And although improvements are in sight this year, port-related industries anticipate a moderate level of growth.

Hamburg

2009 was a year impacted by the global economic and financial markets crisis and Germany’s largest universal port, the Port of Hamburg fell short of the previous year’s result by around 30 million tonnes. Last year, the port handled 110 million tonnes of sea-borne cargo – down 21.4% compared to 2008. “With a total trans-shipment volume of 110.4 million tonnes in what was a difficult year for the entire port related industries and shipping sector, we recorded an exceptionally severe decline in the history of our port to date,” said Claudia Roller, Chairwoman of Port of Hamburg Marketing Association.  “However, since the third quarter of 2009, we have seen initial signs of a stabilising trend, and we are now witnessing a slight upward trend again,” said Roller. “An evaluation of the figures for sea-borne cargo handling in the fourth quarter of 2009 showed that in the second half of the year, trans-shipments of sea-borne cargo picked up by 3.7% compared with the first half of the year. The negative trend has bottomed out, and the Port of Hamburg is once again heading for moderate growth. We take the view that Germany’s export-intensive economy will benefit from the growth in global trade as early as 2010,” said Roller. Jens Meier, Managing Director of the Hamburg Port Authority, added to this that “the foundations for a successful future for the Port of Hamburg must be laid right now.” Meier referred to the new Port Development Plan currently being drawn up by the HPA. The new Plan is being conceived in circumstances that are quite different from those in the past; as a result, global trends are also being taken into account in developing the new strategy for the port. Another factor is the increase in value added by attracting sustainable, viable port-related industries in a targeted fashion. The evaluation of this study, a companion document to the Port Development Plan, will be carried out in the coming months. Despite the financial meltdown and the effect it had on the port, Hamburg‘s State Minister of Economic and Labour Affairs, Senator Axel Gedaschko, emphasised that port investments will not be shortened and that the City of Hamburg will come up with about one billion euros.  The efforts initiated by authorities together with port-related industries to increase the competitiveness of the Port of Hamburg have already led to positive results. Those who are responsible for upgrading the fairway in the Outer and Lower Elbe agreed on a schedule and the Senator is expecting a final resolution in autumn 2010. Gedaschko did exclude any cooperation for Hamburg with the container port of Wilhelmshaven [JadeWeser Port project] that is currently being built. In the first quarter of this year, the port of Hamburg has seen total cargo handling figures of 28.6 million tonnes – up 4.6% compared to the same period in 2009. Import of cargo was up 6% to 16.7 million tonnes and exports hit 11.9 million tonnes (up 2.7%). General cargo handling grew by 1.1% to a total of 18.6 million tonnes with bulk traffic contributing the lion’s share of the growth with 9.9 million tonnes (up 11.9%). Unfortunately, container throughput figures remained disappointing with a total of 1.8 million TEU handled in the first quarter – down 4% compared to the same period in 2009. On a positive note, some of the liner services to China and Asia that were suspended during the financial and economic crisis have gradually been resuming operations since April this year, and this will contribute to growth in the container handling segment in Hamburg. In the first quarter of 2010, container trans-shipments with the Asian regions totaled 1.1 million TEU, just short of the previous year’s result (minus 2.1%).

Bremerhaven

The Port of Bremerhaven [combining the twin ports of Bremerhaven and Bremen] is Europe’s fourth largest container port after Rotterdam, Hamburg and Antwerp. Despite the global financial and economic crisis it is optimistic about 2010 as at the end of last year it saw growth in its container sector – handling 400,000 TEU up from 378,000 TEU in the same month of 2008. Containers have been the driver of growth in Bremerhaven for many years, with more than 99% of the boxes handled along the River Weser loaded or unloaded at the Bremerhaven container terminal – the world’s longest container quay. But Bremerhaven didn’t escape the downturn in container traffic either in 2009 as it handled 4,535,842 TEU – down 17.5% compared to 2008 when it handled 5,500,709 TEU. Within the port, two shipping lines, Maersk Line and MSC, run dedicated terminals in joint ventures with Eurogate. CT4 is operated by North Sea Terminal Bremerhaven (NTB), a 50/50 joint venture between Eurogate and APM Terminals. Eurogate also has a joint venture agreement with MSC, namely MSC Gate Bremerhaven, which handles MSC vessels exclusively and is located on the southern extension (CT1) of Bremerhaven Container Terminal with an annual container capacity of 1.5 million TEU. Bremerhaven’s potential for future expansion has been exhausted and operators are looking at other projects including the JadeWeser terminal – hence the delight of Eurogate’s management when it was awarded the 40-year concession to operate the deep-sea container terminal in Wilhelmshaven.

Rostock

2009 proved to be a more difficult year for Rostock, coming off the back of 2008’s record results. A total cargo throughput volume of 23 million tonnes was recorded in 2009 for all Rostock ports, down 5.6 million tonnes. The Rostock Seaport accounted for 21.5 million tonnes of this result. An additional 1.5 million tonnes were moved through the cargo and fishery port, chemicals port, and additional port facilities. With a total gross cargo throughput volume of 21.5 million tonnes, the Rostock Seaport ended 2009 with 20% less cargo than in 2008. “Looking at the cargo throughput of the last 12 months, it was evident that the year started badly, and despite great efforts by the cargo handling companies at the port, this level could not be significantly improved,” said Ulrich Bauermeister, Managing Director of Hafen-Entwicklungsgesellschaft Rostock mbH. In the dry bulk segment, a slightly smaller decrease of 9% to 5.4 million tonne
s was recorded. The greatest decrease was recorded in the general cargo segment, down 35% to 411,000 tonnes. Despite the downward trend in cargo throughput, Rostock stuck steadfastly to its expansion and maintenance projects as planned, investing Euro 24.5 million in port infrastructure in 2009. The new building of berths 35 and 36 were completed in 2009, making a total investment of Euro 13 million since 2007. Additional projects in 2009 included construction at berths 37 and 25 as well as the development of additional areas of the port grounds. An area of 5 hectares in the southern port grounds was developed for construction in 2009 with earmarked investment of Euro 1.6 million. Additional investment projects in 2009 included Euro 2 million for a new control unit building for a coal power plant; the demolition of the “Fingerpier” in Warnemünde costing around Euro 1 million and the modification of the pier at berth 53 for a new ferry service at around Euro 1 million. For 2010, Rostock is planning a total investment volume of Euro 35 million with the northern expansion of Pier III accounting for the bulk of the budget (Euro 20 million). Construction of this new 12-hectare area commenced in March with the setting of sheet pile walls and filling in of land and is planned to continue until 2012. By 2011, almost Euro 1.7 million will be invested for the land-side reception of ship’s waste water at the cruise ship berths. Additionally, the planning of the construction of a new ferry pier at berths 65 and 67 as well as for the connection of the eastern port grounds to the motorway will be undertaken.

Kiel

The Port of Kiel is reporting to be back on track with a total of 1.27 million tonnes of cargo handled in the first three months of this year – an increase of 13% over the same period of 2009. “After last year’s weak first quarter the trend is upwards again in the Port of Kiel. March was one of the best months ever in the history of the Port of Kiel with 514,000 tonnes handled. The handling figures are also an increase on those of 2008. Of particular note were developments on the Kiel-Klaipeda service,” said Dirk Claus, Managing Director of the Port of Kiel. Figures for ferry traffic with Scandinavia in the first quarter of this year are also above those for last year. Very encouraging is handling growth of 38% at the Ostuferhafen. The introduction of “Lisco Maxima”, the biggest and most modern RoPax ferry under the Lithuanian flag, has been mainly responsible for that increase. Kiel was also able to more than double container handling – in the first quarter it handled a total of 5,040 TEU, compared to 2,342 TEU in the corresponding period of last year. Bulk cargo handling also showed a positive development in the first quarter with increases in building materials imports, oil products and coal contributing to an 18.13% increase over the same period of 2009.

Duisport

In 2009, the global economic crisis has had a major influence on bulk throughput at the inland container port of Duisburg, Germany. It saw a substantial cut in coal, iron and steel cargo traffic but the port almost maintained its 2009 container throughput level of 1.89 million TEU by handling a total of 1.82 million TEU.

According to Erich Staake, CEO at Duisburger Hafen AG, the port benefitted from investments in recent years intended to develop intelligent transportation networks and to strengthen the logistic hub. “New railroad services such as Glückauf-Express across the Ruhr region and the logport II gateway strategy have enabled us to generate cargo throughput even during the period of an economic slump,” said Staake. As a result consolidated revenues were up to Euro 145 million (including organisations in which strategic investments are held), the duisport Group surpassed its record sales of Euros 139 million in 2008 by 4.6%. “Our recent strategy of consistently strengthening and widening our operations was the key to success in a difficult economic environment,” said Staake. “We also benefited from the early action we took to address the crisis. We adjusted, improved and optimised our cost structure and above all our processes and procedures.”

 Sassnitz

Despite the downturn, 2009 was a successful year for the Port of Sassnitz boasting 19 cruise ships calling at the port carrying around 26,000 passengers from all over the world.  During 2010 the Port of Sassnitz is planning to invest in the navigation channel and port infrastructure. Berth extension works will be carried out and handling areas will be enlarged. As a result of these expansion works the overall length of pier 8 and 9 will increase to 365m enabling the port to be well prepared for the trans-shipment of pipes for the Nord Stream Project.  Moreover the berth enlargement will improve the port capacities in the increasingly important field of offshore wind energy. Within a distance of 54 nautical miles 16 wind farms are planned totalling a potential capacity of 5.000 MW. Finally, the berth enlargement will improve opportunities in the container business. During 2009, handling performance in bulk and general cargo throughout the port declined by 37% compared to 2008.

Wilhelmshaven

Already delayed by three months to February 2012 the JadeWeser deepwater container terminal at Wilhelmshaven is at the centre of intense negotiations as both Eurogate and APM Terminals warn of overcapacity in the region if the scheduled new opening date is met. The new Euro 1billion terminal with an annual container capacity of 3 million TEU is “pushed along” by the state of Lower Saxony, which financed a major part of the construction costs, to hit the scheduled opening date. But both operators, Eurogate and APM Terminals, hit by the global downturn in container traffic are seeking to delay the opening date for the JadeWeser terminal to somewhere in 2012. Both operators fear that the opening will cause overcapacity in the region and would affect their own facilities in Bremerhaven – around 30km away. Eurogate has agreements with various shipping lines to move cargo to the JadeWese
r terminal but is concerned that they [the shipping lines] will be unable to meet their commitments due to the downturn in container traffic. Another concern is the threshold to make the terminal viable. “You need a turnover volume of almost 1 million TEU to start at all,” said Emmanuel Schiffer, President Eurogate.  If the dates are not being pushed back Eurogate will be solely dependent on traffic from Maersk Line by shifting some of their throughput to Wilhelmshaven from Bremerhaven, but Maersk has already indicated that it is seeking compensation for this shift. But it is not all bad news things are looking up for Eurogate as container throughput figures see an upward trend. In the first quarter of 2010, the company saw container throughput at their German terminals increase by 3.3% – compared to the same period in 2009. And although figures for Hamburg, where it operates a terminal, were down by 11.3% in Bremerhaven it saw a growth of 12.2% to 1.1 million TEU compared to the first quarter of 2009. In 2009, Eurogate saw container throughput decline at its German operations by 18.5% to 6.7 million TEU compared to 2008.

This type of system can effectively eliminate the guesswork from planning of ‘the workforce’ whilst maximising efficiency throughout the entire operation.

How are savings achieved?
By considering the human factor – ‘the workforce’ – which is typically the greatest cost in a terminal (40%-60%), a terminal operator is able to achieve significant savings. For instance, a workforce management system can provide flexibility of the actual workforce where trying to work out staffing levels on any given day and avoiding the under utilisation of equipment are major challenges. These are commonly faced and exacerbated by vessel delays, bad weather and schedule alterations, which can result in unexpected overtime and the deployment of extra staff to deal with the fluctuating workload. Such complexities almost demand a planning tool that can react immediately to changes, allowing better work planning in keeping with workforce rules and regulations. Furthermore, through workforce management systems, terminal operators are able to utilise a system that can empower them to view and understand their staffing needs and workload. They can then plan their staff appropriately to complement/utilise the outputs of a TOS, thereby driving further efficiencies. Therefore, workforce management systems are extremely important for management in terms of gaining visibility and making informed decisions. One such Workforce Management solution is offered by UK company Rostima, Rostima is a global leader in the development and implementation of intelligent Enterprise Workforce Planning and Management Software systems for complex workforce environments, employing experts with a varied background in labour management and optimisation from the maritime, aviation and logistics sectors. It is Rostima’s mission to create competitive advantage for all its clients by delivering to their businesses solutions which enable the effective planning of staff. Rostima’s solutions have been providing benefits to customers employing multi-skilled workforces in 24×7 working environments around the world for many years. In fact, Rostima has been working closely with a number of major terminal operators with a view to providing an Enterprise Workforce Management (EWM) solution that is designed specifically for the unique requirements of the stevedoring industry across the US, Europe, Middle East, Africa and Asian Pacific regions. The objective is to enable customers to deliver leaner and more efficient terminal operations. Typically, the implementation of the Rostima solution can result in direct labour cost savings of between 5 and 10%. The Rostima solution can effectively interface into the TOS and other integration points within the terminal’s IT infrastructure. This can lead to greater productivity and efficiencies, particularly with the planning of the workforce to appropriately complement the outputs of the TOS.

The use of energy chain systems for gantry cranes [in particular container cranes, RTGs and RMGs] rather than the more traditional festoon system seems to generate great interest from manufacturers. Our latest reply (following that from Conductix-Wampfler in our January/February 2010 issue) has been from the US subsidiary of German-based Vahle. According to Marvin Minton, Technical/Sales Manager North America for the company, their stance on the use of energy chain systems is that this is relatively new technology (compared to the tried-and-tested festoon arrangements) so it is difficult to gauge the effect on festoon suppliers. “It must be realised that this concept [energy chain system] does not eliminate wear items, rather it increases them as every link of the energy chain has to move and flex,” explains to Minton. “There will also be increased potential wear of the cables due to the greater flexing of the cables over a tighter radius”. Vahle has attempted to produce a study regarding these phenomena as a comparison, but feels that the technology in this application is still too new. According to Minton they have spoken to some end-users with these applications on RTG cranes and the response was not completely favourable for energy chain applications.
Case in point
Up to now, Traditionally the transfer of data and power has been achieved on quayside ship-to-shore container cranes primarily through the use of festoon systems..However, and according to Minton, there are significant problems with this relatively ‘old’ technology. For example, due to mechanical stress the cables on the festoon system have to be replaced every three years and there is a limitation on the trolley speed. But as we have seen in previous articles, energy chain applications are not cheap to purchase, while on the other hand festoon systems can be quite costly in the long run. Therefore, terminal operators have been looking for a more reliable solution which will give considerable [productive and] maintenance advantage and in addition bring a certain degree of cost savings. Energy chain manufacturers set out to design and create an extremely reliable and almost maintenance free solution in order for the crane trolley to receive both communication signals and electrical energy from one source. Up to now, the transfer of data and power has been achieved on quayside ship-to-shore container cranes primarily through the use of festoon systems. Vahle designed their energy chain system by combining their U35 conductor rail and a contact-less data communication system (SMG). The combination of two new technologies solved many of the ‘common’ problems. The U35 conductor rail provides the trolley with power and the SMG gives all the necessary control signals, as well as video, voice and emergency stop communications, resulting in trolley speeds of up to 600m/min (in theory). Another advantage of combining the two technologies is that maintenance costs, downtime and wear are minimised, as only the carbon brushes of the U35 collecting trolleys need to be replaced. This is required only around very 15,000km, which can, depending on crane use, mean a service gap of several years.
Other benefits
For operators there are numerous benefits when using an energy chain systems rather than a festoon system including the absence of cable loops hanging down from the boom. Effectively this means that container stacking levels for example for RTGs and RMGs can be increased by up to 3m – a huge advantage for those container ports and terminals where available space is limited. Another benefit is that there is a significant reduction in mechanical stress levels – not only on the system as a whole but also on the cables and moving parts. Compare this with the festoon approach and this leads to greater reliability on the energy chain system. Furthermore, the system’s lower weight allows the crane to have a higher load capacity, while the absence of a cable storage area simplifies crane construction. Another point to consider is that an energy chain system is less likely to be affected by environmental factors, such as wind, ice and rain compared to a festoon system.
New concept?
As we have seen previously (see October 2009 issue) the idea of the energy chain system on gantry cranes is not something new, although it has so far proven its reliability in a number of container ports and terminals. For Vahle, their first container crane equipped with the SMG/U35 combination was delivered in 2001 and built by Kranservice Rheinberg, Germany, for the Tees & Hartlepool Port Authority, UK. “No complaints or problems have been reported, and in fact the crane seems to be working faultlessly,” report Vahle. It took another 4 years before Vahle installed another SMG/U35 system during a refurbishment project of a panamax crane in Hong Kong. The crane – originally built by Mitsui Engineering Services from Japan – with a festoon type system was used at the HIT terminal but was moved and is now operating in the Hui Zhou river terminal in mainland China, which also belongs to the Hutchison group. Vahle also installed their system on a crane, built by Shanghai Port Machinery Plant (SPMP) in China, at the Shanghai Pudong International Container Terminals (SPICT) facility. The rope driven ship-to-shore crane was being refurbished and the festoon system was replaced with the fitting of a SMG and 4-pole U35/230AE aluminium stainless steel conductor rail. As with all new technology the benefits have to be considered against its investment cost. Although many operators can see the [financial] benefits of energy chain systems it will be a long way off before they can be convinced they can make a return on their investment. As Minton points out, consideration on the choice of the right cable for the job is another hurdle to overcome – with greater flexing over a tighter radius perhaps this will be a bigger challenge faced by the operator than the costs of the energy chain system itself. But with the industry facing a global downturn, investing in this technology might be put on hold even though now might be the right time to upgrade your cargo handling equipment.

There is now a new rapid method of analysing port infrastructure – such as piers, dolphins and offshore structures. Formed in 2008, STRAAM – Structural Risk Assessment and Management – enhances the safety of infrastructure through a revolutionary way of evaluating how the structure is actually performing. STRAAM’s dynamic signature delivers useful information and analyses and provides quantification of global structural behaviour, performance and degradation.
Differentiation
Conventional evaluations of marine structures may disrupt port operations and consist of limited field measurements such as ultrasonic thickness readings of selected steel members. Traditional field inspections also have intrinsic complications such as: water visibility and depth, minimal areas of exposed structure, or other physical restraints. Although traditional inspections and structural calculations can be performed to acceptable engineering practices and standards, they are typically limited to providing information in localised areas, whereas, STRAAM provides a holistic diagnosis of the structure. STRAAM’s condition assessment is expressed in terms of strength reduction or serviceability capacity based on its global structural behaviour. The assessment is performed in a non-invasive and non-destructive techniques that combine technology, invention and experience all while your port facilities remain uninterrupted.
Structure’s Heartbeat
The STRAAM Corporation developed a unique and innovative method of deriving value from port infrastructure that is similar to the medical EKG test – the sophisticated system evaluates the current state of health and the rate at which that health is changing. STRAAM’s SKG monitors the structure and does so without disruption to daily activities. Then the data is interpreted, the location of damage determined, and options for repair or maintenance are established. The actual condition of the structure is measured which often varies from that of its design either due to fatigue, wear, impacts, degradation, and situations where the construction varied from that of the design documents.
How it Works
The Dynamic Signature process relies on use of military spec servo accelerometers coupled with proprietary technology that is able to in most cases derive frequency and damping data from ambient vibrations. The SKG can usually collect data in one day, and the SKG equipment can be used by non-engineering staff with little training. The dynamic signature helps us to assess the loss of stiffness of the structure from its “as-designed” state to its “as-is” current state. A validated analytical model is then developed using all of the currently available structural and geotechnical information that is consistent with the measured dynamic properties. The model allows the provision of a diagnosis expressed in a number of ways including strength reduction or serviceability capacity. If the structure is compromised, STRAAM works with the Engineer of Record to provide a quantitative measure of where it is compromised and remedial solutions within a range of cost and time options. An SKG can also be placed on a marine structure for continuous (24/7) monitoring, the resulting data could then be made available in real time to STRAAM as well as port key personnel.
Budgeting Implications
The Structural Risk Assessment and Management system enhances the safety, reliability and sustainability of ports infrastructure, while facilitating the budgeting task for the port operator. By determining the performance and degradation rate of the various port structures, STRAAM can develop a prioritisation of repair where the owner can budget his capital expenditures for improvements or maintenance. STRAAM can also be utilized to take measurements on a time-interval basis to determine if the structure is in imminent danger of partial or complete collapse thereby assisting staff in making more accurate recommendations as to when the structure needs to be replaced or if further structural deterioration is occurring.
Recent Success
At the Port of Tubarao, Vitoria, in Brazil STRAAM was tasked to review the berthing dolphins, mooring dolphins, hopper and trestle of the port. The Port facility is used to move iron ore to transport ships and is operated by Companhia Vale do Rio Doce. The structure is very complicated due to the dynamic movement of the loading arms on the pile supported structures. Using the STRAAM SKG with three sensors, STRAAM obtained the dynamic signature of the various support structures and based on our validated mathematical model our results concluded that apart from a foundation failure in one dolphin, the rest of structure was in a good state of health. STRAAM continues to undertake challenging marine projects and is currently awaiting notice to proceed with a pier/jetty structure in the UK and berthing structures in St Croix, US Virgin Islands.