Antwerp Gateway is ready to handle your +20.000 TEU vessels Located at the upper end of the tidal estuary of the Scheldt, DP World Antwerp Gateway has excellent nautical access for the largest container vessels afloat. By the end of 2017, our crane park will be able to handle vessels up to 25 rows, welcoming ULCS up to +20.000 TEU. Creating the Future, Now.
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Antwerp Gateway is ready to handle your +20.000 TEU vessels
Located at the upper end of the tidal estuary of the Scheldt, DP WorldAntwerp Gateway has excellent nautical access for the largest containervessels afloat.
By the end of 2017, our crane park will be able to handle vessels up to 25rows, welcoming ULCS up to +20.000 TEU.
Creating the Future, Now.
2
Contents
Located at the upper end of the tidal estuary of the Scheldt, DP World Antwerp Gateway has excellent nautical access for the largest container vessels afloat.
1.1. Situation of Antwerp Gateway……………………………………………………..3 1.2. Nautical accessibility in the Port of Antwerp…………………………………..4
ULCS are licensed to access the Antwerp container terminals through the River Scheldt by the Common Nautical Management, the joint Belgian/Netherlands committee for the management of River Scheldt Region.
DP World Antwerp Gateway is fully equipped to handle the largest
container vessels afloat. By the end of 2017, our crane park will be able
to handle vessels up to 25 rows, welcoming ULCS up to +20.000 TEU.
4.1. Tidal windows Deurganckdok (December 2017)………………………………………………….11 4.2. Admission and departure regulation from/to Antwerp for marginal ships ………………21 4.3. Original equipment manufacturer specifications Antwerp Gateway cranes……………..30
3
1. Excellent nautical accessibility
DP World Antwerp Gateway is located in the port of Antwerp at the upper end of the tidal estuary of the Scheldt, having excellent nautical access for the largest container vessels afloat. The port enjoys the benefits of excellent multi-modal connections to all major mainland European centres of consumption and production. The inland location means that the port of Antwerp enjoys a more central location in Europe than any other North Sea port. As a result, Antwerp has become one of Europe’s largest sea ports. It is also connected to the 1.500 km Belgian network of inland waterways and the European network of rivers and canals, where DP World manages 5 inland facilities via its division DP World Logistics. Antwerp is one of the biggest European rail ports and part of the three main rail corridors in Europe.
4
Antwerp accommodates the largest container ships
Ultra Large Container Ships (ULCS) safely call the Port of Antwerp utilising full cargo capacity. Antwerp can be served by container vessels with a draught up to 16.0 meters* travelling up-river and 15.5 metres* down-river. (* tidal windows apply)
5
Tidal windows on the River Scheldt
Large container vessels cannot always sail 24 hours a day the River Scheldt. The period in which
these vessels may proceed inward or outward bound is called the tidal window, depending on the
ship's depth and the height of tide.
The Common Nautical Authority calculates the tidal windows and give permission for the vessels
to proceed in- or outbound. As the tides varies every day, there are also different tidal windows.
This procedure will be clarified in the tidal window animation, which you also find on this site.
The tidal windows are calculated for predicted water levels for a waterway to target specific
depths and speeds on the sections. As there are circumstances in which increases and reductions
of the predicted water levels and of the sill depths may occur, or other hazards such as water
speeds, deviations from these calculations are possible.
The Common Nautical Management, the joint Belgian/Netherlands committee for the
management of River Scheldt Region, devised rules and regulations for marginal ships to access
the Antwerp container terminals through the River Scheldt. The Common Nautical Authority
calculates the tidal windows and give permission for the vessels to proceed in- or outbound
More information:
The document “Admission and departure regulation from/to Antwerp for marginal ships” can be found in the appendix p. 21.
7
3. Advanced equipment to handle your vessels DP World Antwerp Gateway is fully equipped to handle the largest container vessels afloat. DP World Antwerp currently has 9 quay cranes, 5 of which were heightened by 6 to 7 metres during the past few years to be able to service the newest generation of container ships. Two new cranes with an outreach of 25 width will join the crane park by the end 2017. Together with 3 quay cranes able to handle vessels 23 rows across, we will have sufficient equipment to operate +20.000 TEU container vessels.
More information:
An overview of the specifications of the Antwerp Gateway cranes can be found below.
The OEM (original equipment manufacturer) specifications can be found in the appendix p. 30.
Technical drawing Quay Crane:
Speci
fica
tions
Quay
Cra
nes
Antw
erp G
ate
way
:
A
B
C
D
E
F
G
H
Ga
ntr
y
Nu
mb
er/
Nam
e
Lo
ad
ing
p
os
ibil
ity
(Tw
in, d
ou
ble
, 2
0/4
0?
)
Ma
nu
fac
ture r
Ye
ar
Bu
ilt
Ma
x
Sp
rea
de
r H
eig
ht
Ab
ove
Ra
il
(m)
Ou
tre
ac
h
Ma
x
(m)
Heig
ht
Ra
ils
A
bo
ve
Se
a
Le
ve
l a
t m
ea
n
tid
e
(m)
Dis
tan
ce
Rail
-
Fe
nd
er
(m)
Heig
ht
rail
s a
bo
ve
s
ea
bed
(m
)
Dis
tan
ce
be
twee
n
cra
ne
leg
s -
s
ide
(m
)
Dis
tan
ce
be
twee
n
cra
ne
leg
s -
fr
on
t (m
)
Dis
tan
ce
of
ba
ck
reac
h (
m)
Ma
x
lift
(t
on
s)
Co
nta
ine
r ro
ws
o
n
Ve
ss
el
Re
ma
rk
QC
01
51T
sin
gle
/
65T
tw
in
KA
LM
AR
20
05
37
55
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
74
(under
hook)
20 r
ow
s
QC
02
51T
sin
gle
/
65T
tw
in
KA
LM
AR
20
05
37
55
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
74
(under
hook)
20 r
ow
s
QC
03
51T
sin
gle
/
65T
tw
in
KA
LM
AR
20
05
37
55
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
74
(under
hook)
20 r
ow
s
QC
04
51T
sin
gle
/
65T
tw
in
KA
LM
AR
20
05
43
55
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
74
(under
hook)
20 r
ow
s
Ap
pen
d
ix
p. 31
QC
05
51T
sin
gle
/
65T
tw
in
KA
LM
AR
20
05
43
55
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
74
(under
hook)
20 r
ow
s
QC
06
51T
sin
gle
/
65T
tw
in
KA
LM
AR
20
05
43
55
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
74
(under
hook)
20 r
ow
s
9
A
B
C
D
E
F
G
H
Ga
ntr
y
Nu
mb
er/
Nam
e
Lo
ad
ing
p
os
ibil
ity
(Tw
in, d
ou
ble
, 2
0/4
0?
)
Ma
nu
fac
ture r
Ye
ar
Bu
ilt
Ma
x
Sp
rea
de
r H
eig
ht
Ab
ove
Ra
il
(m)
Ou
tre
ac
h
Ma
x
(m)
Heig
ht
Ra
ils
A
bo
ve
Se
a
Le
ve
l a
t m
ea
n
tid
e
(m)
Dis
tan
ce
Rail
-
Fe
nd
er
(m)
Heig
ht
rail
s a
bo
ve
s
ea
bed
(m
)
Dis
tan
ce
be
twee
n
cra
ne
leg
s -
s
ide
(m
)
Dis
tan
ce
be
twee
n
cra
ne
leg
s -
fr
on
t (m
)
Dis
tan
ce
of
ba
ck
reac
h (
m)
Ma
x lif
t (t
on
s)
Co
nta
ine
r ro
ws
o
n
Ve
ss
el
Re
ma
rk
QC
07
58T
sin
gle
/
71T
tw
in /
85T
tandem
Z
PM
C
20
09
50
63
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
95
(under
hook)
22 +
1
row
s
23 r
ow
s
in
tand
em
QC
08
58T
sin
gle
/
71T
tw
in /
85T
tandem
Z
PM
C
20
09
43
63
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
95
(under
hook)
22 +
1
row
s
Ap
pen
d
ix
p. 32
23 r
ow
s in
tand
em
QC
09
58T
sin
gle
/
71T
tw
in /
85T
tandem
Z
PM
C
20
09
50
63
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
18
20
95
(under
hook)
22 +
1
row
s
23 r
ow
s
in
tand
em
QC
10
50T
sin
gle
/
65T
tw
in/
85T
ta
nd
em
Lie
bherr
20
17
52
68
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
100
(under
hook)
25 r
ow
s
Ap
pen
d
ix
p. 33
QC
11
50T
sin
gle
/
65T
tw
in/
85T
ta
nd
em
Lie
bherr
20
17
52
68
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
30,4
8
100
(under
hook)
25 r
ow
s
MH
C4
max. 50T
sin
gle
/ 5
0T
tw
in
Gott
wald
20
02
40
50
3m
LW
/8,5
M
HW
5,5
26m
(m
ax)
N/A
N
/A
N/A
100
(under
hook)
N/A
mobile
harb
our
cra
ne
10
4. Appendices
4.1. Tidal windows Deurganckdok (December 2017)………………………………………………….11 4.2. Admission and departure regulation from/to Antwerp for marginal ships ………………21 4.3. Original equipment manufacturer specifications Antwerp Gateway cranes……………..30
11
Appendix 1.
Tidal windows Deurganckdok (December 2017)
The documents concerning the tidal windows at Deurganckdok are a free translation
from the Dutch source files at http://www.vts-scheldt.net. The displayed results of the
calculations cannot bind.
In this appendix, the departure tidal windows from depth 145 m to 152 m can be
found. The windows for depths 120 m to 144, as well as all arrival tidal windows, can
be found in Dutch at http://www.vts-scheldt.net, organised by either depth or date.
Translation
Tidal windows departure/arrival Deurganckdok – depth
• Diepgang: depth
• Voormiddag: AM
• Namiddag: PM
• Van: from
• Tot: to
• Geen tijpoort: no tidal window
• Onmogelijk: impossible
Tidal windows departure/arrival Deurganckdok – date (not included in this file)
The list below indicates the approximate tidal windows for a departure from the Deurganckdok to Wandelaar Pilot (via Vaargeul). The tidal windows are calculated for predicted water levels for a waterway to target specific depths and speeds on the sections of 15 (sea), 13 (river), 9 (port) knots for depths < 140 dm and 14 (sea), 12 (river), 6 (port) knots for depths > 140 dm.The result of the calculation can not be seen as a personal, professional or judicial advise or any equivalent of these. This list does not relieve the shipping management / agency from the obligation to request a permit to proceed in- or outbound from the Common Nautical Authority. To request a specific or personal advice, please consult the Common Nautical Authority. This disclaimer applies to this list.* *free translation from the Dutch source file at http://www.vts-scheldt.net.
• All the draughts relate to the greatest/maximum draught and are expressed in decimetres. On the river section
the calculation is made with density of 1000 kg/m3 and on the sea section the calculation is made with a density
of 1020 kg/m3.
• All ship lengths and widths are expressed in metres and refer to length overall and breadth overall.
• The GNA may, for reasons of safety and/or depending on the capacity of the fairway and/or on the basis of the
information provided by HA with regard to problems with the available capacity of a lock and/or the availability
of the berth, impose conditions with regard to the number of simultaneously loading or unloading
marginal/above-size vessels per tide.
• The tide frame are calculated using the route Vaargeul 1, via WESP, both in ascent and descent. It may be
pointed out that these tide frames also take account of the possible restrictions due to the airdraught of the
vessel in relation to the lower passage height of the high-voltage cables on the route near Zandvliet.
• From the Zandvliet-Berendrech complex and the Kieldrecht lock, container ships can be used at a row of tide.
The vessel must be operated with a minimum keel clearance of 1 metre in the lock chamber. To this end, the
Berendrechtsluis, Zandvlietsluis and Kieldrechtsluis are gauged at least four times a year and the gauges are
made available digitally via ENC maps.
• In the Deurganck dock, all ships with a length greater than 260 metres have to moor “head-out”. Upon request,
the GNA may, in exceptional cases, grant permission to deviate from this in consultation with HA. Vessels are
preferably moored at the North Sea terminal and Europe terminal according to tide, taking into account a
possible next destination (shift to ET or BES/ZAS (NZT) and Deurganckdok (EI and NZT)).
• At the container terminals on the river, at the place where the ship moors on ascent and descent, no shore
cranes may be placed within 2 bollards in front of and behind the bow or fence of the ship.
• The Scheldt Navigator Marginal Vessels is abbreviated with SNMS (Schelde Navigator Marginale Schepen) and is
a navigation system accepted by the GNA - an extended version of this navigation system is the "FULL SNMS".
I. Ships with marginal draught
I.1. Vessels above 120 dm draught with destination locks Right Bank or from 125 dm draught with destination
Left Bank or the tide bound container terminals.
The general regulations and special regulations 1 to 7 inclusive apply.
I.2. Ships from 120 dm draught departing from the locks Right Bank or from 125 dm draught departing from Left
Bank or tide bound container terminals
This is subject to the general rules and special rules 6 to 11 inclusive.
II. Ships with marginal dimensions in length and/or breadth
II.1. Ships of 300 metres and up to 340 metres in length and/or of a breadth equal to or greater than 45 metres:
The general regulations and special regulations 1 to 12 inclusive and 16 apply.
II. 2. Container ships from 340 metres up to 360 metres in length:
These ships are subject to the general regulations, and special regulations 1 to 16 inclusive.
II.3. Container ships 360 metres long and/or more than 51 metres in length and/or wider than 51 metres, of those
types whose test runs have been positively evaluated:
These ships are subject to the general regulations and special regulations 1 to 14, 16 and additional conditions C. 1 & C.
2.
III. Regulations
A) General regulations for all marginal ships (I and II)
a) At the outset, visibility shall be at least l000m on the entire route concerned.
b) At least 6 hours prior to arrival at the Wandelaar or Steenbank pilot station or 6 hours prior to the departure of the
berth, a written permission from the GNA must be obtained for each voyage or departure by using the application form
mentioned above.
c) After mutual consultation with and agreement of the CNA, it is determined within which tide frame the ascent or
descent must take place, and the Antwerp Port Coordination Centre (ACC- Havencoördinatiecentrum Antwerpen) will
implement this.
d) Before the ship actually moored from its berth behind the lock, this shall be reported by the dock pilot to the Port
Authority, stating the draught. The draught must be checked for the GNA for correctness and deviations must be
reported to the GNA.
e) The pilot advice on the use of tugs shall be followed closely.
f) For bulk carriers, tankers and ships with similar manoeuvring characteristics, the issue of an authorisation to operate
is based on a manoeuvring speed as mentioned in points B 2 and B 9, for container ships the calculation is done with
speeds as mentioned in the Annex §4. For other shipping, the calculation is done with a speed of 12 knots through the
water. If a ship cannot comply with this condition, additional preconditions may be imposed on ascent or descent.
g) Depending on Hydro-meteo conditions, ship conditions, the expected traffic intensity and conditions of the
waterway, additional conditions can be set by the GNA in consultation with the head of the Nautical Service VBS. For
meteorological forecasts, the weather forecast OMS is used as a basis.
h) The GNA can, after consultation with the head of the Nautical Service VBS, set additional regulations for the
protection of concerned interests. These regulations must be followed immediately.
i) Planned departure, in relation to the tide frame, in two tides is not permitted.
j) The minimum tide frame allowed is 60 minutes.
B) Special regulations
1. Maximum draught during ascent:
• to the locks Right Bank is 155,6 dm.
• to the Kieldrechtsluis is 154 dm for the ship types of bulk carriers, tankers and ships with similar manoeuvring
characteristics. For container shipping, larger draughts are possible;
2. For the ship types of bulk carriers, tankers and ships with similar manoeuvring characteristics, both the river and sea
sections are expected to operate at a speed of 12 knots and the next ascent schedule is maintained:
a) Draught less than 135 dm: these ships sail on, both at low tide and high tide, within their tide frame.
b) Draught from 135 dm to 145 dm: these ships sail on according to the tide frame, until arrival CP at the latest 1
hour after HW Prosperpolder.
c) Draught greater than 145 dm:
a. With destination locks Right Bank, these ships sail on entering CP on HW + 15 min. Prosperpolder.
b. With destination Kieldrechtsluis, these ships sail on their entering the estuary Deurganckdok 40
minutes after HW Prosperpolder. This will be evaluated after 6 voyages with these types of ships.
3. The order of arrival at CP, according to the port planning of the HA, is partly determined by the imposed RTA CP and is
translated and endorsed by the GNA as early as possible and preferably before pilotage in a sequence of ascents, taking
into account the overall traffic picture within the GNB area.
4. The ship shall be treated as a priority by the harbour service.
5. The ascending ship shall begin its voyage at the beginning of its tide frame. This means that the vessel has left at the
pilot station at least 60 minutes before the end of its tide frame.
6. After consultation with the head of the Nautical Service VBS and/or the operating pilot and the GNA, the final time of
arrival at Vlissingen's harbour shall be determined by the GNA.
7. The ship should preferably be at the front of the lock, but at a distance from the lock doors so that the lock tugs have
sufficient space to assist the ship adequately. For the right bank, ships with a width of 43 metres or more should
preferably be operated via the Berendrechtsluis.
8. The ship should preferably leave at the beginning of its tide frame and be battlegged on the river at least 60 minutes
before the end of its tide frame.
9. The maximum draught is 145 dm for the ascent from the Zandvliet/Berendrecht complex and the Kieldrechtsluis. For
ascents from the Kieldrechtsluis, larger draughts can be allowed provided that the ship indicates the current
manoeuvring speed on the river section and on the sea section for each individual permit.
For container shipping, larger draughts are permitted, provided that:
a) The draught of 152 dm shall not be exceeded.
b) Such a ship shall declare for each individual authorisation the current status of the ship manoeuver speed
through the water on the river section and on the sea section.
Contrary to the first paragraph of point 9, a maximum draught of 140 dm shall apply to the types of bulk carriers,
tankers and ships with similar manoeuvring characteristics. For these ships, a speed of 11 knots is calculated on the river
section and a speed of 2 knots on the sea section. The GNA may deviate from the 140 dm draught for an individual
admission, provided that the ship guarantees in writing that it will be able to meet the required speeds.
10. Ships with a draught between 120 dm and 135 dm will receive an indicative tide frame from the GNA as soon as possible after the application has been submitted.
11. The GNA will decide on the tide frame of a descending ship with a draught from 135 dm, between 12:00 AM and
6:00 AM before departure from the berth.
However, the GNA will, at the ship's request, already give out indicative tide frames at an earlier stage.
12. A second river pilot is mandatory for ships with destination to and from the locks.
13. Two pilots are required on the river section, at least one of the highest category.
14. Instructions concerning shipping meetings:
a) On the sea section: for the ascent/descent there are no restrictions on the ascent/crossing.
b) On the river section: In view of the size of the vessel in relation to the dimensions of the fairway, avoid
encounters with the following vessels in the Pas of Borssele and the “Narrow” of Bath:
– Ships subject to the provisions of Joint Notice 02-2009 (large vessels, gas ships),
– Special and non-normal transports,
– Oversized ships.
15. With a wind force of more than 7 Bft. at the North Sea and Europe terminal, locks or Deurganckdok no permission
will be given for ascent and descent.
16. Trip planning for the ships referred to in paragraph II, destined for the North Sea terminal:
a) For the North Sea terminal berth S 903 (with possible overlap of 5905) ships larger than 300 metres may
mooring/unmooring only during the high tide, until 1 hour after high tide. It is not allowed to moor/unmoor
from 1 hour after HW to LW.
b) For the remaining berths, ships may moor and depart at any time according to their tide frame, if any.
C) Additional conditions for the ascent an descent of the ships referred to in 11.3
The following additional conditions are attached to the ascent and descent of the said vessels:
C. 1. Overview of the additional conditions
Maximum wind force (measured at the ZandvietlietlietlBerendrecht complex or Kieldrechtsluis):
Destination/departure Berendrechtsluis or Kieldrechtsluis:
Both on the ascent and descent to/from the locks: 5 Bft.