Ports & Shipping Industry Vol.2 No.4 by Yellow & Finch Publishers

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PSI 2013 | VOLUME 2 | ISSUE 4 G E R M A N Y PORTSSHIPPING-INDUSTRY.COM

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PSI VOL. 2 ISSUE 4 | 2013

Blazing a Trail Triple-E ‘Challenge’ for APM Terminals

RobuTAINer The Intelligent Autonomous Vehicle

Innovative Mooring Buoys World First in Vlissingen Debut

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READ BY EUROPEAN TERMINALS, PORTS AUTHORITIES AS WELL AS SHIP OWNERS, CHARTERERS & TRADERS, PORTS & SHIPPING INDUSTRY (PSI) MAGAZINE HAS BECOME THE MATURE NEWS SOURCE FOR THE SEABORNE TRADE SECTOR. PSI’s editorial team is based at the heart of the Hamburg to Le Havre range, focusing on technology and innovation shaping Europe’s largest trade hubs as well as regional ports. PSI stands out for its high-quality production, accurately highlighting products and services with a clean design and sharp content. The magazine also has a dedicated website, www.portsshipping-industry.com.

FOCUS – BRAZIL PORTSSHIPPING-INDUSTRY.COM

PSI 2013 | VOLUME 2 | ISSUE 1

g rotterdam

It’s in our character

2014 EDITORIAL CALENDAR VOL.3 NO.1 Themes • Port Services • Container Terminals

Events • IADC Dredging & Reclamation Seminar • Havencongres • Intermodal South America

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December 20 January 17 February

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March 14 April 4 May

VOL.3 NO.2 Themes • Port Automation & Marine Electronics • QHSE & Port Security • Breakbulk Europe 2014 • TOC 2014

Events • Africa Ports & Harbours Show

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

VOL.3 NO.3 Themes • Ship Repair & Maintenance • Dredging & Port Development

many strengths:

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location on open sea

August 1 August 22 September

draft of 16.5 metres congestion-free connections with the hinterland no nine-to-five mentality accessible ports and people dedicated terminals for a broad range of cargo you can reach us 24/7 at +31 115 647400

VOL.3 NO.4 Themes • Port Equipment • Hoisting & Lifting • Ballast Water Treatment & Emissions

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September 26 October 17 November

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ports of vlissingen and terneuzen

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driven by dedication

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Editor’s note

Looking (Far) Ahead THE END OF ANOTHER YEAR, WE ALL THINK ABOUT THE COURSE WE’RE ON – NEXT YEAR, THE YEARS AFTER, even a couple of decades down the line. But the Port of Rotterdam Authority has taken it a step further with a study of development all the way up to the year 2100. Applying the Club of Rome models to the port of Rotterdam, the study suggests that there will be a turning point around 2040 and that the later society switches to sustainable means of production and consumption patterns, the greater the decline will be after 2040. Throughput will perhaps even halve in the second half of the century. So, we must set in motion an (even faster) transition towards a more sustainable economy. Looking ahead, but not quite so far, 2014 will likely bring interesting developments for the ports and shipping industry. Regulatory bodies are already descending on the proposed P3 Network. Plus, German’s federal government has promised to tackle its energy policy, which could have an impact on coal transshipment at Dutch as well as German ports. And of course, we should see container operations at Maasvlakte II in The Netherlands by the end of 2014. In this issue of Ports & Shipping Industry, the impact of Maersk’s Triple-E vessels is an inescapable ‘blue line’ through the magazine. See the Mary Maersk at PSA Antwerp’s terminal on pg 32, the milestone set with the Maersk Mc-Kinney Møller at DCT Gdansk on pg 18 and the line up of Triple-Es to-date star in APM Terminals’ productivity records on pg 8. So naturally we feature the Maersk Mc-Kinney Møller’s arrival in Rotterdam on the cover, photographed by René van der Kloet.

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But before we reach the new year, I wish you a happy holiday on behalf of the Yellow & Finch team: May a peaceful time inspire you to pursue creative business and imagine initiatives for the times ahead.

DENNIS VINKOERT

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contents PSI

ISSUE 4

GERMANY

22 Port of Hamburg – Terminal Operators Gear Up 28 Crunch Time – Kiel Canal’s Uncertain Future

2013

36 Capesize Coal – Wilhelmshaven Terminal’s New Name

AUTOMATION & PRODUCTIVITY

8 Maersk’s Triple-E – Blazing a Trail of Productivity 14 Liverpool2 Drives Investment – Busan MOU 40 RobuTAINer – The Intelligent Autonomous Vehicle

CONTAINER TERMINALS

18 Baltic Hub Gdansk – DCT’s Million Milestone 32 Plain Sailing on Scheldt – P3 ‘Winner’ Antwerp

PORT EQUIPMENT / HOISTING & LIFTING

45 7 Editor’s Picks – Project Cargo/Heavy Lifts 50 Stable & Safe – Innovative Mooring Buoys

SPECIAL FEATURE

54 Flying the Dutch Flag – Towards Stronger Shipping 56 Capturing the Essence – A Century of Image & Identity 59 Golf for Charity – Maritime Networking Event

REGULARS

1 Editor’s Note 4 News in Brief

60 Outfitters Pages

62 Yellow & Finch Pages 64 Word on the Sea

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On the Cover European ports have greeted Maersk’s Triple-E Vessels – the largest ships afloat – with fanfare and wonder. At the end of summer photographer René van der Kloet captured the arrival of the first ship delivered – the Maersk Mc-Kinney Møller – in Rotterdam. Van der Kloet Foto & Videoproducties B.V. specialises in technical and promotional industrial and maritime photography – see more examples of their work starting on pg 56. P S I 2013 | Vo l u me 2 | I s s u e 4 | 3

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PSI

NEWS IN BRIEF PSI FEATURE

Thalassa Hellas at PSA ZIP Zeebrugge In November, Evergreen’s 14,000 TEU Thalassa Hellas made her maiden call in Zeebrugge on the reshuffled service of Evergreen Lines and Hanjin Shipping Lines, which connects Europe with Asia. Port of Zeebrugge President-CEO Joachim Coens welcomed the vessel at the port, the last Northern European port before the ships head back to Asia. Evergreen deploys eight vessels, the Thalassa Hellas being the first in the 14,000 TEU category to come to Zeebrugge. The Evergreen/Hanjin vessels are handled by the Zeebrugge International Port (ZIP) terminal. PSA operates this ultramodern terminal in the outer port at the north side of the Albert II dock. PSA has invested close to EUR 100m in the construction of ZIP, which will serve to strengthen the Port of Zeebrugge’s ability to handle mega vessels.

Zeebrugge Joins Hands with Adani Ports During a Belgian business delegation led by HRH Princess Astrid, India’s largest private port developer Adani Ports & SEZ Ltd (APSEZ) signed a MoU with the Port of Zeebrugge. With the Belgian port acting as a strategic entry port for the lucrative European market, Adani Ports aims to emerge as preferred destination on IndoEuropean trade route. President-CEO from the Port of Zeebrugge Joachim Coens said, “Our strategic location in the centre of India’s three largest EU trade partners, Germany, Belgium & the UK, certainly is an asset for Indian exporters.” Karan Adani, Executive Director, APSEZ said, “Both the port entities have complementary strengths including ability to handle VLCCs. Besides they can handle amongst the largest container ships currently plying, that can help in attracting large container traffic.” | Read more on portsshipping-industry.com

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NEWS IN BRIEF

THE PHOENIX STURDILED SERIES LED FLOOD LIGHT ILLUMINATES TOUGH TERMINAL JOBS IN HARSH CONDITIONS. FIND OUT MORE IN OUTFITTERS STARTING ON PAGE 60.

London Gateway Open

Support for Seine-Scheldt & Sea Lock

Last month the MOL Caledon arrived at London Gateway – the first scheduled call at UK’s newest deep-sea port. “It’s taken many years of hard work to achieve this milestone, delivered on time and on budget,” said CEO London Gateway Simon Moore. At just 40 km from Central London, London Gateway is closer to the nation’s capital than other ports capable of handling the world’s biggest ships. The port said its proximity to the major population centres of Birmingham and Manchester is also significant in reducing onward transport costs. Once fully developed, the port will be able to handle 3.5 million TEU a year.

The TEN-T Days in October in Tallinn confirmed European support for numerous inland navigation investments at the port of Ghent. In addition, Flanders, Wallonia, the Netherlands and France committed to making the Seine-Scheldt project a reality. Improving the waterway between the Seine and the Scheldt means that bigger inland vessels can connect between Ghent, the Netherlands and France (with a large market in the Paris conurbation and the industrial north of France). Meanwhile the Flemish-Dutch Scheldt Commission (VNSC) project team is working on plans for the sea lock in Terneuzen. “If we in Ghent want to stay a good seaport, a larger sea lock at Terneuzen is crucial,” commented Port of Ghent Authority CEO Daan Schalck.

Photo courtesy of Portaal van Vlaanderen

P E or ve ts Ja nu B r ar n & ea y 2 ts 7 k Jo b –

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January www. p o r t s s h i p p i n g - i n dustr y.c om

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March

April

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PSI

NEWS IN BRIEF Second Post-Panamax at Euroports Rostock

Straddle Carriers for MSC Home Terminal

Euroports’ agribulk terminal in the port of Rostock has booked at least three post-panamax vessels for loading operations. After successfully completing the loading operations of 95,000t of barley in August – a record for the Euroports Getreide Service Rostock terminal and the port – a second vessel was entrusted to Euroports Germany to load 93,000t of barley for export to the Middle East. The loading operations took 9 days, bringing the cargo from the terminal’s silos to the ship directly via conveyor belts. Since then a third post-panamax vessel for loading of approximately 95,000t of barley has been announced. The terminal currently is the only port on the German side of the Baltic sea that can handle agribulk vessels of this size and draught.

Trilogiport Multimodal Platform The development of the Trilogiport multimodal platform (120 ha), one of the 32 port areas managed by the Liège Port Authority and located along the Albert Canal, started last Photo courtesy of SPW June. All necessary preliminary studies were completed by the end of the summer. The ground and sewerage works and operations are taking place. Liège Trilogiport multimodal platform will be operational in the second half of 2015.

Kalmar has gained an order to supply five electric straddle carriers for MSC Home Terminal in Antwerp. In addition, Kalmar will supply one new generation hybrid straddle carrier to the customer on a rental basis. The hybrid system can deliver a remarkable 40 percent decrease in fuel consumption compared to existing machines on the market. This not only adds up to significant cost savings for the terminal, but also improves the sustainability of operations. The new units will be delivered in February 2014.

Final Phase of Passing Effects Study The Bechtel-led Research on Passing Effects on Ships (ROPES) Joint Industry Project recently reached its final testing phase. The final full-scale tests took place in the Port of Rotterdam, an essential part of the overall programme and needed for the validation of the design guidelines. The results were expected in November. The project, which focuses on the effect of passing ships on moored ships, will lead to new design guidelines for ports and waterways, creating safer navigation and improved loading capacity.

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PSI

NEWS IN BRIEF Kotug’s First Assist on the Thames

ZPMC Cranes in Europe

Kotug’s RT Champion performed her first Thames assistance on the tanker vessel Sten Idun. Since October, a full 24/7 towage service, supported by Kotug’s local management, has assisted clients at the Oil and Gas Terminals on the Thames and the London Gateway terminal. On the Thames, Kotug operates two powerful 80+ t bollard pull RotorTugs, RT Leader and RT Champion and will add two 65+ azimuth stern drive tugs. Depending on the workload, Kotug can expand the local fleet with more tugboats.

By now a familiar sight, more ZPMC super postPanamax cranes arrived in Europe recently. The shipment included cranes for Rotterdam World Gateway’s Maasvlakte II terminal. More cranes are on the way – five left Shanghai in November on the

Terex Machines for Lübeck Germany’s Hans Lehmann KG has ordered a Terex Gottwald Model 5 mobile harbour crane and three Terex CS 45 KS reach stackers. The machines will start commercial operation by the middle of December in time for the opening of the newly designed Cargo Terminal Lübeck on the north bank of the River Trave. The G HMK 5506 crane will primarily provide efficient container handling but it is also suitable for handling particularly heavy project cargo. The three reach stackers will take over the management of the container stackyard and handle swap bodies. One of the three reach stackers is equipped with a piggyback spreader for handling swap bodies while the others are fitted with standard spreaders.

two-month journey to Rotterdam for ECT Delta Terminal. With this new investment, ECT Delta Terminal is expanding her capacity to handle ultra large containerships (ULCS).

Successful Underwater Repairs Underwater Propulsion Engineers (UPE)’s successful first year on the global market proves the demand for innovative, specialist underwater ship repair solutions. “UPE serviced numerous vessels during the last year,” Manager Mr Janssens says. “We used our newly created Sealdock in order to repair their stern tube seal systems in a dry created area under the waterline. Shipping companies such as Odfjell and Hamburg Süd are satisfied with our services.” UPE’s in-house designed repair systems are created to give faster and more economical services to ship owners, charterers and managements in case of mechanical failure of propulsion related items.

| Read more on portsshipping-industry.com

www. p o r t s s h i p p i n g - i n dustr y.c om

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MAERSK’S TRIPLE-E VESSELS A CHALLENGE FOR TERMINALS

Blazing a Trail of Productivity DURING THEIR EUROPEAN CALLS, MAERSK’S 18,000 TEU TRIPLE-E VESSELS HAVE BLAZED A TRAIL OF RECORD PRODUCTIVITY IN THE APM Terminals network. Operations established specific productivity records in Rotterdam, Aarhus, Gothenburg and Tangier. However, as well as deep draught access, the vessels have demanded considerable investments in equipment like super post-Panamax STS cranes and all manner of yard automation. Costs for investments in productivity are set to rise still further as more ultra-large containerships enter service. WORDS BY JOHN GAULDIE 8 | P S I 2 0 1 3 | Vo l u m e 2 | Issue 4

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Demands for efficiency, reliability and speed will be even higher.

“Terminal efficiency is a shared challenge and a team effort between the shipping lines and the port operators,” noted APM Terminals CEO Kim Fejfer, adding, “We greatly appreciate everyone’s contributions to productivity improvement.” The Netherlands-based international port and inland services operator booked a strong result in Q3, attributing the positive development to operational efficiency and improving crane lift productivity. In September productivity, measured in crane lifts per hour, reached its highest level for www. p o r t s s h i p p i n g - i n dustr y.c om

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2013 to date – 6 percent ahead of the 2012 average. The quarterly result of USD 203 million (USD 156 million) represented a return on invested capital of 14.2 percent. Mr Fejfer said APM Terminals has tasked itself to reach yearly profits of USD 1 billion from 2016 and was “well under way to reach this target”. Nevertheless, in announcing the results, Mr Fejfer warned of the rising burden terminals face as bigger vessels enter service.

Shared Burden

Shipping lines operating larger vessels demand more efficient terminals than ever with schedule integrity and fuel costs increasingly a factor in determining service calls, according to a new industry study. However, just as shipping lines push down costs, terminals face rising investments in mega ship handling equipment and automation. A challenge, according to Mr Fejfer: “Port operators must handle fewer but larger calls, and the demands for efficiency, reliability and speed will be even higher.

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Photo courtesy of Van der Kloet

“The cascading of bigger vessels will take place at an even faster place. Bigger vessels than ever will come into smaller terminals. This will lead to cost increases – partly due to lower berth utilisation, partly to investments in more equipment and adaptation. The burden of these rising cost will have to be shared between the customers and the port operators.”

World’s Largest Ships APM Terminals CEO Kim Fejfer

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In Q3 2013 the number of containers handled by APM Terminals (measured in crane lifts and weighted with APM Terminals’ ownership interest) grew by 4 percent compared to Q3 2012 to reach 9.3m TEUs. This is a new record for container volumes to pass through the global port operator’s worldwide portfolio during one quarter. Volumes from customers outside the

A.P. Møller-Mærsk Group (the parent company of both APM Terminals and Maersk Line) grew by 6 percent in the first nine months of 2013 and reached 50 percent of the total (48 percent in the first nine months of 2012). However, it was the arrival of the first of Maersk’s Triple-E vessels that sparked the most attention this autumn. In Copenhagen more than 225,000 people flocked to visit one of the world’s largest ships, the Majestic Mærsk, during her week-long stay in Copenhagen to experience a special exhibition built by Maersk Line for the event. At 400 m in length, the Triple-E Class vessels are currently the largest container vessels afloat at 73 m in height (as tall as a 24 story building) and 59 m wide. The load capacity is 16 percent greater than the next largest vessels operating in the world. By the end of w w w. p o rts s h i p p i n g -i n d u s tr y. co m

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2013, the first five of the vessels were expected to have entered service with fifteen more vessels to be delivered by 2015, with capacity of the 20 vessels totalling 306,000 TEU. Other leading shipping lines around the world have also placed orders for similar vessels. With an eye on cost reductions, these shipping lines are also focusing on terminal efficiency in developing service loops for these mega ships.

Top of the Productivity Rankings The US-based JOC Group recently released the first edition of its new annual report on terminal productivity, based on 5 years of data collected from 600 terminals at 400 ports and 17 global shipping lines representing 70 percent of the global liner fleet and over 100,000 port calls. The study ranked APM Terminals Yokohama first www. p o r t s s h i p p i n g - i n dustr y.c om

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globally in productivity. APM Terminals Yokohama, which handled 875,000 TEUs in 2012 operated at a productivity level of 150 moves per hour (MPH), 26 percent more than its closest rival. APM Terminals Mumbai, India’s busiest container terminal in 2012 with 1.96 million TEUs handled, representing 20 percent of India’s total container throughput, ranked sixth globally overall, and first among terminals working vessels of less than 8,000 TEU capacity, with 101 MPH. Mr Fejfer: “It’s important for all of our partners and stakeholders to know that while we are pleased with our very strong showing in this study, APM Terminals remains deeply committed to continuously increasing our productivity in every terminal, every port, and every part of the world in which we operate, and to do even better in next year’s rankings.”

Top European Terminal

In the study APM Terminals Rotterdam, one of the busiest terminals in Europe, handling 2.5 million TEUs in 2012, ranked 14th globally with 92 MPH with a vessel alongside. In addition to ranking first in the Europe/Middle East/African region, APM Terminals Rotterdam ranked 11th globally among terminals in overall productivity, and 5th globally when working vessels of 8,000 TEU capacity and above, with 112 MPH. APM Terminals’ Rotterdam current operation is equipped with thirteen postPanamax STS cranes with a 22-container wide reach, With the arrival of the Triple-E Maersk Mc-Kinney Møller this autumn, APM Terminals Rotterdam set a new terminal productivity record on the vessel with berth productivity of 215 gross MPH and crane productivity of 37.1 gross MPH.

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liquid & gas loading technology

WLT engineering & production ✔ marine loading

WLT liquid & gas loading technology B.V. is a leading producer of equipment for the transfer of (hazardous) liquids and gasses to and from ship, tanker, rail car and other storage means. In addition, WLT developed a complete range of fall protection equipment, to work safely on top of a tanker or rail car.

✔ tanker loading ✔ folding stairs and fall protection equipment ✔ tank storage equipment ✔ swivels etc.

WLT distinguishes itself through its solution and customeroriented approach. Beside accuracy and dependability, customising, durability and innovation are our priorities.

WLT services ✔ inspection and maintenance ✔ repairs ✔ revision WLT projects ✔ custom made design

Timmerfabriekstraat 19, 2861 GW Bergambacht | P.O. Box 24, 2820 AA Stolwijk | The Netherlands | T +31 (0)182 354440

www.wlt.nl

Port of partnerships

biofuels meets

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Welcome to the port of Amsterdam. Where biofuels meets Europe’s largest gasoline port. Here biofuels transhipment takes place from all over the world thanks to its extensive experience and expertise in oil and gasoline. The existing tank storage companies provide biofuels customers port facilities, such as jetties, tanks, storage, transhipment and blending. Furthermore, the port of Amsterdam has a unique logistical location within the world’s largest international energy hub ARA (Amsterdam, Rotterdam, Antwerp). Situated in Europe’s largest delta the port of Amsterdam offers a dynamic international hub and excellent hinterland connections. Want to know more about the port of Amsterdam where all kinds of biofuels meet the world’s largest gasoline port? Go to www.portofamsterdam.nl or contact our Commercial Division, Cluster Energy directly via Lex.de.Ridder@portofamsterdam.nl.

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The terminal will enhance five of the existing post-Panamax cranes to a 23-container row reach to accommodate the latest generation of ultra-large container ships. The retrofitting involves engineering and software adjustments were expected to be completed in time for the arrival of the Marie Maersk, the fourth Maersk Line Triple-E Class vessel, which was scheduled to arrive in Rotterdam on 6 December as part of the weekly Asia/ North Europe AE10 service. Next year the new APM Terminals Rotterdam Maasvlakte II facility will open, providing a very high level of crane and yard automation as well as neutral CO2 emissions. The terminal will feature eight remotecontrolled super post-Panamax STS cranes, each with a 25-container wide reach, and an annual throughput capacity of 2.7 million TEUs, with the capability of expanding to 4.5 million TEUs at full build-out.

Triple-E in Tangier

The Triple-E vessel calls to Tangier at Morocco’s Tanger-Med port facility resulted in a vessel record of 7,804 TEUs handled during a port call. While at Tanger-Med, a productivity level of 29 MPH was recorded while working the world’s largest container ship. With 800 m of quay, a 16m depth and eight super post-Panamax cranes, APM Terminals Tangier is one of the select facilities in the region able to accommodate the latest generation of ultra-large containerships of greater than 18,000 TEU capacity. “The Straits of Gibraltar are one of the great maritime crossroads of the world,” said APM Terminals Tangier Managing Director, Hartmut Goeritz, “and so we are proud to charge forward into the next phase in the evolution of global shipping, in which we continue to serve as a key transshipment centre for the African and South American trade.” The Tangier-Med Phase I container terminal, which opened in July of 2007, is owned and operated by APM Terminals and the Moroccan Akwa Group.

Deep-Water Aarhus

While at the deep-water APM Terminals – Cargo Service A/S terminal in Aarhus, the Maersk Mc-Kinney Møller discharged 697 containers and loaded 771, achieving a productivity rate of 35 MPH per crane. The Aarhus facility, equipped with four super post-Panamax cranes and three postwww. p o r t s s h i p p i n g - i n dustr y.c om

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Panamax cranes, was established in September 2010 through the merger of the operations of APM Terminals Aarhus with the adjacent Cargo Service terminal facility. The port offers a deep-water 14 m berth depth and serves as a transshipment hub for Scandinavian and Baltic Sea cargoes, with direct rail service to Copenhagen. Throughput at the combined terminal in 2012 was 400,000 TEUs, second only to Gothenburg, Sweden in container traffic among Scandinavian ports.

Sweden’s Turn

Following a short trip across the Kattegat, the North Sea bay separating Denmark and Sweden, the Maersk Mc-Kinney Møller arrived in Gothenburg, where APM Terminals Gothenburg achieved a productivity level of 34 MPH using four cranes as 623 containers were discharged and 981 loaded. At present, there are eight container cranes, two rail-mounted cranes and five tracks at APM Terminals Gothenburg, the Port of Gothenburg container terminal. APM Terminals assumed operational control of Skandia Container Terminal in January 2012 and is in the process of investing USD 115 million over the next five years of the 25-year concession in infrastructure and improvements, including the purchase of new cranes and new straddle carriers to increase terminal efficiency. Orders include two new 45m high super-post-panamax cranes, the world’s largest cranes for loading and unloading containers, plus two new rail-mounted cranes and an additional rail

track that will run directly into the terminal. “With the new cranes we expect to increase production capacity by 50 percent. They will also allow us to handle more calls at the same time,” explained Keld Pedersen, President of APM Terminals Gothenburg. “Thanks to focused, large-scale investment over the years, the Port of Gothenburg is capable of receiving vessels of this size,” commented Magnus Kårestedt, Port of Gothenburg Chief Executive. “APM Terminals’ investment in the terminal is helping us to consolidate our role as the foremost freight hub in Scandinavia. These investments will benefit the whole of Swedish industry.” Several other major development projects at the port will take place at the same time, including the renovation of 900 m of quays at the container terminal, the construction of a large import warehouse in collaboration with DB Schenker and the planning of an LNG-terminal. i. www.apmterminals.com

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ASIAN PARTNERSHIP HIGHLIGHTS EMERGING TECHNOLOGY

L2 Drives Peel Ports Investment IN NOVEMBER PEEL PORTS AGREED A NEW COOPERATION WITH THE WORLD’S FIFTH LARGEST CONTAINER PORT, KOREA’S BUSAN PORT AUTHORITY (BPA). As well as invigorating Far East trade, Britain’s second largest ports group hopes the MoU will help inform its own plans for the first semi-automated Cantilever Rail Mounted Gantry (CRMG) container terminal in Europe at Liverpool2. WORDS BY JOHN GAULDIE

“This is a fantastic opportunity for us to further our commitment to best practice within the maritime sector,” said Peel Ports Group CEO Mark Whitworth, “particularly when it comes to world class port technologies.” Peel Ports’ substantial investment and assets management strategy for the Port of Liverpool includes recent straddle carrier procurement and a major technology investment in its terminal operating system.

Low-Cost Green Alternative

Representatives from BPA – Northeast Asia’s largest port authority – visited the Port of Liverpool as part of the partnership designed to enhance terminal maritime activities, including infrastructure development, environmental betterments, commercial waterfront

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Committed to enhancing trade and maritime services – the President of the Busan Port Authority in the Republic of Korea, Lim Ki-tack at the MoU signing with John Whittaker, Chairman of Peel Holdings.

Construction Underway More than 320 40m-long steel piles, weighing 47 t each, are now being driven into the bed of the River Mersey to form one of the highest quay walls in Europe, at 30 m. BAM Nuttall will design and construct the structure and install rails capable of carrying eight ship-to-shore cranes and 27 automated cantilevered railmounted gantry cranes. Van Oord’s backhoe dredger Goliath is removing 315,000 m3 of clay from the River Mersey. Artemis, a cutter suction dredger, will take 588,000 m3 of underlying rock, sand and gravels for reuse in the infill operations behind the quay wall.

development as well as skills and education. The Port of Liverpool is already Britain’s third largest container terminal – and the largest serving the Transatlantic market. When operational in 2015, the GBP 300 million deep-water container terminal Liverpool2 will double the Port of Liverpool’s size. Liverpool2’s eight Megamax ship-toshore cranes and fleet of semi-automated CRMG yard cranes will make it one of the most efficient and modern terminals in Northern Europe. Liverpool2 will have the capacity to handle two simultaneous calls from up to 13,500 TEU vessels, coinciding with the completed Panama Canal expansion project. Shipping lines will be able to operate some of the world’s largest vessels in close proximity to the UK’s central logistics hub and a population of 35 million consumers within a radius of 250 km. According to Peel Ports, the new terminal will provide a lowercost, greener alternative to traditional southern English ports.

Leading Technology in Asia

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to BNCT, the first vertical-automated terminal in Asia. In addition, BPA recently signed a sister port agreement with the second largest seaport in the United States, the Port of Long Beach, which BPA described as having the most active eco-friendly port policy in the world. Representatives from Peel Ports visited BPA earlier this year to find out more about its client operations and to facilitate the initial conversation which led to the creation of the MoU. More visits between the two authorities are expected as the relationship progresses. Mr Whitworth: “We have a longstanding relationship with the Busan Port Authority and believe that there are many things that we can learn from continuing to work with their team, which will help strengthen trade and maritime activities across all our ports.”

New Straddle Carriers

Peel Ports also recently purchased five new straddle carriers, part of a revitalisation of Liverpool’s current 40-strong fleet. The one Liebherr and four Terex (Noell) dieselelectric straddle carriers have been fitted with the latest telemetry diagnostics technology, as well as the terminal’s Navis/ ITS GPR operating platform, which enables improved machine management through w w w. p o rts s h i p p i n g -i n d u s tr y. co m

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the remote monitoring of the fleet. Both models are able to stack three containers in height (1 over 2) with the Liebherr straddle carrier offering extendable twin-lift spreader capabilities. The Terex NSC 634 E straddle carriers have a 40 t lifting capacity (single lift). Peel Ports’ Senior Manager of Engineering Operations, Brad Crumbleholme, said: “The arrival of these new straddle carriers reflects our continuing programme of investment and asset management, helping to improve and update equipment and operations at the terminal.”

Navis N4 System Adoption

Peel Ports confirmed a major technology investment in its terminal operating system, to be deployed initially at the Liverpool2 development followed by seven sites in the UK and Ireland. The group has selected Navis’ N4 terminal operating system, which is now live at 80 container terminals worldwide, with 45 more terminals committed to future implementations. David Huck, Port Director at Peel Ports, said: “We operate in an increasingly competitive market and understand that in order to continue growing our business, we need to continue to invest in our customers. Full integration of the terminal operating technology is an essential part of this process”. The N4 technology will replace the current SPARCS 3.7 and other in-house systems at each of the terminals, and dedicated internal and external teams will be put in place to manage the implementation process. N4 is Navis’ latest generation terminal operating system and gives terminal operators a flexible and scalable platform that can manage single or multiple terminals from one central location. www. p o r t s s h i p p i n g - i n dustr y.c om

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Peel Ports has selected Navis’ N4 terminal operating system.

Liverpool2 Enabling Platform

The Navis system will first be installed at the Royal Seaforth Container Terminal at the Port of Liverpool, close to where Liverpool2 is currently under construction. Liverpool2 will serve as the enabling platform from which the group will standardise and centralise its terminal operation systems. It will then be rolled out to other Peel terminals by 2016. Mr Huck: “We want to use Liverpool2 as an opportunity to drive further change across the business. The terminal will enable Peel Ports to clearly demonstrate best in class port and logistics solutions, and the Navis N4 system will help us to do that.” i. www.peelports.co.uk P S I 2013 | Vo l u me 2 | I s s u e 4 | 1 7

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Photo courtesy of DCT Gdansk

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President Maciek Kwiatkowski

Photo courtesy of DCT Gdansk

GDANSK’S BALTIC HUB

Fast Growing Terminal Hits 1 Million TEU Milestone THE DEEPWATER CONTAINER TERMINAL (DCT) IN GDANSK IS POLAND’S LARGEST AND FASTEST GROWING CONTAINER FACILITY AND THE ONLY deep-water terminal in the Baltic Sea region receiving direct ocean vessel calls from the Far East. While unloading the Maersk Mc-Kinney Møller last month, the terminal handled its millionth TEU of the year. After only 6 years of operating, DCT Gdansk belongs to the prestigious club of container terminals that handle an annual excess of 1 million TEU. WORDS BY TOM SCOTT

Located in the heart of the Baltic, the Port of Gdansk is the most eastern deepwater facility in Northern Europe. Consequently it serves as a hub port leading to

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aimed to be the largest of its kind in the Baltic. The terminal received its first vessel in 2007. During the first years of operations, feeder vessel handling played the major role in the terminal gaining important operational experience. Trade with the Asian market began in 2010 with weekly 8,000 TEU container vessels arriving from the Far East bringing Polish imports, picking up Polish exports and carrying transshipment for the key Baltic ports. This direct connectivity with Asia boosted DCT Gdansk’s development as it became the Baltic Sea hub, achieving 180 percent growth in 2010 and making DCT one of the fastest growing terminals in the world.

The APM Terminal at Maasvlakte 2 despicted here will be open for business in 2014.

Major Hub

Capacity really started to kick off in 2011 when the facility started handling Maersk’s 15,500 TEU E-class vessels, at that time the largest ships in the world. Now the only deep-water terminal east of the Danish Straits, DCT Gdansk started breaking records in earnest – 2012 witnessed the handling of the second millionth TEU and yet another annual volume record of 900,000 TEU. This year, DCT Gdansk reached its most significant milestone to date – handling the Triple-E class Maersk McKinney Møller. With her 14.5m draught, this mega-ship moored easily at DCT Gdansk’s 16.5m deep berth. The company’s President Maciek Kwiatkowski’s sums it up perfectly: “With Triple-E vessels entering the Baltic, we are able to offer even more effective services. By being one of only 14 world ports that received the Triple-E, DCT Gdansk confirmed its role as the major Baltic hub port.”

Deep Sea Calls

Photo courtesy of DCT Gdansk

the Baltic states, Central Europe and crucially new WTO member, Russia. Back in the late nineties, the concept was born for a deep-water container terminal to address the ever growing potential of the Baltic’s trading routes.

Booming Asian Trade

The Port of Gdansk selected DCT Gdansk to design, construct and operate a new independent deep-water container port that

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Gdansk’s integration into the AE10 AsiaEurope trade lane is a signal of the importance of this trade and the commitment of Maersk to deploy the new vessels where it makes the most commercial sense. Within this corridor, Poland has become an important link in the chain moving goods to consumers in this part of Europe and DCT Gdansk has achieved the role of a regional hub, handling cargo not only for the Polish market but also for the Baltics and other Central and Eastern Europe destinations. “DCT Gdansk filled the gap and responded

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to the market demand by attracting direct deep sea calls to the Baltic Sea and taking on the role of the leader in changing region’s trade patterns,” continues Mr Kwiatkowski. “Gdansk became an important link connecting CEE and Russian markets with the Far East.”

Numerous Advantages

“One of the biggest advantages of Polish ports is their location, thanks to which they have a great chance of becoming key locations for the emerging markets of Central-Eastern Europe and ex-Soviet republics,” says Jan Jakub Zombirt, Senior Market Analyst at Jones Lang LaSalle in the company’s report ‘Polish container terminals: new development directions of logistics market’, published at the end of August. Mr Zombirt also points out the fact that Gdansk has a stable water level and does not freeze over during the winter months unlike some other ports in the Baltic Sea. Space is also an issue. “The biggest ports in Europe are already cramped and their land reserve are very limited, whereas there is a vast terrain for development at the Polish seashore,” he adds.

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Infrastructure Investment

The DCT Gdansk terminal is well-linked with the international hinterland ensuring its position as the gateway to Central Europe and Russia. This is due to some major infrastructural investments by the Polish Government and the City of Gdansk. Such investments are vital not only to the handling and freight forwarding of megaships but also to maintain a reputation as a feeder terminal. Mr Kwiatkowski: “It is crucial for the whole Baltic industry to acquire coherent pattern of container transport, with leading container hub port in Gdansk, and sufficient and modern feeder terminals in other main Baltic ports.” Growth rates are set to continue with Maersk’s Triple-E fleet numbering ten before the end of next year and DCT management planning to open a second terminal, which would increase the total transshipment capacity to 4 million TEU. Mr Kwiatkowski concludes, “we are honoured to be, together with our partner Maersk Line, the main driving force behind the development and constant innovation of the container business in Poland.”

DCT Gdansk Facts & Figures Annual throughput capacity 1,250,000 TEU Annual train capacity 760,000 TEU Terminal area 44 hectares Berth specifications 650 m of quay length with up to 16.50 m depth STS cranes 5 RTG cranes 17 Storage space 26,000 TEU Reefer plugs 336 Rail siding 4 rail tracks of combined length of 4 km Warehouse size 7,200 m2 Terminal Operating System Navis

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TERMINAL OPERATORS AT HAMBURG

Gearing Up for the Future WORDS BY TOM SCOTT

THE PORT OF HAMBURG IS ENJOYING A GOOD YEAR. ABOVE-AVERAGE GROWTH AND STRENGTHENED MARKET POSITION ARE SOLIDIFYING ITS ROLE AS GERMANY’S LARGEST universal port. However, the future tells two contrasting stories – heavy investment from terminal operators and Russia’s inauguration into the WTO in August and the consequent increase in feeder traffic all point to expansion. Playing a key role in the Hamburg’s success as a transshipment hub is the Feeder Logistics Center – set up by the two competing container terminal operators to optimise the logistics of onward feeder transport. However, state investment in infrastructure remains a stumbling block.

Above-Average Performance

The first three quarters of 2013 saw the Port of Hamburg produce some solid figures. Container handling up 3.6 percent, bulk cargo up 8.9 percent and general cargo throughput up 4.8 percent. Compared to the ports of Northern Europe who reported a slight 0.7 percent average growth in total cargo throughput for the first nine months, the Port of Hamburg put in an above-average performance and further extended its position on the market. “Hamburg further extended its position as Northern Europe’s Hub Port, and we are gratified that both general cargo and bulk cargo handling should have contributed to the excellent performance,” said Port of Hamburg Marketing CEO Axel Mattern. 2 2 | P S I 2 0 1 3 | Vo l u m e 2 | Issue 4

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Containers Dominate

The Port of Hamburg has many functions but in terms of numbers, container handling dominates. The port handled an impressive 7 million TEU in the first 9 months of this year via four designated container terminals run by two companies; Hamburger Hafen und Logistik AG (HHLA) and Eurogate. The pan-European container logistics group, Eurogate operates one terminal in Hamburg. The company is planning to expand its capacity to up to 6 million TEU per annum in the coming years. HHLA owns the other three, including the largest â&#x20AC;&#x201C; Container Terminal Burchardkai (CTB). CTB is due to almost double its annual capacity to 5.2 million TEU in the next few years. The other HHLA-owned terminals are also certainly worth a mention. The Container Terminal Altenwerder is among the most modern container

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Photo courtesy of Hamburger Hafen und Logistik AG

– D R . STE FA N B E H N H H L A B OA R D ME MB E R –

The Feeder Logistics Center… is a unique selling point for the Port of Hamburg.

handling facilities in the world. Container handling is almost entirely automated – driverless vehicles transport the boxes between the quay and block storage areas. Container Terminal Tollerort has its own container rail station, which went into operation in 2008. The 720 m of track and three new Transtainer cranes make it possible to handle block trains quickly without shunting. According to Harald Kreft, Head of the Port Railway – from January to September this year approximately 30.9 million t of goods and 1.6 million twenty-foot containers rolled over the Port Railway tracks.

New Cranes for Mega-Ships

HHLA recently took delivery of four new ZPMC gantry cranes at CTB. These state-ofthe-art container gantry cranes are designed for the latest generation of mega-ships with 24 transverse container rows. Thanks to their 74m jibs, the cranes are very well equipped to handle the first 18,000-TEU ships with their 23 container rows, which have just gone into service. The cranes have also been optimised in terms of the height of the jib. They can handle nine containers on top of one another on deck. The new 2 4 | P S I 2 0 1 3 | Vo l u m e 2 | Issue 4

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cranes can also operate in tandem mode. One hub makes it possible to move two 40-foot containers or four TEUs. Each gantry crane weighs 2,400 t and can handle a maximum payload of 110 t. The new container handling equipment will be used at CTB’s Waltershof port, together with a fifth gantry crane which left Shanghai for Hamburg in the autumn. The launch of the newly delivered cranes will mark the completion of the quayside expansion programme at the CTB’s Waltershof port. With its 1.4km quay, the Waltershof port will now have four mega-ship berths, with a total of fifteen gantry cranes. HHLA Board Member and responsible for the Container segment, Dr. Stefan Behn emphasises the significance of the equipment, “Our investment in these stateof-the-art gantry cranes underlines HHLA’s commitment to technological leadership. The increased handling capacity of the cranes on the quayside will improve our ability to meet these container mega-ships’ tight schedules.” Evidently the Port of Hamburg is ready for handling the new Triple-E class ships. Meanwhile, farther along Germany’s North Sea Coast, the new generation of mega w w w. p o rts s h i p p i n g -i n d u s tr y. co m

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ships have already called at Eurogate’s Wilhelmshaven container terminal. In October the 400m Majestic Maersk docked at its quayside. Eurogate’s Wilhelmshaven Container Terminal Managing Director Mikkel Andersen stated proudly, “We gave the ship and her captain a regal reception. One befitting of a queen of the seas. We hope the docking of the Majestic Maersk points the way for the future of the Wilhelmshaven container terminal.”

The Role of Russia

The start of Russia’s WTO membership in August gave trade relations with Europe a significant boost. Hamburg, in particular, will benefit from the improved economic conditions. “The dismantling of trade barriers strengthened Hamburg’s role as the most important hub of Russian trade with the European Union and overseas,” said HWF Hamburg Business Development Corporation CEO Jutta Ludwig. Second only to China, Russia is an important trade partner in seaborne container traffic. In 2012, container handling with Russia increased by 13.3 percent to 676,000 TEU. In the first half of 2013, container traffic between Hamburg and Russian ports continued to grow significantly, with volumes climbing by 8.3 percent to 343,000 TEU. The positive development is rooted in the introduction of several new Baltic Sea feeder lines. Ivan Khotulev, Consulate General of the Russian Federation in Hamburg, stated, “I am convinced that trade volumes of seaborne cargo shipped via Hamburg will continue to head to new heights. The potential is immense.”

the interests of both shipping companies and terminal operators. [It] is a unique selling point for the Port of Hamburg.” Although competitors, the two container terminal operators clearly combine their efforts to produce a smoothly efficient system with a solid customer service foundation. Emanuel Schiffer, Joint Chairman of the Eurogate Management Board, also highlights the importance of the FLZ, “The work of the FLZ is based on a simple principle: when all those involved in feeder traffic contribute their expertise to the FLZ as the central point of coordination, the system as a whole functions more smoothly. And this is something that everyone benefits from. This principle is also reflected in the consensual structure of the Feeder Logistics Center. We make all operational decisions by mutual agreement with our competitor, HHLA.”

Baltic Feeder Growth

Seven new feeder services at the Port of Hamburg provide additional transport capacity and enhance the range of liner

Smooth Efficiency

The onward handling of this not insignificant number of containers is coordinated by the Feeder Logistics Center (Feeder Logistik Zentrale, FLZ). Set up in 2004, it is central point of contact for shipping companies and terminal operators, and is responsible for finding an optimal berth along the quay wall, as well as organising pilots, tugs and moving services. The FLZ therefore plays a key role in Hamburg’s success as a transshipment hub. Dr. Behn appreciates the role played by the FLZ, “Just like our competitor, Eurogate, we want to provide our customers with the best conditions. We established the Feeder Logistics Center in 2004 in order to make the processes in the port more efficient – in www. p o r t s s h i p p i n g - i n dustr y.c om

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Photo courtesy of Hamburger Hafen und Logistik AG

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GERMANY

Photo courtesy of Hamburger Hafen und Logistik AG

services to the Baltic Sea. The new services include a weekly service to and from Gdynia to Hamburg and Bremerhaven operated by Hapag-Lloyd. Another route was started in May by COSCON, Hanjin Shipping and Yang Ming. This joint venture, the Russia-Finland Service, operates three 1,300TEU class vessels deployed by each partner carrier connecting Hamburg, St. Petersburg and Kotka. At the moment there are more than 150 weekly sailings between the Port of Hamburg and the Baltic region. The large number of containers transported via feeder services contribute significantly to the Port of Hamburg’s healthy throughput figures. Most of these Baltic feeder services sail through the Kiel Canal – a passage that saves an average of 250 nm. As such the standard of infrastructure and the depth of the canal itself are key issues in the continued growth of the Port of Hamburg.

Future Infrastructure

“Even with faltering German imports, thanks to demand from neighbouring countries, I reckon with a stable trend in seaborne cargo handling,” explains Mr Mattern. For the year 2013 he expects a total throughput figure of around 138 million t (up 5 percent) for the Port of Hamburg, and container handling of about 9.1 million TEU (up 4 percent). However, the Port of Hamburg’s future is www. p o r t s s h i p p i n g - i n dustr y.c om

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not all rose-coloured. According to Mr Mattern, infrastructure is often no longer functioning or inadequate. Many major investment projects in the infrastructure field are currently being blocked by citizens’ objections, financial problems or political blockades. Among the infrastructure projects currently blocked is the adjustment of the navigation channel on the Lower and Outer Elbe that is of crucial importance for the Port of Hamburg. German Chancellor Angela Merkel is also involved. During a press conference with Dutch Prime Minister Mark Rutte earlier this year she commented, “When I look at the Port of Rotterdam, I have to say, that we have concerns with the Port of Hamburg. Hamburg needs an Elbe deepening. Of course we would like the German ports to play a significant role. Insofar that we have often already heard: if you don’t make progress fast enough in Hamburg, then Rotterdam will become even more important.” What the problem is – that’s clear. The solution involves some tough decision making and major investment if the Port of Hamburg is to continue its present progress.

Editor Tom Scott

Share your Story? Are you active in either Container Terminals or Feeder Services? Do you develop productivity or infrastructure solutions for ports? If you want to share your story with our readers, then contact me at tom@ynfpublishers.com because we’ll be covering these subjects in upcoming issues of Ports & Shipping Industry magazine.

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Lock gates at the Kiel Canal’s Western entrance at Brunsbüttel.

CRUCIAL LINK TO THE BALTIC FACES UNCERTAIN FUTURE

Crunch Time for Kiel Canal “WE MUST AT ALL COSTS PREVENT THE CATASTROPHE OF A LONG-TERM CLOSURE OF THE KIEL CANAL, SINCE OTHERWISE THE NATIONAL ECONOMY WILL SUFFER GRAVE DAMAGE,” warned Frank Schnabel, Chairman of the Federation of Schleswig-Holstein Ports at a recent press panel discussion in Hamburg.

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Rainer Keiemburg, Managing Director of Total Bitumen Deutschland, Frank Schnabel, Chairman of the Federation of Schleswig-Holstein Ports, Jens Meier, Chairman of the Executive Board of Hamburg Port Authority, Jens Broder Knudsen, Chairman of Kiel Canal Initiative and Axel Mattern, CEO Port of Hamburg Marketing.

Photo courtesy of HHM Arndt

epresentatives from the Port of Hamburg, port and business representatives from centres along the Kiel Canal and the Hamburg Port Authority met to discuss the future effective and reliable canal infrastructure of the Kiel Canal. The Kiel Canal, also known as the North Sea-Baltic Canal has a long history. From the 16th century onwards there were plans to dig a waterway across the Cimbrian peninsula. What today is known as the Kiel Canal was completed in 1895. Now the world’s

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busiest artificial waterway, it runs for almost 100 km right through the German province of SchleswigHolstein. During its early years, it had great significance in naval strategy.

Geographical Advantage

Today, however, the Kiel Canal is a hot topic in the German shipping industry. As a crucial link in the chain of trade between Baltic countries and with the rest of the world its upkeep and development are crucial. The first half of 2013 saw

a total of 15,940 vessels transiting the canal, transporting 48.8 million t of cargo. By sailing through the canal, a Baltic-bound vessel saves an average of 250 nm. As such it is the shortest, fastest and most environmentally friendly sea link with the Baltic region. At the recent press panel discussion the canal’s geographical significance was emphasised by Hamburg Port Authority Board Chairman Jens Meier. He pointed out that a ship sailing from Hamburg to Gdansk travels 437 nm when passing along the Kiel

Kiel Canal – Facts & Figures Total length 98.26 km Sole width west section 90 m, east section 44 m Duration of approx. 8 hours canal passage Ship passages in 2012 34,879 Cargo throughput in 2012 104 million t

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Canal. The comparable route around Denmark totals 874 nm.

Deeper & Straighter

The discussion’s major conclusions concerned both short- and medium-term actions. They called for lock chambers at Brunsbüttel, the canal´s Western entrance to be immediately renovated. In the medium term, considering the growing sizes and draughts of ships, the group regarded the deepening and straightening of the Eastern stretch of the canal as indispensable measures. “Along with the adaptation and optimisation of the canal bends on the Eastern stretch, a deepening by one additional metre to a total of 12 m is also vital. These measures would shorten passage times for shipping, eliminating waiting times,” stressed Chairman of Kiel Canal Initiative Jens Broder Knudsen.

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Dutch & Belgian Competition

For Mr Schnabel the Kiel Canal is more than just a transit waterway. “The Kiel Canal is just as much a lifeline for industrial firms and businesses along the canal.” Managing Director of Total Bitumen Deutschland Rainer Keiemburg continues along this line of thought by commenting, “for production facilities such as Total Bitumen, Bayer or the Heide Refinery, any restrictions on operations or closures of the canal entail losses running into millions. These can also very rapidly lead to supply bottlenecks for our customers.” The focus of the discussion group also had international concerns, such as the growth of the ports of Antwerp and Rotterdam. Speaking of the importance of a well-maintained Kiel Canal, Mr Knudsen declared, “upgrading works

on the Kiel Canal should serve to secure this advantage in routing vis-àvis the competing ports in the Netherlands and Belgium.” Clearly the presence of these two competing ports, comparable in capacity, technology and national importance is on the minds of the key players in Kiel Canal’s future. “After the neglect of infrastructure over recent decades, we expect absolutely clear signals from the incoming new federal government indicating an assured future for the Kiel Canal and the related trade industry and ports,” concluded Port of Hamburg Marketing CEO Axel Mattern.

Lock Repairs Underway The steel building department of Nobiskrug shipyard is carrying out repairs to Brunsbüttel lock’s number two sliding gate. Besides extensive work on the kerbing ribs, the company is also renewing the skid timbers and performing a complete inspection. The work is expected to take 3 months and follows the successful repair of the number three sliding gate. Nobiskrug is carrying out the repair work at one of their dry docks in Kiel.

i. www.initiative-kiel-canal.de

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CONTAINER TE RMINALS

CMA CGM’s proposed 2014 P3 network services include a number of Antwerp calls.

Photo Courtesy of CMA CGM

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The 13,050 TEU MSC Vandya navigating the Western Scheldt estuary after calling at the Port of Antwerp.

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CONTAINER TERMINALS

The Mary Maersk – 399 m long and carrying up to 18,270 TEU – pictured in October at the PSA Antwerp Deurganck Terminal. Opposite, a CMA CGM containership berths at the port.

P3 WINNER ANTWERP HIGHLIGHTS ‘INDISPUTABLE’ MEGA-SHIP ACCESSIBILITY

ULCS Plain Sailing on Scheldt IN OCTOBER, THE ULTRA-LARGE CONTAINERSHIP (ULCS) MARY MAERSK – THE FIRST TRIPLE-E VESSEL TO REACH THE PORT OF ANTWERP – berthed at PSA Antwerp’s Deurganck Terminal. The test trip came just a few days after the P3 Network announcement, which has opted resolutely for Antwerp as its European platform,

Photo Courtesy of Antwerp Port Authority

the Antwerp Port Authority said. WORDS BY JOHN GAULDIE

Under the proposed P3 Network alliance, ships calling at Antwerp will be mainly in the category of 13,000 TEU and up. Such vessels can now berth at Antwerp with ease. This autumn the 15,500 TEU Emma Maersk berthed at Antwerp without problem, and the arrival of the 18,000 TEU Mary Maersk was incontrovertible proof of the port’s accessibility. In this context the Port of Antwerp Authority said the importance of the 2010 deepening of the Scheldt cannot be emphasised strongly enough. “Since the deepening was completed the number of calls by vessels of 10,000 TEU, 13,000 TEU and up has really taken off,” explained port alderman Marc Van Peel. “The return on this investment has proved to be

Photo by John Gauldie

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CONTAINER TERMINALS

enormous, generating direct added value of nearly EUR 10 billion for our port and enabling it to further develop its competitive position.”

P3 Partners Choose Antwerp

Shipping lines operating the world’s largest vessels are drawn to Antwerp’s optimised accessibility combined with its inland location and excellent European hinterland connections. At the presentation of the proposed P3 Network in October it became known that Antwerp would receive an additional weekly call from the Far East: four of the eight calls will be made at Antwerp. Moreover Antwerp is the first port of call for ships from this region. ‘First calls’ are highly prized as they assure the necessary import volumes. The fact that Antwerp is to receive an additional first call is particularly positive for its competitive position in Europe. “This definite choice in favour of Antwerp is a clear expression of confidence in the advantages offered by the port, and will result in even more calls by vessels of 13,000 TEU and over,” the port authority stated. On the trans-Atlantic route the number of Antwerp calls will remain the same.

Photo Courtesy of Antwerp Port Authority

Belgian Flagship Terminal Hub PSA Antwerp operates five terminals in the port of Antwerp. The Deurganck Terminal, Europa Terminal and Noordzee Terminal are situated before for the locks. Behind the locks, there is the MSC Home Terminal (50/50 percent joint venture with MSC) and Churchill Terminal. PSA Antwerp is the largest overseas investment of Singapore-based PSA International, owner of the world’s largest transshipment hub, PSA Singapore Terminals. i. www.internationalpsa.com

Proposed Network

Pending approval from regulatory authorities, the P3 Network will operate a capacity of 2.6 million TEU (initially 255 vessels). Maersk Line will contribute with approximately 42 percent of the capacity (including the new Triple-E ships), of about 1.1 million TEU. The Maersk Line product Daily Maersk will continue unchanged or improved in the future set-up. MSC will contribute with approximately 34 percent of the capacity, of about 0.9 million TEU of capacity. CMA CGM will contribute with approximately 24 percent of the capacity equalling 0.6 million TEU. The vessels contributed to the P3 Network will continue to be owned and/or chartered by the lines, with separate commercial operations. The three companies aim to start operations in Q2 2014, assuming regulatory approval has been obtained by then.

Irrefutable Proof

On her trial visit on Saturday 19 October, the 18,000 TEU Mary Maersk entered the

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more have put into the port, compared with 69 in the same period last year. port of Antwerp smoothly without problem, declared Port Authority CEO Eddy Bruyninckx. “A ‘first’ of this scale offers the indisputable proof that even the very largest container ships can call at Antwerp,” he said. Simulations by the Hydrological Laboratory in Borgerhout had previously demonstrated that such ships are able to call at Antwerp, and the arrival of the Mary Maersk proved this irrefutably. The number of calls by ULCS has been rising sharply in the past few years. This comes despite the fact that during the first 9 months 2.4 percent fewer seagoing ships called at the port of Antwerp than in the same period last year, with the number down to 10,769. On the other hand the total gross tonnage was up by 3.4 percent to 246,890,887 t. These figures reflect the trend for fewer but more heavily laden ships visiting the port. Already in the first 9 months of 2013, 90 units of 13,000 TEU or

Everything is Possible

The Antwerp Port Authority expressly thanked all those who helped to make possible the safe and smooth test call at Antwerp by the Mary Maersk. “Just a few weeks ago we launched our new international branding campaign under the motto ‘Everything is possible at the port of Antwerp’,” Mr Bruyninckx continued. “Well, everything is possible in our port, not least because all the partners in the nautical and logistic chain – from the Flemish and federal authorities to the private companies – work so well together and view any kink in the chain as a challenge to which a solution must and will be found.” i. www.portofantwerp.com

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GERMANY

Rhenus Bulk Terminal Wilhelmshaven recorded its highest ever unloading volume in August.

Photo courtesy of Rhenus Midgard Wilhelmshaven GmbH & Co. KG.

RHENUS BULK TERMINAL WILHELMSHAVEN

Capesize Coal Port WORDS BY JOHN GAULDIE

COAL THROUGHPUT AT WILHELMSHAVEN MORE THAN DOUBLED TO 2.3 MILLION T IN THE PERIOD JANUARY TO SEPTEMBER 2013, compared to the same period in 2012, according to Seaports of Niedersachsen GmbH. Thanks to investments in additional equipment and infrastructure, Rhenus Midgard’s deep-water Niedersachsenbrücke jetty recorded its highest ever unloading volume in August. The terminal can handle fully laden Capesize bulk carriers with a draught of as much as 18.5 m and a deadweight of up to 250,000 t. The terminal’s growing international trade is behind its new name: Rhenus Bulk Terminal Wilhelmshaven.

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“The terminal has reached a new level as a result of these developments,” emphasised the Managing Director of Rhenus Midgard Michael Appelhans. “We’ve now become one of the top European bulk commodity ports this year. Our new name will help us to clearly demonstrate the international aspect, which shapes our daily work with the vessels and the coal being imported from all over the world.”

Coal Comeback

The terminal in Wilhelmshaven benefits from increasing demand for coal in Germany. Hard coal imports to Germany rose by 3.4 million t (15 percent) to 25.7 million t in the first 6 months of the year. Extrapolated for all of 2013, this would mean that for the first time since 1957 more than 50 million t of hard coal would be imported to Germany, according to Managing Director of the Coal Importer Association Dr. Erich Schmitz. A recent report by Bloomberg noted Germany utilities are set to bring three new coal-fired energy plants on line by

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December – the first in nearly 8 years. While Germany’s medium and long term energy market remains up the air pending the new government’s policy, the trend also goes beyond the country’s borders with a slight, but steady, increase in coal consumption in the European Union, especially in the United Kingdom, France and Spain over the last 2 years. In addition, declining hard coal output in Germany, Spain and Poland is being compensated by increased imports, according to the Coal Importer Association.

efficiency in future too,” said Matthias Schrell, Managing Director of Rhenus Midgard in Wilhelmshaven, summarising the latest developments. “We’ve taken a huge step forwards with our new equipment, which enables us to unload the large Capesize vessels in just three days. The 440,000 t that we handled in June 2013 set a new monthly record. We were then able to increase this figure to 457,000 t in August – the largest monthly volume ever.” The Rhenus Group has modernised and

Monthly Unloading Record

Matthias Schrell, Managing Director of Rhenus Midgard in Wilhelmshaven.

Photo courtesy of Rhenus Midgard Wilhelmshaven GmbH & Co. KG.

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Rhenus Midgard used its new name for the Wilhelmshaven facility, Rhenus Bulk Terminal Wilhelmshaven, for the first time on its stand at the international Coaltrans conference in Berlin in October. “We’ll continue to optimise our Rhenus Bulk Terminal Wilhelmshaven and its

Photo courtesy of Rhenus Midgard Wilhelmshaven GmbH & Co. KG.

The bulk terminal in Wilhelmshaven can handle fully laden Capesize bulk carriers with a draught of as much as 18.5 m and a deadweight of up to 250,000 t.

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We’ve taken a huge step forwards with our new equipment, which enables us to unload the large Capesize vessels in just three days. Photo courtesy of Rhenus Midgard Wilhelmshaven GmbH & Co. KG.

enlarged the bulk commodities terminal during a four-year expansion phase. The deepening of the mooring basin in front of the terminal in Wilhelmshaven was completed at the beginning of 2012 to handle Capesize bulkers. Rhenus has invested in additional ship unloading equipment, a more efficient conveyor belt system, fully automatic stacker/reclaimers and a high-performance train loader since 2009 in order to increase the efficiency of the long-standing bulk commodity transshipment facility. The group has also enlarged the space used to provide temporary storage for the huge amounts of coal.

Long Term Capacity

now have at Rhenus Bulk Terminal Wilhelmshaven to all the major players in the international coal markets in great detail and we’re already looking forward to the discussions that we’ll have in the German capital,” said Michael Appelhans, with a keen sense of anticipation in the run-up to the event. “The terminal facilities are designed to handle up to 10 million t of coal per annum in the long term. We want to use this potential for our future business development in the interests of our customers.” i. www.rhenus.com Michael Appelhans, Managing Director of Rhenus Midgard.

The decision by Rhenus Midgard in Wilhelmshaven to attend the 33rd Coaltrans, one of the leading exhibitions for the global coal business, and have its own stand for the first time for a decade reflects this positive development. “We want to present the potential that we

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PORT DEVELOPMENT & A UTOMATION

A TRANSPORT SOLUTION FOR SMALL & MEDIUM SIZED PORTS

RobuTAINer – the Intelligent Autonomous Vehicle WORDS BY TOM SCOTT PHOTOS BY DENNIS VINKOERT

The IAV is presented to the public at the port of Oostende.

publicly-funded international project aims to help small- to medium-sized ports achieve productivity gains through automated freight transport. Possessing infrastructural and technological advantages to AGVs found in larger ports this intelligent transportation system offers a wide range of environmental, financial and spatial benefits. While taking the controls, PSI’s Tom Scott discovered more about this clever bit of kit. In 2008 the Port of Oostende entered into a partnership with seven European organisations, under the umbrella of the Intelligent Transportation for Dynamic Environment (InTraDE) project. InTRaDE is a EUR 7 million project 50 percent co-financed by European Regional Development Funds that deliver EU policy with respect to social and environmental development. The IAV has been demonstrated earlier this year in the ports of Rouen and Dublin. Last month was the IAV’s public presentation at the Port of Oostende.

Flexible & Economic

“InTRaDE aims to develop an intelligent transport system to manage and

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optimise traffic inside the confined space of port terminals,” explained Project Manager Professor Rochdi Merzouki. As well as intelligence, the key goals of the project are sustainability and energy efficiency. The cooperation has resulted in the construction of an Intelligent Autonomous Vehicle (IAV), built in France under the guidance and supervision of the engineers of the Polytechnic of Lille. “Without international cooperation, success would be impossible,” continued Professor Merzouki during the presentation of the IAV last month at the Port of Oostende. Numbering more than 60, the attendees were a mix of engineers, consultants, academics, urban planners and journalists. Due to its flexibility and economic and environmental advantages, it could

Flexible Driving Modes

To the layman’s eye, the IAV looks like a flatbed trailer with a pair of wheels at each corner. A sturdy GPS and WiFi antenna at one end is the only characteristic that defines the ‘front’ and the ‘back’ of this 14m long vehicle. Each pair of batterypowered wheels has integrated suspension and is completely independent of one another – enabling omnidirectional steering. The batteries The IAV follows the manned lead vehicle have a 4 hour operating by means of laser sensors. time and can be recharged within 25 minutes. Four laser sensors are positioned one on each side for guidance and steering purposes. By combining data from the laser sensors with GPS signals, the IAV is accurate to within 5 cm. The IAV can be operated in a variety of driving modes. The first is a manual mode – where the operator pilots the vehicle directly using a joystick. In this situation, the IAV is in clear view of the operator. An automatic piloting mode is also possible with a combination of GPS data and information received from the vehicle’s own sensors. The IAV can also be Vincent Coelen drives the IAV from a remote driven from a remote location using a real-time simulation. location using a realtime simulation. The appeal to different kinds of small- and medium-sized ports port cartography must first be installed into the piloting where diverse types of goods are being handled. Able to software to create a virtual port environment. The operator transport loads of up to 10 t, the IAV can handle loads of then pilots the vehicle using a cockpit from an secondary any size up to one 40-foot equivalent container. The location. Finally, a platoon of vehicles can be driven; the lead advantages of the IAV are already being seen. “Dublin port, vehicle is driven manually and the subsequent vehicles use a like all other small ports in North West Europe, is running laser guidance system to follow the leader. out of space so the InTRaDE project has given us a new way of utilising space and this will help the port in the future to AGV Technology develop,” explained Kay McGinley from the Dublin Institute Initially being utilised in Rotterdam and Hamburg, automated of Technology. guided vehicles (AGVs) are now a well established

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PORT DEVELOPMENT & A UTOMATION – P RO F ES S O R RO C HDI M E RZO UKI , I N T RA DE P ROJ EC T M A NAGE R –

Without international cooperation, success would be impossible. increases pollution levels in the immediate area. That said, the future will see more and more batterypowered AGVs – APM Terminal’s new container terminal at Rotterdam’s Maasvlakte 2 due to begin operations next year will utilize no less than 37 battery powered AGVs.

IAV Advantages

Professor Rochdi Merzouki (right) highlights the IAV’s advantages to PSI’s Tom Scott.

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component of large modern ports. However, they do have a number of limitations that make their use difficult in smaller ports. Firstly, AGVs operate by following sensors placed on the ground meaning that ports wanting to use AGV technology first need to invest heavily in transport system infrastructure. Unfortunately, this infrastructure is specific to just one port and so is non-transferable to other locations. Failure management of the AGV remains a problematic issue – when one vehicle is in a state of failure, it blocks the path of subsequent vehicles. AGVs are also not exactly clean – the majority continue to be powered by an internal combustion engine which

The InTraDE project contributes to improved traffic management and optimisation of space by utilising a clean and safe, intelligent transportation system. The technology is based on a more flexible system that would lead to productive gains while requiring no major infrastructural investment. The transportation system operates in parallel with virtual simulation software of the port site, providing real-time supervision of the goods handling operation. Once the cartography of the port is loaded into the project’s software, the IAV is ready to go. The system could be transferred to different sizes of ports and terminals. Professor Merzouki summarised, “The IAV adapts to its environment rather than the environment adapting to the IAV” – meaning that if one vehicle fails, subsequent vehicles would simply drive around it. Its omnidirectional decentralised steering offers outstanding manoeuvering capabilities that would be valuable in confined areas. Clearly then the IAV is more suited for use in small- to medium-sized ports where space is limited. i. www.intrade-nwe.eu

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PORT DEVELOPMENT & A UTOMATION

Editor as Pilot After receiving brief instructions…

t was raining cats and dogs as I drove to Oostende for the public presentation of the Intelligent Autonomous Vehicle (IAV) last month. To be brutally honest, I was not exactly relishing the thought of standing for two hours in the Belgian rain watching the demonstration of the various capabilities of this newcomer to port automation, also known as the ‘RobuTAINer’. However, after an introduction to the project by project manager Professor Rochdi Merzouki and project coordinator Mohamed Benmerikhi from Lille Ecole Polytechnique Universitaire the skies cleared and the 60+ attendees were invited outside to view the IAV’s driving modes ‘in person’. Vincent Coelen from Lille Ecole Polytechnique Universitaire began the demonstration by showing us how the IAV can be manually piloted using a joystick. Mr Coelen was clearly well practiced in piloting the IAV – its omnidirectional steering capabilities making it move as elegantly as a figure skater. Albeit one weighing 4,000 kg. Capable of speeds up to 25 km/h, there is no doubt that the IAV is powerful. It is also safe; an emergency stop system comes into effect when the vehicle touches an obstacle.

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…Editor Tom Scott takes the controls

manually operated capabilities, a call was made for volunteers to drive the vehicle themselves. Now, you don’t have to ask me twice if I want have a go at driving a EUR 1.5 million piece of kit with an X-Box joystick. Not quite as elegant as a figure skater, my driving skills were competent if a little erratic. Given a few more hours practice, I’m sure I’d be up to gold medal standard!

Curious, I asked if I could act as the obstacle. Vincent agreed so I held out my hand and he drove the IAV towards me. With a surprisingly small amount of pressure the IAV stopped dead in its tracks. After this brief demonstration of the IAV’s

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Busy with the future

Curious about the facts? www.broekman-group.com/bps

Editors Picks.indd 44 213.0028 ADV_303x229_BPS RDM loods.indd 1

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PORT PORTEQUIPMENT EQUIPMENT/HOISTING / HOISTING & LIFTING

Editor’s Picks for

Project Cargo/Heavy Lifts TRANSPORTING LARGE AND HEAVY PIECES OF EQUIPMENT REQUIRES special care and expertise. PSI’s Anoeshka Maaskant outlines project cargo and heavy lift equipment that measure up to these demands.

www. p o r t s s h i p p i n g - i n dustr y.c om

Editors Picks def.indd 49

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PORT EQUIPMENT / HOISTING & LIFTING

ZEELAND SEAPORTS INAUGURATES INNOVATIVE MOORING BUOYS

Stable & Safe Mooring Buoys ZEELAND SEAPORTS RECENTLY INAUGURATED A SPAN OF INNOVATIVE MOORING BUOYS, DESIGNED AND MANUFACTURED BY THE ROTTERDAM-BASED ROYAL BOATMEN’S ASSOCIATION EENDRACHT (KRVE). By making use of standards from the offshore industry, the Lloyd’s Register certification brings a new level of scrutiny to harbour mooring buoys while also making ship mooring and unmooring a lot easier, faster and safer. Late October Ports & Shipping Industry attended a full scale demonstration in the Sloehaven of the Port of Vlissingen.

WORDS BY ANOESHKA MAASKANT PHOTOS BY DENNIS VINKOERT AND ROB VAN AKKEREN

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PORT EQUIPMENT / HOISTING & LIFTING

The new mooring buoy makes ship mooring and unmooring a lot easier, faster and safer.

he Royal Boatmen Association’s Eendracht (KRVE) moors and unmoors all kind of seagoing vessels. In cooperation with the vessels’ crews, KRVE brings mooring ropes or wires from the ship to mooring buoys or onshore. KRVE has its own specialised shipyard – Merwelands – where pilot boats and launches are overhauled and refitted but also new vessels are built for third parties. The KRVE also develops innovative devices for the port industry. One of these devices is the well-known, revolutionary ShoreTension system. More recently, the KRVE developed a new mooring buoy, nicknamed the Sloeboei – the world’s first certified mooring buoy. The new mooring buoys have been positioned in the

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Photo courtesy of KRVE

Sloehaven of the Port of Vlissingen allowing mid-stream operations. The exact location of the pair of buoys was determined in close cooperation with the Harbour Services of Zeeland Seaports, the United Boatmen and the Dutch pilotage services for and on the Western Scheldt river.

Safe & Easy

The conventional mooring buoys have been in use since the seventies, however, since then ships have increased in dimensions. With the new mooring buoys, Zeeland Seaports is able to accommodate modern generation ships with a maximum length of 290 m at a draught of 14 m. The new mooring buoys

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PORT EQUIPMENT / HOISTING & LIFTING

The new mooring buoy features a 3.7m diameter and a massive mooring capacity of 240 t.

situations for the boatmen. With the new mooring buoys, the complete mooring and unmooring process can be executed from the mooring launch easily and safely. An extra tie to the eye of the mooring buoy is no longer required. A boatman simply pulls the rope through the eye of the crown piece and ties it to a bollard with a loop – unmooring with the same ease. The hawser is pulled off easily from the bollard with an extra piece of rope.

Offshore Standards Photo courtesy of KRVE

feature a 3.7m diameter and has a massive mooring capacity of about 240 mt swl (the old buoys had a maximum swl capacity of 70 t). With the buoy, mooring is a lot easier, safer and less time-consuming. In practice boatmen usually have to climb on top of the buoys. In severe weather conditions, this means a lot of inconvenience and unwanted dangerous 5 2 | P S I 2 0 1 3 | Vo l u m e 2 | Issue 4

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Lloyd’s Register recently certified the ‘Sloeboei’ using applicable standards from other parts of the maritime industry. The newly developed mooring buoy consists of a floating body with a 3.5m diameter and a centred removable body, consisting of a single moulded piece. The design of the certified floating body complies with the Regulation for the Classification of Mobile Offshore Units and the removable part of the body with the Code for Lifting Appliances in a Marine Environment. The latter can be removed and replaced by a spare pull body keeping the buoy in function and allowing the removed part to be tested w w w. p o rts s h i p p i n g -i n d u s tr y. co m

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onshore. With a combined safety pull load of (4 x 60 =) 240 t the new buoys feature an increased mooring capacity when compared to conventional mooring buoys. Last but not least, the Sloeboei is protected from impact damage by a durable and costeffective PMS fender supplied by PolyMarine Service. The engineering of the anchorage and the anchor chains was carried out by the Rotterdam Public Works. The four 19m long anchorage piles were constructed and installed by Werkendambased contractors De Klerk.

ShoreTension

At the end of October the Port of Rotterdam Authority announced its support for the ShoreTension system in Rotterdam, providing EUR 300,000 to encourage stevedores to make use of the new system. KRVE’s ShoreTension is a hydraulic mooring system that automatically keeps mooring cables tense in severe conditions such as suction caused by passing ships, severe weather conditions and swell. It also prevents mooring cables from breaking in the case of on-/offloading and tidal differences. The patented ShoreTension system is a flexible stand-alone mooring system, providing a permanent tension force on the shore mooring lines without the need of external energy – making it CO2 neutral. It is compact, transportable and can be placed on the quay side or on the deck of a ship. “Seagoing vessels are getting larger and as a result they are more susceptible to wind,” said harbour master René de Vries. “In

Photo courtesy of KRVE

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addition, the ShoreTension also reduces emissions of diesel generators on ships. By using the hydraulic cylinders it’s no longer necessary to keep tension with diesel generator sets powered ship winches.” To enlarge the safety and sustainability in the port of Rotterdam, the Rotterdam Port Authority supports the stevedores in Rotterdam making use of the innovative system with a subsidy up to 10 percent.

Safe & Sustainable

The system provides a high tension and pays out the line coping with the peak loads without exceeding the Minimum Breaking Load of the line (MBL). By doing this, the system dampens the ship’s motion and absorbs the energy of the ship. When the peak loads are over, the ShoreTension heaves in the line with the energy stored returning to its initial position. Control valves make sure that the hydraulically controlled tension of the shore

Gert van der Burg of the KRVE (right) hands over the first Lloyd’s certificates to Peter Adriaanse of Zeeland Seaports.

mooring line does not exceed the safe working load of the vessel’s ropes and bollards. All mooring lines paid out are set at the same tension force, which increases the total mooring strength. This way the ShoreTension system reduces the load and provides high pre-tension in the mooring lines. Together with the fendering system the motions of the vessel, and therefore the downtime at the terminal, are significantly reduced. i. www.krve.nl i. www.zeelandseaports.com

Lloyd’s Register recently certified the ‘Sloeboei’ using applicable standards from other parts of the maritime industry.

ShoreTension is a hydraulic mooring system that automatically keeps mooring cables tense in severe conditions.

The engineering of the anchorage and chains was carried out by the Rotterdam Public Works. Photo courtesy of KRVE

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TOWARDS A STRONGER SHIPPING INDUSTRY

Flying the Dutch Flag WORDS BY DENNIS VINKOERT

A SEAFARING NATION FOR OVER FIVE CENTURIES, THE NETHERLANDS’ INTERNATIONAL FOCUS AND OUTWARD ORIENTATION HAS ORIGINATED IN a long and distinguished maritime history. The Dutch have ventured out to discover the world and set up new lines of business. Every stage in the development of shipping, shipbuilding, global trade and maritime services has a chapter in the country’s maritime history.

Strong Cluster

The Dutch maritime cluster is strong from an economic, technological and innovative perspective. It consists of some 12,000 companies and has an added value of more than USD 15 billion a year. Together they

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generate social and economic value for clients worldwide through a combination of expertise, imagination and collaboration. Logistics is one of the top sectors, gaining additional focus from the Dutch government. The Dutch shipping sector and the maritime cluster contribute to the competitive edge of main port Rotterdam – still Europe’s largest port. The port attracts more than 440 million t in cargo flow each year. It is of great importance to the Dutch economy and forms a network with the other ports in the Netherlands.

Keen on Innovation

The Dutch fleet is one of the most modern in the world, crews have excellent qualifications, employment policies are

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progressive and standards for quality, safety and the environment are high. Dutch ship owners have a reputation for promoting innovation for the sustainable development in the shipping industry. Based in Rotterdam, the Royal Association of Netherlands Shipowners (KVNR) represents the interests of both this dynamic and innovative industry and virtually the entire Dutch maritime sector. The KVNR’s vision of the Dutch shipping industry is one that plays a prominent role in a number of European and global market segments with an excellent performance record.

Shipping Policy

Photo courtesy of Port Pictures

Incorporating around 900 merchant vessels, the Dutch shipping register is one of the leading within Europe – in terms of growth, standards and sustainability of the ships registered, as well as service and userfriendliness. The Dutch government acknowledges that the value of shipping lies not only in ships and jobs at sea, but first and foremost on land. Of the total value added by shipping, approximately 70 percent is created ashore. The nation’s shipping policy enables ship owners to manage their vessels from the Netherlands on competitive and profitable terms. It creates an international level playing field whilst retaining the Netherlands’ strong reputation and a prosperous maritime environment for ship owners. Flying the Dutch flag offers benefits such as allowing companies to apply flexible manning regulations and make use of additional fiscal measures, reducing the cost of employing Dutch crews by around 30 percent. In the years 1997-2010, the fleet flying the Dutch flag has grown well over 50 percent thanks to these measures.

actual operating results. This profit is subsequently subject to the ordinary corporate income tax rates. Apart from that, non-qualifying shipping income is subject to regular taxation rules. Other stimulating tax incentives for shipping companies include: wage cost deduction for seafarers, accelerated depreciation of ships, investment allowances, possibility of fiscal unity and zero rating for VAT purposes.

Innovative Shipping

The Dutch fleet is among the youngest and most modern in the world. Dutch ship owners continue to invest in high-tech innovations and futuristic designs. The Dutch government seeks to promote this intention by offering financial support for innovation. In the period 2006-2009, annual R&D expenses were increased by around 35 percent, significantly higher than the Dutch average. The annual R&D expenses of the Dutch maritime cluster are estimated at about USD 500 million. The government and trade and industry try to safeguard the shipping industry’s competitive potential. At the same time, stakeholders are doing their utmost to improve the industry’s environmental performance. Port and agricultural greenhouse sectors have recently initiated the Mainport-Greenport project that focuses on developing a smart interface for the heating network and CO2 supply. The opportunities that this creates provide opportunities for a more sustainable future. i. www.nfia.nl i. www.kvnr.nl i. www.nl.pwc.com i. www.rijksoverheid.nl i. www.maritimebyholland.com i. www.government.nl/ministries/ienm

Tax Benefits

The Dutch tonnage tax system is a favourable tax system for companies active in the shipping and offshore industry and only applies to transportation activities at sea. A profit split has to be made for profits derived from installation and/or research activities which are subject to the regular corporate income tax rules. The taxable operating profit of a vessel is based on the vessel’s tonnage and not the

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Sources: – For a strong shipping industry in the Netherlands, Royal Association of Netherlands Shipowners (KVNR). – The Netherlands – Home to leading maritime companies, Ministry of Infrastructure and the Environment. – Shipping Incentives in the Netherlands, PricewaterhouseCoopers (PwC). – Annual Report 2012, Royal Association of Netherlands Shipowners (KVNR).

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SPECIAL FEATURE

A CENTURY OF IMAGE & IDENTITY

Capturing the Essence ESTABLISHED IN 1912, SLIEDRECHT-BASED VAN DER KLOET FOTO & VIDEOPRODUCTIES B.V. SPECIALISES in technical and promotional industrial and maritime photography. The company’s video division was established in 1988 and forms, together with its photography services, a complete image processing and production company. “Being able to adapt yourself to any environment is not just a quality, it’s a unique quality,” emphasises Managing Director René van der Kloet. “Our company, together with the dedicated services we provide, features that flexibility; every production, every video, every image comes with a guarantee of quality. This is reflected exactly in our company motto ‘Our Image, Your Identity’.”

Global Studio

Supported by a dedicated staff, specialised in digital full colour photography and videography, Van der Kloet has

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(HUET) and Emergency Breathing certificates. These certificates are demanded by authoritive bodies like NOGEPA and OPITO and are upgraded for the Norwegian Oil and Gas industry.

Nominee Title

gained a solid reputation with its customers over the years; some of whom have been customers for more than 65 years. “We operate worldwide; from our well-utilised modern studio in Sliedrecht, the Netherlands, to the Hong Kong skyline. At present we serve more than 500 companies based in more than 70 countries around the world. We are fully geared for digital artwork and have in-house editing suites available. All jobs are executed and processed under our own management enabling us to work faster and very cost effectively.”

Marine & Offshore

In the Netherlands, the Sliedrecht area is well known for its dredging and shipbuilding industries. Van der Kloet has had its offices there since 1937, serving its purposeful clients all over the world. When it comes to a general presentation or to specific details of certain works they are flown in, giving their clients what they require. “Especially when it comes to shipbuilding, ship repair, offshore, dredging or yacht building, we know how to present a company’s image and its products or services,” stresses Mr van der Kloet. For representative presentations of images,

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Early this year Mr van der Kloet was presented with the 6th Annual Photography Masters Cup Nominee title in the category of Fine Art at a prestigious Nomination & Winners Photo Show. The live online ceremony webcast took place in February, 2013; it was attended online by photography fans in 86 countries who logged on to see the climax of the industry’s most important event for colour photography. Mr van der Kloet’s submission ‘Dutch Pride’ was recognised as an exceptional image in the Fine Art category, representing contemporary colour photography at its finest. The International Colour Awards, Photography Masters Cup is the leading international award honouring excellence in colour photography. This celebrated event shines a spotlight on the best professional and amateur photographers worldwide and honours the finest images with the highest achievements in colour photography.

Royal Award Van der Kloet has created a recognisable house-style archive. Today more than 50 companies subscribe to that dedicated archiving service. “When a certain image is needed, the I.D. number of the photo is all we need to deliver the image swiftly while conforming to the client’s specifications,” comments Mr van der Kloet. “Our work doesn’t stop with making a perfect shot,” he concludes with a bright smile.

Safety First

Van der Kloet has a vast experience of more than 20 years of photography and videography in the harsh environment of the offshore industry. In order to optimally serve clients active in the offshore industry, the company has followed several training courses and has recently been awarded the Basic Offshore Safety Introduction and Emergency Response Training (BOSIET) and the Helicopter Underwater Escape Training

“Last but not least, early this year we were awarded with a Royal Warrant. This means not only that our company is more than 100 years young, but also that it has an excellent and sound reputation. Companies that have been granted a Royal Warrant, called ’Hofleverancier’ in Dutch and ‘by Royal Appointment’ in English, are recognised for their reliability, responsibility and craftsmanship,” Mr van der Kloet proudly underlines. The Royal Warrant was introduced in 1815 by King Willem I and in combination with the designation ‘Koninklijk’, or Royal, (1816) is one of the oldest Royal awards in the Netherlands, making the team at Van der Kloet very proud of the products and services they provide. i. www.kloet-foto.nl

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Maritime Charity Golf Event 2013 THIS YEAR’S HIGH TURNOUT OF MARITIME PROFESSIONALS AT YELLOW & FINCH PUBLISHERS’ ANNUAL GOLF TOURNAMENT RAISED EUR 13,000 FOR KIKA, THE CANCER-FREE CHILDREN FOUNDATION.

At the end of a very successful and cheerful day, the new CEO of Yellow & Finch Publishers, Charles van den Oosterkamp handed the cheque to Fund Manager of KiKa, Rien Schimmel. On behalf of all children suffering from this disease, Mr Schimmel thanked all participants for donating and spending this wonderful day together. The day was full of golfing,

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socialising and networking all while enjoying the beautiful surroundings of the golf course. Nevertheless there was a strong competition going on, the actual winners of the Texas Scramble tournament were Chiel de Bree from Supermaritime, Erwin de Witt from SDW Shipping, Ian Brand from Nicoverken and Willem Vraets from Marskeel.

On behalf of the charity, Yellow & Finch Publishers would like to thank all sponsors including the main sponsors as well as Die Keure, De Goese Golf, Alphatron, Euro-Mit Staal B.V., CTV Zeeland, Protech, Wylde Swan, Bouwman KantoorTotaal B.V., Pin High Golftravel and Yellow Submarine Oil & Gas Recruitment. Yellow & Finch hopes to raise even more money at next year’s golf event to continue to fund cancer research. To participate in 2014, participants can contact the publishing house and register early. i. www.ynfpublishers.com

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PSI OUTFITTERS PAGES Certified ECDIS Training The Alphatron Marine Training Centre is officially certified to perform ECDIS IMO Model course 1.27 for STCW (including Manila Amendments) and vessels under Dutch flag. This means the training centre can now offer the complete range of ECDIS training, both generic as well as type specific, or both in the same 5-day course in the HQ in Rotterdam. The training is executed on individual simulators and complemented with theoretical syllabi. Another special feature is the fullsize bridge simulator that enables the trainees to test the learned competences together. i. www.alphatronmarine.com

Automated Mooring Technology Transnet National Ports Authority (TNPA) of South Africa recently placed an order for Cavotec’s MoorMaster automated mooring units. Cavotec will design, manufacture and install MoorMaster systems mooring containerships up to 13,000 TEU. The MoorMaster system is a vacuum-based automated mooring technology that eliminates the need for conventional mooring lines. Remote controlled vacuum pads recessed in, or mounted on the quayside or pontoons, moor and release vessels in seconds. The technology improves safety and operational efficiency, and also enables ports to make infrastructure savings. i. www.cavotec.com

Terminal Flood Lighting for Cranes & Carriers Phoenix Products Company developed the SturdiLED Series LED Floodlight. The mid-level LED floodlight offers an AC or DC driver with multiple output options ranging from 1,600 to 2,900 lumens. The two optical packages, 28° and 45°, accommodate a variety of applications including gantry lights, maintenance platforms, straddle carriers, and various other demanding terminal applications. For its flood lighting, Phoenix utilises marine-grade die cast aluminium housing with a powder coat finish for additional protection against corrosion. The rugged shock mount base delivers durability that can stand up to even the harshest applications. The SturdiLED also utilises a replaceable, impact-resistant, and UV-stable lens, as well as a conformal coated circuit board and fully potted driver. i. www.phoenixproducts.com

Bromma Weight Verification

Cost-Effective Water Filtration Industrial Purification Systems (IPS) installed an Amiad SAF 1500 automatic backwashing screen at Peel Ports’ Port of Sheerness, UK, to provide a low maintenance, cost-effective water filtration system. To process the distribution of water by removing the solids before the water was chlorinated and entered the distribution system, IPS was tasked to process the water to the existing tower at a rate of 45 m3/hr filtered to 20 micron. This effectively ensured a clean water supply to the whole docks. The waste backwash stream from the SAF was diverted to a 500 l buffer storage tank prior to being discharged under gravity to a paper band filter. This enabled the solids that would have entered the tower to be processed with the minimum of effort by the existing maintenance crew. The band filter system and SAF filter incorporated telemetry for remote monitoring of the system status. i. www.industrial-purification. co.uk

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As the work by the IMO on verification of container weights prior to loading on to a ship is progressing, the interest for solutions that will not affect cycle times and will not influence the logistic flows in the terminal is increasing. Currently, expectations are that legislation will come into force in 2017 at the latest, and possibly in 2016. Bromma’s weight verification system with load sensors mounted on the spreader twistlocks offers such a solution and the interest for this technology is steadily increasing. Large installations with this technology included are coming into operations as the TraPac and London Gateway terminals start operations. i. www.bromma.com

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OUTFITTERS PAGES

Konecranes Auto Start-Stop Feature

Marine Safety Equipment

Konecranes Lift Trucks introduced the Auto Start-Stop feature, which will save fuel and lower emissions. The Auto Start-Stop turns off the engine whenever the lift truck idles for a period of time and restarts it automatically when needed. The saving principle is simple. When the engine does not run, it does not consume fuel. When the lift truck is idling, you put it into neutral and take your foot off the brake pedal to activate the function. The function is controlled by a central control unit that monitors data from relevant sensors. Auto start-Stop is available with selected Volvo3B/Tier4i engines, as well as with all coming stage 4/Tier 4f Volvo engines. i. www.konecranes.nl

Marine Safety Supplies Limited is now under the ownership of PTR Holland Group, which supplies marine safety equipment around the globe and is one of the largest manufacturers of marineuse rope ladders. Both PTR Holland and Marine Safety Supplies make and supply marine safety equipment such as nets and ladders, and have done business together in the past while supplying to the same projects. Joris J. Stuip, Managing Director of PTR Holland Group, said: “We do the same kind of work that Marine Safety Supplies do, but on a much bigger scale, so we will be able to use our international network to help develop the site. We both work in the same sector, and have done business together in the past, so this is a very good fit for our existing operation.” i. www.perdontrading.com

Hose Tower in Existing Steel Structure

Carrying Lubes for ULCS

Recently WLT supplied a hose tower for multi product loading in an existing steel structure in the harbour of Hamburg. Already a challenge to integrate the loading equipment in an existing steel structure, the loading equipment also had to be provided with an emergency release system. This is proven technology for rigid marine loading arms but a very uncommon provision in a hose tower. WLT has developed a system that follows the movement of the ship during loading and unloading. When the hose arm reaches its maximum reach, the system secures a controlled release of the connection between hose and ship. The equipment has already been tested and certified by the local authorities. Start up has taken place and the customer is fully satisfied with the new up to date hose tower. i. www.wlt.nl

Marine lubricant provider Total Lubmarine’s new barge Atlantic Energy features a 35m bunker boom, allowing delivery to the largest containerships in the world calling at Rotterdam port and Europoort. The 1,560 dwt, double-hulled barge has sixteen cargo tanks to transport Total Lubmarine’s cylinder oils, system oils, and trunk piston engine oils. Norbert Schieren, General Manager, Total Lubmarine, commented: “There was a real need for this new barge to ensure that our customers are not left without the crucial products necessary to keep ship operations running smoothly.” i. www.lubmarine.com

LED-Lit STS Crane TCV Stevedoring Company, the container terminal in Valencia, has recently purchased and implemented the first super post-Panamax STS crane in the world lit entirely with LED technology. This solution was developed and provided by Ingeniería de Aplicaciones Energéticas (EDAE). The new equipment is lit by LED floodlights at several power ratings up to 400 watts, located at various heights up to 68 m, depending on specific lighting needs. It also has 10 and 22 watt LED tubes with vibration damping technology for transit areas and technical rooms on the crane. With this initiative, TCV, together with EDAE, has managed to increase the useful life, savings and return on investment associated with this type of machinery. i. www.tcv.es

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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 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.

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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.

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.

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.

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

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

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

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YELLOW & FINCH PAGES 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.

TIMMERMAN INDUSTRIAL REPAIRS B.V. Siloweg 1, 4338 PB Middelburg P.O. box 8059, 4330 EB Middelburg The Netherlands T +31 (0)118 611 351 F +31 (0)118 613 309 M +31 (0)6 5514 0415 E marc@ltimmerman.nl I www.timmerman-ir.nl Contact: Marc Timmerman Timmerman Industrial Repairs is active in the Benelux and specialises in conducting ship repair and associated services. This applies in particular to repairs above the waterline and the installations of the ship, including the supply, removal and installation of generators, supply and repair of winches, repair and replacement of piping, creating and weighting of structures in the machine room. The most complex projects we perform in our fully equipped workshop, but also on location with our mobile workshop. We are flexible and able to respond adequately to your questions and possible problems. From the practical side, we think along and are able to offer tailor-made solutions within the repair area, from design to completion.

Next Issue

Main Themes Port Services Container Terminals

Deadlines Copy deadline Advertisement deadline

20 December 2013 17 January 2014

Subjects can be changed without prior notice.

smm-istanbul.com

keeping the course 26 – 27 february 2014 istanbul

41 °

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the international maritime conference and exhibition

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WORD ON THE SEA

PSI’s Charles van den Oosterkamp

A real celebration In October Supermaritime opened its new With the speeches completed, the guests were breakbulk terminal in Vlissingen-Oost at the mouth invited outside for the ceremonial breaking of a of the Western Scheldt in the Netherlands. The champagne bottle over a royal blue Supermaritime new terminal is a response to the expansion in container. Despite the wet weather the party then the company’s ship and cargo related services in really got going as a troupe of African dancers and Africa, Latin America and Europe. drummers entertained the I had the privilege to be invited crowd back inside – the colours to the festive opening ceremony and rhythms symbolising the together with my colleague, growth and optimism of the Business Development Manager international shipping industry. Rob van Akkeren and many other I also recently attended the shipping industry representatives. 7th annual Schelde Conference The new terminal at Supermaritime International held in Terneuzen. There Scaldiahaven is now Managing Director Peter van der I listened to a number of Laan welcomed the large number presentations, notably one operational. of guests to the new 9 hectare given by Managing Director terminal in Vlissingen-Oost in the APM Terminals Zeebrugge, Netherlands. He stated that he was very pleased Mark Geilenkirchen. His vision of the future ports with the result and location of the terminal. industry in Belgium and the Netherlands challenges Also speaking at the event, Zeeland Seaports the status quo of port logistics. CCO Dick Gilhuis underlined the importance of Interested? Read our next issue of Ports & Supermaritime in the Zeeland area and wished Shipping Industry to discover more. Supermaritime Nederland General Manager Martien Burger and his team all the best with the new terminal. The new terminal at Scaldiahaven, part of Zeeland Seaports, is now operational and providing transshipment for a wide range of clients for incoming as well as outgoing cargo. The 375m quay Charles van den Oosterkamp, CEO can handle vessels with up to 14m draught. charles@ynfpublishers.com

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PSI 2013 | VOLUME 2 | ISSUE 1

g rotterdam

It’s in our character

2014 EDITORIAL CALENDAR VOL.3 NO.1 Themes • Port Services • Container Terminals

Events • IADC Dredging & Reclamation Seminar • Havencongres • Intermodal South America

Deadlines: Editorial Copy: Ad Reservation: Release:

December 20 January 17 February

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March 14 April 4 May

VOL.3 NO.2 Themes • Port Automation & Marine Electronics • QHSE & Port Security • Breakbulk Europe 2014 • TOC 2014

Events • Africa Ports & Harbours Show

VOL.3 NO.3 Themes • Ship Repair & Maintenance • Dredging & Port Development

many strengths:

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location on open sea

August 1 August 22 September

VOL.3 NO.4 Themes • Port Equipment • Hoisting & Lifting • Ballast Water Treatment & Emissions

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September 26 October 17 November

Please Note: Subjects can be changed without prior notice, and deadline dates may be subject to change.

ports of vlissingen and terneuzen

Bonus Distribution at Major Trade / Yacht Shows

driven by dedication

www.zeelandseaports.com

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PSI 2013 | VOLUME 2 | ISSUE 4 G E R M A N Y PORTSSHIPPING-INDUSTRY.COM

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PSI VOL. 2 ISSUE 4 | 2013

Blazing a Trail Triple-E ‘Challenge’ for APM Terminals

RobuTAINer The Intelligent Autonomous Vehicle

Innovative Mooring Buoys World First in Vlissingen Debut

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