Recent projects by E-Crane® Worldwide
Belgium based E-Crane Worldwide reports healthy order intake and shipments for clients around the world. Recent shipments include a high number of repeat customers including the eighth unit for AEP (American Electric Power – Amos Plant), the third and fourth unit for Loreto (subsidiary company to CITIC Pacific, a Hong Kong-based multinational holding magnetite mining rights in the Pilbara region of NW Australia) and the fourth unit to Meghna Group (a Bangladesh-based company active in many business areas; this unit is to handle cement clinker, limestone and slag for a cement grinding mill).
Some of the other active projects include two units for ArcelorMittal, which will carry out the scrap catering in its Bremen steel mill. At the time of writing, these two E-Cranes were scheduled to become operational at end of October. In addition, during the same month, a total of four E-Cranes will have been be shipped to Asia, all for use in the cement industry.
E-Crane is further honoured to be able to confirm it has secured the contract for the supply of an 800tph (tonnes per hour) barge unloading E-Crane for a customer in Indonesia. This E-Crane will be delivered to a cement and power plant in East Java, Indonesia. The main activity of this crane will be the unloading of barges of up to 15,000dwt into a hopper that is connected to the E-Crane by means of towbars.
One more important milestone is the delivery of the first land-based crane for Australia. This 1500B series E-Crane sold to Bechtel, and scheduled to ship in the next month, will be used to unload aggregate for a greenfield LPNG project in Queensland,Australia. With this delivery E-Crane will have machines operational on all continents.
When asked, E-Crane confirms its clients’ main consideration when selecting E-Cranes is
the economic advantage these machines can bring to the overall operation. Power consumption as well as maintenance per tonne offloaded is dramatically lower than other alternatives available in the marketplace. Combined with the high reliability E-Crane offers this assures a continuous stream of raw materials to processing plants at the lowest possible cost.
One last important consideration in the decision process is the flexibility E-Crane can offer when it comes to the
execution of its undercarriages, power supply options, as well as the big range of boom and stick combinations, which allows every potential client to select the perfect machine for its application.

 
Hydrex designs tailor-made cofferdam for underwater replacement of boss head bolts of main propeller of ro/ro vessels
When several of the boss head bolts of the main propeller of a ro/ro vessel were found to be missing, the manufacturer asked Hydrex, headquartered in the Belgian Port of Antwerp, to engineer a solution that would allow the replacement of these bolts on the vessel and similar vessels without having to go to drydock.
In close communication with the manufacturer, the Hydrex engineering department designed a special cofferdam that would fit the specific needs of these operations. This was complemented with a special procedure set up by the Hydrex technical department that would make sure that all safety and quality demands could be met during the replacement.
After the proposed cofferdam had been approved and constructed, the boss head bolts on the first of the ro/ro vessels were successfully replaced underwater by a Hydrex diver/technician team during the ship’s stop at Port of Koper, Slovenia.
At time of writing a second vessel has been serviced in the same port and two more operations are being scheduled.
Working closely together with the manufacturer to devise a solution for this very specific problem, Hydrex took on, organized and executed the entire job, start to finish, relieving the customer of all the hassle of coordination, planning and supervision.
 
On-site seal repairs around the world keep ships out of drydock
The following case studies give an account of some of the more important recent seal repairs performed by Hydrex.

UNDERWATER STERN TUBE SEAL REPAIRS IN FRANCE
The Hydrex flexible mobdock technique was used to reposition the aft stern tube seal assembly of a 210-metre container ship in Le Havre. A Hydrex diver/technician team performed this operation to stop an oil blockage that occurred just after the vessel came out of drydock.
Every Hydrex office has a fast response centre equipped with all the latest facilities, lightweight equipment and tools. These centers were designed specifically to increase speed of service. This made it possible for Hydrex to mobilize a diver/technician team to Le Havre from the headquarters in Antwerp immediately.
After the rope guard was removed the diver/technicians discovered that the oil flow through the stern tube seal assembly was blocked because part of the assembly had been positioned 180° the wrong way. After the flexible mobdock was installed, the assembly was opened and all parts were closely examined and cleaned. This inspection revealed that all seals were in good condition but that the bonding was faulty. The seals were rebonded and the seal assembly refitted correctly.
The superintendent of the container ship in Le Havre was very satisfied with the service offered by Hydrex. He said,“Even after the typical late call on a Friday afternoon and even later that evening, Hydrex still managed to assemble and organize a team of divers that arrived the next day in Le Havre. The job was completed after four days, including full re-welding of the rope guard and shifting of the vessel to another berth. In between, new divers and technicians arrived, all of whom seemed very professional and skilled in their work. We had also used Hydrex on this ship before it went into drydock for a propeller polishing in Dunkerque and the response at that time was also very fast and the job professionally executed.”
 
RUDDER AND STERN TUBE SEAL REPAIR ON TANKER IN BELGIUM
A Hydrex diver/technician team performed a crack repair on the pintle area of the rudder of a 181-metre tanker and carried out a detailed inspection of the stern tube seal assembly of the vessel while it was berthed in Ghent, Belgium. Following this inspection the team replaced the worn seals and installed a spacer ring, thus creating a new running area for the seals.
Prior to the operation the vessel was trimmed as much as possible. The Hydrex team then built a scaffolding around the rudder pintle and the stern tube seal assembly. Next they removed the rope guard and the damaged areas of the outer plating of the rudder. This allowed them to perform an inspection of the stern tube seal assembly and start the repairs to the rudder.
While the team prepared a first insert plate on shore, the inspection of the seal assembly revealed that the seals were worn and needed replacement. Next they installed the first insert and secured it while the second plate was prepared. Simultaneously another part of the team opened the stern tube seal assembly and it became clear that they needed to renew the running area of the seals as well.The team did this by installing a new spacer ring on the stern tube flange after which they replaced and bonded the three seals.
Hydrex performed all operations under DNV requirements which were verified by an attending surveyor. The diver/technician team rotated in shifts to finish both repairs in the shortest possible time and avoid any unnecessary delays for the vessel.
 
FAST RESPONSE PREVENTS TIME LOSS FOR GENERAL CARGO VESSEL IN THE USA
When oil was leaking from the stern tube seals of a general cargo vessel, Hydrex mobilized a certified diver/technician team to the vessel’s location in Mobile, Alabama, to perform underwater stern tube seal repairs before the ship was transferred to a new chartering party.
Hydrex had already performed a similar operation on one of the customer’s other vessels so he was aware of Hydrex’s well- trained diving teams and ability to handle this kind of situation without loss of quality or time for the customer.
Because the US Coast Guard has very strict policies concerning environmental risks, it would not allow the vessel to sail to a different location before the oil leak had been permanently fixed.
A team immediately left from the Hydrex office in Clearwater, Florida, together with the needed equipment, and set up a diving station at the berthing location of the ship. After the Hydrex flexible mobdock was installed around the stern tube seal assembly and a dry underwater environment was created, the damaged seals could be replaced.
In order to provide the customer with the fastest possible response, flexibility was essential throughout the entire operation. Hydrex was able to perform the repairs in a very tight timeframe and made sure that the new charterer could sail the vessel free of oil leaks.
 
TYPHOON DOES NOT STOP STERN TUBE SEAL REPAIR IN THE PHILIPPINES
When an oil leak prevented a 225-metre bulker from continuing its sailing schedule, a Hydrex diver/technician team mobilized to Manila together with one of the company’s flexible mobdocks to perform emergency underwater repairs at anchorage.
A typhoon was crossing over the Philippines at the time the team arrived. The storm grew to a climax just after preparations had been made for the repair. Unfortunately this delayed the underwater operation by a day, beginning when the weather had improved slightly and full safety could be guaranteed for the divers.
Still under terrible sea conditions, the rope guard was removed and an inspection revealed that a fishing net had been caught in the assembly and was tangled up around the entirety of the seals. The flexible mobdock was then installed. This created a dry working environment for the divers at a depth of twelve meters in which they could replace the damaged seals.
Even though they were forced to halt the repair briefly during the peak of the typhoon, the team worked through the rest of the storm to make sure that the delay for the customer was kept to an absolute minimum. Very strict safety measures were taken during the entire operation, as is the case with every job Hydrex performs.
 
IN-SITU PROPELLER BLADE SEAL REPLACEMENT IN TOGO
Oil was leaking from one of the blades of the propeller of a 210-metre ro-ro vessel and the vessel could not use its propeller anymore. Hydrex therefore mobilized a team to the ship’s location in Port of Lome,Togo to perform emergency repairs.
The operation was carried out while the vessel was at anchor and trimmed so that the affected blade seal surfaced. After all the necessary equipment had arrived on site together with a workboat and a pontoon, the repair started with the installation of chain blocks to enable the team to lift the blade from which the oil was leaking.
Seven of the eight blade bolts were easily removed, but the last bolt was firmly stuck and could only be removed by cutting it with the aid of special equipment. Subsequently the propeller blade was lifted and the damaged seal was replaced. After the new seal was bonded, the blade was repositioned and the remaining seven bolts were secured again. 
Finally a successful oil pressure test and an underwater inspection of the entire propeller were performed, concluding the repair. With the oil leak repaired the vessel could use its propeller again and was able to leave Port of Lome.
 
UNDERWATER STERN TUBE SEAL REPAIR ON VESSEL IN NIGERIA
Recently a Hydrex diver/technician team performed an in-situ underwater stern tube seal repair on the mechanical seal of a 150-metre general cargo vessel in Lagos. A rope was caught in the seal assembly causing an oil leak.
The owner asked Hydrex to assist his vessel in Lagos because a similar operation had been performed on one of his other vessels and he knew Hydrex could carry out the repair in-situ within a very short timeframe.
As the ship was equipped with a mechanical seal assembly there was no need to mobilize a flexible mobdock as the repair could be performed in the wet. This allowed the underwater team to arrive at the location at the same time as the vessel and only days after the enquiry was made.
The repair started with the removal of the rope that had caused the oil leak. With the aid of special
tools the spring unit was compressed and a small opening was created between the different parts of the assembly. The team could then remove the remains of the rope and clean the area. Next the spring unit was repositioned. The repair was completed in less than a day.
Much to the satisfaction of the ship owner Hydrex was able to perform the repair in a very tight timeframe and keep the loss of time to the bare minimum.
 
UNDERWATER STERN TUBE SEAL REPAIR IN PANAMA
When a 295-metre container ship developed an oil leak from its stern tube seal assembly, caused by an entangled fishing net, Hydrex mobilized a diver/technician team to Panama where underwater repairs were carried out using the Hydrex unique flexible mobdock technique.
Working closely together with a local support base, three seals were replaced in one smooth operation while the vessel was anchored at the entrance to the Panama Canal. Corrosion on the running area of the seals prevented the new stern tube seals from completely closing off the inside of the ship, so the decision was made to remove the spacer ring. This adjustment brought the seals beyond the corroded area.
Hydrex special lightweight equipment allows for an almost immediate mobilization to the location of a vessel. The company combines this capability with a worldwide network of offices and service stations established over the last 37 years so that it can offer the best and fastest service to its customers. This gives them the opportunity to have damaged seals replaced without having to change the sailing schedule of the vessel or to take it into drydock, saving valuable time and money.
 
ABOUT HYDREX
Hydrex offers turnkey underwater repair and maintenance solutions to shipowners wherever and whenever they are needed. Its large and multidisciplinary team can help clients find the best solution for any problem encountered with their ships below the water line. It will immediately mobilize its diver/technicians to any location around the globe to carry out necessary repair work without the need to drydock.

 
Cushman & Wakefield named exclusive agent by CETIM and Deutsche Lagerhaus Trilogiport for the commercialization of Trilogiport (Lie`ge, Belgium)
Cushman & Wakefield have been named exclusive agent by Deutsche Lagerhaus Trilogiport GmbH u. Co KG and its Benelux partner, CETIM, for the commercialization of    its 150,000m2 logistic warehouse facility located on the Trilogiport site, Lie`ge.
Trilogiport Lie`ge is a multimodal logistic development enjoying an absolute top location, along the Canal Albert, in Hermalle-sous- Argenteau. As this is the furthest inland container terminal on the Antwerp-Germany axis, it is no wonder that Deutsche Lagerhaus, one of the strongest German players in the logistics sector, specialized in multimodal sites, decided to be involved in what they consider to be an important outpost outside Germany on this site; it forms an ideal link with the ports of Rotterdam and Antwerp. Together with its Belgian partner CETIM, Deutsche Lagerhaus Trilogiport has taken up a concession of 300,000m2 of land, for the development of 150,000m2 of state-of-the-art warehouses, expected to be put on the market in several phases as from the end of 2012.
Jack Berben, Head of Industrial Agency at Cushman & Wakefield Belgium, comments: “Whilst the overall economy is growing in Western-Europe, Germany is currently living an economic boom. Increasing traffic congestion indicates that logistic locations aiming at sustainable performances in the future have to adopt multimodal solutions. Trilogiport is a true inland ‘extended gateway’ of the seaports; the new container terminals on the Canal Albert connect naturally with the ports of Antwerp, Zeebrugge and Rotterdam; there will be a railway terminal on site, and a new bridge over the Meuse river will give the site an immediate connection with the E25 highway. Moreover, Lie`ge is a superior and very central location as far as distribution to and from the most important European markets is concerned; the large German urban regions like the Ruhrgebiet are next door, but so are France, the Benelux, and even Northern Italy.”
Deutsche Lagerhaus has been focusing on inner-port logistics for many years now. It is currently letting 980,000m2 of warehouses in 26 sites across Germany and Switzerland. Lie`ge becomes the farthest east-located site, and the gateway by excellence to the Benelux ports. The container terminal has a surface of 15ha, and a total of 1,850m of loading docks.
For many years now, Jean-Pierre Staelens, board member of CETIM and a board member of the advisory board of Deutsche Lagerhaus, has been the main point of contact in the Benelux for various big German players active in the real estate sector. To him, the fact that Deutsche Lagerhaus wanted to be involved in
Lie`ge in the frame of its expansion comes as no surprise at all:“Their ‘Deutsche Gru¨ndlichkeit’ left nothing unexamined. They know how excellent the location is, of course; but they’re also looking at further opportunities for their logistic clients: availability of a qualitative workforce that is pretty scarce in many regions, level of education, productivity, and language knowledge are among the qualities of Lie`ge.”
According to Emile-Louis Bertrand, general manager of the Lie`ge Port Authority (Port autonome de Lie`ge), Lie`ge is located in the centre of a dense economic region: “ The port of Lie`ge is already the third-largest inland port in Europe, after Duisburg and Paris.”
The development of Trilogiport is of prime importance for its further expansion. In addition to this, the Lie`ge Airport in Bierset is very close as well: since last year, the Lie`ge Airport is bigger than the Brussels Airport in terms of cargo freight, and ranks 8th at the European level. When the Eurocarex high- speed freight trains become effective, this will be another extra added value for Lie`ge. For all these reasons, the great expectations around the commercialization of Trilogiport are no surprise at all. Regarding all these assets Liege Port Authority and the Albert Canal should hopefully be integrated in the TEN-T core network developed by the European Commission.
 
ABOUT CUSHMAN & WAKEFIELD:
Cushman & Wakefield is the world's largest privately held commercial real estate services firm. Founded in 1917, it has 234 offices in 61 countries and more than 13,000 employees. The firm represents a diverse customer base ranging from small businesses to Fortune 500 companies. It offers a complete range of services within four primary disciplines:Transaction Services, including tenant and landlord representation in office, industrial and retail real estate; Capital Markets, including property sales, investment management, valuation services, investment banking, debt and equity financing; Client Solutions, including integrated real estate strategies for large corporations and property owners, and Consulting Services, including business and real estate consulting.
 
ABOUT CETIM:
CETIM has been created in 1996.The firm is an international advisor in professional real estate specialized in cross-border investment transactions on behalf of institutional and private investors. The investment advisory can be combined with project management, as an anchor point for the complete real estate development process, emphasis being given to the setting up of reporting and communication tools. The firm is also active in international asset management, and acts on behalf of clients or investors for investment funds, (co-)sponsored by Cetim itself. It co-invested with ank DEGROOF on OPTIMMO, a SICAR based in Luxemburg in undervalued French commercial real estate to be remarketed after repositioning. It invested in Trilogiport as well.
 
ABOUT DEUTSCHE LAGERHAUS TRILOGIPORT:
DEUTSCHE LAGERHAUS TRILOGIPORT Gmbh & Co KG, located in Mu¨lheim an der Ruhr, holds the concession of 300,000m2    of land, on the site of Trilogiport, in Hermalle-sous- Argenteau, along the Canal Albert. The firm is specialized in logistic real estate, and in particular inner-port logistics.
 
ABOUT LIE`GE PORT AUTHORITY:
LIE`GE PORT AUTHORITY is the largest inland port in Belgium and the third leading one in Europe (21mt [million tonnes] in 2010). Ideally situated at the hub of a closely linked network of multimodal communications (waterway-rail-road), Lie`ge Port Authority manages 32 ports (370ha) along river Meuse and Albert Canal in Province of Liege (Belgium). Lie`ge can be reached by coasters up to 2,500 tonnes (shuttles to the UK, Ireland, Scandinavia, Spain). Lie`ge Port Authority also manages two container terminals offering regular container shuttles from /to Antwerp, Zeebrugge and Rotterdam.
Lie`ge Port Authority signs a Memorandum of Understanding with Port of Antwerp
On the occasion of a visit to the chamber of commerce in Antwerp by the president of the Walloon government, Rudy Demotte, on September 6, the Port of Antwerp and Lie`ge Port Authority signed a Memorandum of Understanding. Lie`ge Port Authority has historic and close relations with the Port of Antwerp, reinforced in 2006 in the context of the grouping of economic interest,Trilogiport, which united the authority of the Port of Antwerp, Lie`ge Port Authority and SPI+, the Lie`ge development company, for the development and commercialization of the multimodal Lie`ge Trilogiport platform.
The terms of this memorandum of understanding visualize the optimization of the logistical chain between Lie`ge and Antwerp, notably in organizing contacts between the Port of Antwerp and the regional loaders and shippers in the Lie`ge region.
This also offers the option to the Port of Lie`ge of participating in certain projects at the Port of Antwerp: new technology, transmission of information, etc, which could be used by the concessionaries of the Port of Lie`ge.
This memorandum equally plays a role in communications on different aspects of the co-operation. The reinforcement of
the efficiency of the logistical chain between Antwerp and Lie`ge views a growth of competition in the heart of the two ports.
Consolidation of links between the Port of Antwerp and its hinterland is essential. A logistical hub, like Lie`ge, is an important factor for the success of the Port of Antwerp, which has to optimize its connections with its own natural hinterland.
And on the occasion of the signature of this agreement, Emile-Louis Bertrand, the director general of Lie`ge Port Authority, said: “The Port of Lie`ge is ideally located in the hinterland of the Port of Antwerp, 14 hours sailing confirms indubitably its position in the logistical region as Europe’s number one. (See the study of Cushman and Wakefield for the distribution of goods, particularly container goods, in Europe.) And this memorandum confirms the importance of the ports of the interior for the maritime ports. I am delighted to pursue this close agreement with the Antwerp port authorities.”
The Port of Antwerp is the second European port and the 11th globally, and it benefits from a privileged position in Europe. In 2010, 178mt of merchandise were sent via this port, the premium port in Belgium (8m TEU). Lie`ge Port Authority is Belgium’s first river port and the third in Europe and is linked to Antwerp by the river highway in the form of the Albert Canal; with more than 100 businesses on its various sites it represents 26,000 jobs. Liege Port Authority achieves annual traffic of more than 21mt.
 
 
VIGAN wears seven-league boots
VIGAN Engineering S.A. is a Belgian company located in Nivelles industrial area, about 30km south from Brussels, at the heart of the European Union. Mainly active in the dry bulk handling market, mostly for products from agriculture origin such as any kind of grains, oilseeds, animal feedstuffs,VIGAN equipment can also handle other free flowing products, such as biomass pellets (which are an emerging and dynamic market), fertilizers, soda ash and alumina for instance.
VIGAN manufactures a complete range of pneumatic and mechanical equipment, not only providing ship unloaders and loaders, but also managing complete turnkey projects for port terminals.
With 1,200 machines sold throughout more than 80
countries over 42 years, including 180 large size pieces of equipment of several hundred metric tonnes handling capacity, VIGAN is a most reliable and specialized company in its sector with a recognized international experience and know-how.
VIGAN is exporting more than 95% of its production with an annual sales volume of €20–30 millions.
 
START-TO-FINISH CUSTOMER SERVICE:
From initial project first hand ideas up to delivery of turnkey installations,VIGAN expert multi-disciplinary team supports the customer from his project development until its completion. Its project management involvement includes planning, design, engineering and manufacturing of state-of-the art equipment
with low operational costs and which are also respecting all safety and environmental requirements.
VIGAN Engineering has proven its ability to manage both the smallest details, and the total project overview to guarantee on time, on budget and to specification handover of the completed work.
 
ENGINEERING:
VIGAN’s efforts in research & development mainly based on experience and feedback from customers continually optimize not only the general design of the equipment but also the reliability.
For instance,VIGAN confirms its leadership and innovation spirit by introducing new technologies in pneumatic unloading, such as optimized piping systems and electronic regulation of high-speed motors.
 
WIDE RANGE OF EQUIPMENT:
VIGAN offers a wide range of equipment for the customer who will be able to select the most convenient solution:
  • unloading and loading of any size of vessels, from small barges to post-Panamax vessels
  • choice between mechanical and/or pneumatic equipment according to each project characteristics.VIGAN equipment is individually customized to meet any specific requirements. Its units are also suitable for various applications, depending on the cargo, points of discharge and destination of cargo.
  • Mobile portable machines: In ‘suck only’, ‘suck & blow’ or ‘blow only’ mode, their capacity range is 100–250tph (tonnes per hour). On quay or on vessel, with required accessories, they are very adaptable: vessel to truck, silo to train, vessel to vessel... y Towers and NIV ship unloaders are designed for a range of 200–600tph for all sizes of vessels. Fixed, on tyres or rails, with electrical or diesel engine, adapted boom length and many options are available (control cabin, radio remote control, winch for bulldozer, etc.).y ‘SIMPORTER’ Mechanical ship unloaders are able to discharge from 600 up to 1,500tph from big vessels (Panamax, Capesize) thanks to the twin-belt technology which is a particularly low energy consumption handling system.
  • Shiploaders: which are designed according to the required loading capacity.
Like for unloaders, many parameters are optional, such as fixed/on tyres/on rails, height and width, boom length, loading spout type, dust control system, control cabin, static or
rotating thrower. Moreover, thanks to highly professional relationships with its
business partners specializing in complementary equipment, VIGAN is able to manage complete turnkey projects such as Grain Terminals providing pneumatic and/or mechanical ship unloaders, cranes, conveyors, weighing and bagging stations, storage silos and portable machines, as well as a proven experience to supervise engineering and civil works.
Among recent achievements were made in Pakistan (handling capacity of 1,600tph) and in Djibouti (handling capacity of 1,200tph).
 
IN HOUSE OWN TECHNOLOGY:
VIGAN focuses on continuous innovation and complete control of its technology such as:
  • VIGAN multi-staged centrifugal TURBO BLOWER is the lung of the machine and 100% designed, manufactured and tested in its factory.
  • VIGAN airlock with special design characteristics is also 100% manufactured by VIGAN.
  • R&D has enabled the reduction of energy consumption to as low as 0.8Kw per unloaded tonne for pneumatic unloader models, while highest efficiency unloading rate of about 80%. The energy consumption of mechanical Simporter is the lowest of all CSUs (continuous ship unloaders) with only 0.4kW/tonne.
VIGAN Engineering is part of Van de Wiele group whose R&D annual budget is around €35 millions.
 
LATEST COMMISSIONED EQUIPMENT
One 1 NIV 400 on rails and electrical cable reel in the Port of Pyeongtaek in South Korea for unloading grain from big vessels (illustration on previous page) to quay conveying system.
The RWE co-firing plant in Tilbury (United Kingdom) recently replaced two existing ship unloaders (bucket type for coal) by two VIGAN NIV 600 on rails and electrical cable for wood pellets handling.
 
 
 
Euroports continues investing in its terminals to best serve industry
Euroports has been investing in equipment and personnel to support its customers’ drive for greater sustainability and to maintain industry leadership in environmental and health & safety areas. Open grabs have been replaced with the latest enclosed equipment, transport belts have all been upgraded to covered units, and bagging installations, barges and truck loading equipment have all been adapted to the latest technology in order to reduce dust in the environment as well as in the working areas.
Overall Euroports handles some 12mt (million tonnes) of dry bulks annually through its Belgian terminals in Antwerp, Ghent and Lie`ge. Euroports operates 12 separate terminals throughout Belgium and provides specialist facilities handling dry bulk at most of these. It is a major player in the handling of fertilizer, industrial minerals, sugar and feedstock products for the steel industry.
In addition to handling dry bulk at its own terminal facilities, Euroports is also very strong in providing outsourced port operations at the facilities of its industrial customers. In Belgium
the company handles a further 12mt of dry bulk operating at its customers premises in Ghent and around the Liege region.
Euroports is leading the way in the dry bulk sector focussing on supply chain solutions and inland hubs. It is particularly strong in the bulk-to-container sector where recent investments in automatic container-loaders with integrated weighing systems at its Antwerp fertilizer and sugar terminals have lead to large increases in the volume handled.
Euroports has also been developing more warehouse capacity at its bulk terminals in Antwerp to cope with the growing volumes of product it is handling. After gaining a new urea contract at the end of 2010 Euroports converted one of its 135,000-tonne capacity warehouses at Quay-518 and installed conveyors, weighing and sieving equipment.
Fertilizer volumes have grown by 15% in the first half of 2011 and so Euroports will continue to invest in its terminals to serve the industry: over the next five years older warehouses will be replaced with sophisticated new sheds to receive even more fertilizers and other dry bulk cargoes.
 
 
Port of Antwerp starts work on world’s largest lock
By the time this issue goes to press, the ground may already have been broken in Antwerp for a unique port construction project, namely the largest lock in the world. This massive structure will be built at the head of the Deurganckdock on the left bank of the Scheldt. The port of Antwerp already has the biggest lock in the world, the Berendrecht lock. The new Deurganckdock lock will take over this distinction as it will be even deeper than the Berendrecht, in response to the trend towards ever-larger ships. The new lock represents an estimated investment of €340 million, and is due to become operational in 2016.
 
SIGNIFICANCE FOR THE PORT
The second lock is of crucial importance for access to the port area on the left bank, assuring its further development. Because it is very deep, ships with even greater draught will be able to reach the docks behind it, for any given level of water in the Scheldt. Larger, deeper-laden ships will permit further development of economic activities on the left bank. “The importance of the new lock cannot be overemphasized,” says Eddy Bruyninckx, CEO of Antwerp Port Authority. “Our sea access has already been considerably improved thanks to the deepening of the Scheldt, and now with the second lock we will be able to further develop our port on the left bank.”
 
LOCATION OF THE SECOND LOCK ON THE LEFT BANK
The new lock will lie at the end of the Deurganckdock, giving access to the docks in the port area on the left bank. On the landward side, facing the dock complex, the lock will lead into the Waasland canal. From there the ships will have easy access to all the other docks on the left bank: the Doel dock, the Verrebroek dock, the Vrasene dock and the North and South mooring docks.
 
EIB FINANCES
The capital cost of the new lock is estimated at €340 million. The European Investment Bank (EIB) has undertaken to finance 50% of the construction work, up to a maximum of €160.5 million. The remaining amount is being put up by the Flemish Region and the Port Authority.
The creation of the Trans-European Network for Transport (TEN-T) and the development of sustainable transport modes form part of the objectives of the EIB, which is why the latter has decided to support the project. Its chairman Philippe Maystadt explained:“Maximum use has to be made of water transport, both seagoing and barge, as well as rail transport. This is an important objective for the European Union, and is all the more urgent because of the challenges facing us in the field of climate and energy. Sustainable transport with a lower
Coal handling at the Port of Antwerp with (inset) a schematic showing the location of the new Deurganckdock lock, which will overtake Antwerp’s Berendrecht as the world’s biggest lock.
ecological footprint will play a crucial role in the European economy, as well as contributing to integration within the EU and the creation of the internal market.”
 
INVESTING IN PORT INFRASTRUCTURE
An additional lock on the left bank is essential in order to ensure better sea access for the port of Antwerp.
Flemish minister of Transport & Public Works Hilde Crevits declared:“At the moment the only access from the sea to the dock complex is via the Kallo lock. The new investment offers a response not only to the growing volume of shipping traffic on the left bank but also the greater size of ships. Furthermore, a second lock will afford greater security of operation for what is the second largest port in Europe, helping it to maintain its competitive position.”
The investment confirms the recent report by the World Economic Forum, The Global Competitiveness Report 2011–2012, according to which the port infrastructure in Belgium is among the best in the world. “This has been made possible by the investments that the Flemish government has made in its ports,” concluded minister Crevits.
 
BIGGEST LOCK IN THE WORLD
The new sea lock will be built on a similar design to the Berendrecht lock, with a width of 68 metres and length between gates of 500 metres. Or to put it another way, it will be as wide as a 19-lane highway and four times as long as the Cathedral of Our Lady in Antwerp is high. Three times as much steel will be used in its construction as in the Eiffel tower. However, the Deurganckdock lock will be deeper than the Berendrecht, at 17.80 metres below the local datum level. The amount of concrete used for its construction will be enough for a building 35 floors high and covering an area the size of a football field.
In other words, the new lock will be gigantic in all its dimensions. And yet the job of building it will demand precision engineering. For example the lock gates must close perfectly. The mechanism for the bridges that open must also be exact to the millimetre, as the rail tracks on the bridges and on either side must line up perfectly when the bridge opens and closes.