from Zeeland Seaports en route to Norway, foundation for the Eneco Luchterduinen Offshore after Damen Shiprepair Vlissingen added 10m to Wind Farm. her legs. The project represents the strong potential Van Oord’s new T&I vessel, Aeolus, is being that Zeeland has to further develop an already used in the construction of the wind farm and enviable offshore portfolio. she was also in Vlissingen recently for the load In preparing for the out of Luchterduinen’s unique project, Damen modified foundations from Verbrugge their Vlissingen yard in a way Terminals. Verbrugge’s which enable them to handle operations at the port involve a further modification projects working partnership with heavy in the future. This included lift and engineered transport constructing a crane foundation provider Sarens.

Zeeland has strong able to handle a footprint of With the likelihood of potential to further 30t/m2. Seventy 20m poles increasing offshore wind were driven into the ground activity in both Dutch and develop an already at the site and a concrete Belgian waters, it will enviable offshore portfolio. nearby slab 35m in diameter and 2m be interesting to see if Zeeland thick introduced to support Seaports develop their potential Mammoet’s largest Platform Containerised Twinas a hub for Operations & Maintenance in the Ring Crane, which towered 200m above the yard. future.

In offering offshore fabrication and engineering The ports’ open, lock-free, access to the North services in Vlissingen, Damen joins other solutions Sea, deep water berths and air-draughts suitable for providers based at the port. Companies such jack-up entry – not to mention the excellent road, as Heerema Fabrication Group (HFG) who are rail and inland waterway connections facilitating an currently engaged in the construction of jackets excellent supply network – make Zeeland Seaports for the Gina Krog and Hejre field developments in offer a strong one.

Norway and Denmark respectively. HFG Vlissingen have also recently produced a jacket for Tennet’s HVDC platform Helwin beta in the German North Sea, showcasing their capabilities to support the renewable energy sector as well as oil & gas. In Tom Scott this they are accompanied by VDS, who have Tom@ynfpublishers.com 6 4 | P I 2 0 1 4 | Vo l u me 3 | Issue 3

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See Seethe thecrane cranebarge bargein inaction. action.

Scan Scanthis thisad adwith withyour yourLayar-app.

Layar-app.

See the crane barge in action.

See the crane barge in action.

Scan this ad with your Layar-app.

Scan this ad with your Layar-app.

It’s in our character

The port is our life. Hands-on mentality, hard work and accessible people, that’s our character. Anyone who gets to know Zeeland Seaports becomes acquainted with professionals who are proud of their ports. We understand that your interests are also our interests. Clients come first. Always. We know what’s important to your company. That’s all in our character, and one of our many strengths: location on open sea draft of 16.5 metres congestion-free connections with the hinterland no nine-to-five mentality accessible ports and people

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

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

NEW NEW DESIGN DESIGN –– TRANSSHIPMENT TRANSSHIPMENT BARGE BARGE –– AVAILABLE AVAILABLE FROM FROM STOCK STOCK NEW DESIGN – TRANSSHIPMENT BARGE – AVAILABLE FROM STOCK NEW DESIGN – TRANSSHIPMENT BARGE – AVAILABLE FROM STOCK Our Our newly newly designed designed 63 63 m m Crane Crane Barge Barge basically basically serves serves 33 purposes: purposes: ship-to-ship, ship-to-ship, shipshipOur newly designed 63 m Crane Barge basically serves 3 purposes: ship-to-ship, shipto-barge to-barge and ship-to-quay ship-to-quay dry dry bulk bulk or or container container handling.

Because Because we we believe believe in inshipthis this Our newlyand designed 63 m Crane Barge basically handling. serves 3 purposes: ship-to-ship, to-barge ship-to-quay dry or handling. we believe in concept, concept, and we we have have already already built built aa number number of of them, them, allowing allowingBecause for for aa very very short delivery delivery time. to-barge and ship-to-quay dry bulk bulk or container container handling.

Because weshort believe in this thistime. concept, we have already built a number of them, allowing for a very short delivery time. concept, we have already built a number of them, allowing for a very short delivery time.

Why? Why? Why?   Fuel Fuel efficient efficient Liebherr Liebherr CBG CBG 350 350 crane crane Why?  Fuel efficient Liebherr CBG 350 crane  Fuel Shallow Shallow draught draught and and high high stability  efficient Liebherr CBGstability 350 crane  draught and  Shallow Day Day // night night accommodation accommodation for for 12 12 crew crew  Shallow draught and high high stability stability  / night accommodation for 12 crew   Day Turnover Turnover up up to to 1.000 1.000 ton ton per per hour hour Day / night accommodation for 12 crew  up 1.000 ton  Turnover Grab Grab capacity capacity of 35 35 ton ton @per 36 36hour m m  Turnover up to toof 1.000 ton@ per hour   Grab Grab capacity capacity of of 35 35 ton ton @ @ 36 36 m m

WWW.DAMEN.COM WWW.DAMEN.COM || PRODUCTS.DAMEN.COM/RANGES/CRANE-BARGE PRODUCTS.DAMEN.COM/RANGES/CRANE-BARGE || PONTOONS-BARGES@DAMEN.COM PONTOONS-BARGES@DAMEN.COM || +31 +31 183 183 63 63 93 93 27 27 WWW.DAMEN.COM | PRODUCTS.DAMEN.COM/RANGES/CRANE-BARGE | PONTOONS-BARGES@DAMEN.COM | +31 183 63 93 27 WWW.DAMEN.COM | PRODUCTS.DAMEN.COM/RANGES/CRANE-BARGE | PONTOONS-BARGES@DAMEN.COM | +31 183 63 93 27

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ports of vlissingen and terneuzen

driven by dedication

www.zeelandseaports.com

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Lifting your cargoes faster

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FA X

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

office@rhb.nl

shorecranes up to 208 tons

D U T C H P O R T S PORT-INDUSTRY.COM

+31 (0)10 429 94 33

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TELEPHONE

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i n d u s t r y

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PROJECT CARGO

PI 2014 | VOLUME 3 | ISSUE 3

stevedoring & warehousing rotterdam

Raising Their Game PREPARING PORTS FOR POST-PANAMAX VESSELS

LARGEST SALVAGE JOB EVER SPONSONS FOR COSTA CONCORDIA

Taking on the Big Shots SHORT SEA SPECIALIST PORT OF MOERDIJK

05-09-14 13:53