The planning of ports and terminals for the handling of containers, bulk goods and RoRo cargoes is one of our core business areas. Our strong inland connections ensure smooth and rapid delivery, collection and onward transport.
The objective of this project is the elaboration of a businessplan and the evaluation of bids from different contractors for the expansion of the Port of Tema. The Port of Tema is Ghana’s largest seaport. It is located approximately 25 km east of Accra, Ghana’s capital city. Due to a rapid population growth and rising socioeconomic requirements, the Ghana Ports and Harbours Authority intends to make the country’s two biggest ports fit for a prospering future. The development of the Port of Tema is planned to be done in 5 phases: Phase 1 includes the construction of a new breakwater, extensive dredging works and infrastructure measures as well as the building of at least 4 new deep-water berths; Phases 2, 3 and 4, include the construction of further container, bulk and foodstuff terminals. Phase 5 is intended to provide berths for the drilling rigs on Africa’s west coast.
Ghana Ports and Harbours Authority (GPHA) is a state owned company responsible for the development, operation and management of ports and port-related facilities in Ghana. GPHA initiated the Takoradi Port Infrastructure Development Project that shall be realised in 3 stages in order to minimise disturbances to the ongoing port operations. The stages comprise:
- Stage I: Construction of the new pier for bulk and oil handling, deepening of new harbour basins, turning basin and entrance channel, breakwater extension, land reclamation with rock revetment, construction of new berths.
- Stage II: Preparation of newly reclaimed storage areas for offshore industry and allocation of new berths for offshore supply vessels.
- Stage III: Allocation of 2 new berths for container vessels and creation of a new container terminal on reclaimed land.
As part of the design works for the newly planned Cabinda Port, numerical modeling of both, the hydrodynamic and morphodynamic conditions, were modelled to determine local design criteria and to determine the optimum port layout and breakwater length. Additionally, the impact of the port on the Atlantic Bay of Cabinda was assessed.
Although the port of Beirut is the main port of Lebanon and has undergone many developmental stages, reliable sea data was not available to be used for measurements or hydraulic modelling to provide a comprehensive basis for further expansion. Sound knowledge of wave parameters and wave disturbances within the port are crucial factors in the decision-making process for expansion options and investments. This information data base for the project was created by means of a numerical sea state simulation of the eastern Mediterranean and high-resolution hydraulic modelling of the wave disturbance in the harbour area.
In order to handle the increasing number of cargo, a new quay wall and terminal is required in Emden. This is planned to bridge the gap between two existing quays with a new quay length of approximately 340 m. The berthing area in front of the quay will have a depth of NHN -17.2 m. Subsoil conditions are characterised by extremely soft layers, leading to the need for extensive construction methods combining a sheet pile wall with driven steel anchors with a shield rc-plate with deep foundation. To cater for the large berthing ships, extensive dredging measures and reclamation works for the new terminal area are to be carried out. A new land-based infrastructure with the relocation and construction of a reclamation pipeline has to be created.
An economic and technical feasibility study involving the development of Lake Kivu for local and international transport was undertaken in 2010. The study concluded that the Lake Kivu project is economically viable and should be developed. A further feasibility study was carried out in 2016 by TradeMark East Africa to enhance the water transport and trade connectivity on Lake Kivu between Rwanda and the Democratic Republic of the Congo.
The overall objective of the study is to develop passenger and cargo transport on Lake Kivu, capable of high-speed access between the main centres (Rubavu, Karongi and Rusizi) and subsidiary ports, to provide increased water-based transport connectivity for Rwanda initially, and subsequently to develop new access of cross-border trade directly across Lake Kivu to the Democratic Republic of Congo.
The traditional shipyard Blohm+Voss, situated on the river Elbe, is protected against flooding by a several kilometre-long protection system. The previous protection level of 7.5m above NN is, according to the new calculation approach, not sufficient anymore. Because of this, adjustment measures for the flood protection system became necessary. Apart from strengthening and reconstruction of the almost 4-kilometre-long protection system, the examination of the none deficit areas in particular, as well as the planning and construction of flood gates for railway track, roads gantry cranes were a special challenge.
The flood protection system of the inland port Schaartor, is one of the last segments of a constructional measurement of the flooding protection campaign for the city of Hamburg. The objective of the campaign is to adapt the height of the flood protection system to the new protective level and to ameliorate the bearing capacity of the public flood protection structures adapted for future challenges. The implementation of the measures meant extensive structural adjustments of a sluice, a pumping station, several bridges and the abutments of a metro line viaduct necessary. The new flood protection wall consists of deep founded angled elements with a waterside wall, superstructure slab with ramps in some parts and covered with clinker bricks on the landside. On the west side of the basin, the Alster hiking trail with water facing seating steps and with a connection to the Elbe-philharmonic will be constructed according to the Olympics of architecture held in 2014. The surfaces made of basalt and exposed concrete form together with the flood protection system of the Niederhafen design family.
The Kronprinzenkai in Hamburg was upgraded to be used as an all-year-round place for cruise ships. To accomplish this, six heavy storm bollards were erected on reinforced concrete abudments and pile foundations, five floating fenders, and a mooring dolphin with sliphook, cable winch, and access ramp.
Dar es Salaam, with a population of about 4.5 million, is the largest city and the commercial centre of Tanzania. The Dar es Salaam Port (DSM Port) is a multi-purpose port with eleven berths and a number of jetties. It is the country’s principal port that handles over 90% of the country’s total import and export volume and is the gateway to the central and northern parts of Tanzania and to the countries of Malawi, Zambia, Democratic Republic of Congo, Rwanda, Burundi and Uganda.
A proposed Dar es Salaam Maritime Gateway Program (DMGP) is to improve the effectiveness and efficiency of the DSM Port and support the economic development of Tanzania and the countries of the East Africa region.
The government of Morocco is developing a new industrial platform including a multi-purpose deep-water port close to the city of Nador, in the eastern region of the Mediterranean coast.
The new port comprises of a main breakwater and a secondary breakwater of 4,233 m and 1,187 m respectively, two container terminals with a quay wall length of 1,520 m and 1,440 m and a depth of 18 m, three oil berths, a specialised bulk cargo berth, a Ro-Ro berth and a service quay.
In the course of the design of the new Kattwyk railway bridge, crossing the River Elbe north of the already existing Kattwyk-bridge, the land sides have to be adapted as well. On the western land side, the railway tracks cross the existing main dyke which is part of the public flood protection system of the city of Hamburg. Because of the local circumstances, the construction area is limited by a sand spoil area and the dyke line has to be adapted to the railway bed in the form of a flood protection wall. Because of the displacement of the outer dyke road and the dyke protection road, sheet pile and cantilevered retaining walls became necessary to realise the embankments.
For the landlocked Paraguay, the sea-side connection from the Rio de la Plata to the Rio Paraguay is of great economic importance. To handle the increased cargo handling capacity of Rio Paraguay, a new river port with two berths was planned and implemented south of the capital Asuncion. On the land side, a container terminal and an industrial zone are included as part of the project. For the planning of the approximately 300 m long pier and the 180,000 m² container terminal, the extreme water level fluctuations in the river of more than 10 meters presented a serious challenge.
The Port of Cap Haïtien is to be transferred to a private concessionaire, who will be responsible for the rehabilitation, operation and equipping of the port. The rehabilitation includes a 150 m long new quay for container handling, a 175 m long quay for general cargo and bulk handling, the dredging of the harbour basin and access channel, a container yard (35,500 m²), a vehicle yard, a diesel power station and a new administration building for the terminal operator.
In Emden’s outer harbour, in the area of tidal influenced Ems a dolphin berthing area was developed, with RoRo handling facilities to cater for automobile transport. The overall length of the dolphin berth was approximately 220 m according to the design vessel and includes the foundations and guiding poles for the RoRo unloading facilities. To achieve the required water depth, dredging works were undertaken with the dredged materials being deposited in land flushing fields.
In a no longer used harbor basin, an artificial island with an area of 15,000 m² was founded within the course of the reurbanisation of HafenCity in Hamburg, which is the biggest town development project in Europe. The sand material from a nearby extraction site, was reclaimed by trickling and rainbowing. To protect the land reclamation against tidal currents wing walls, underwater piling walls and planted slopes and revetments were installed. Historical quay walls were integrated into the concept and the connection areas secured against the tides.
To strengthen the energy sector in Pakistan, an LNG import terminal was built in the Port of Qasim (near Karachi). The import of gas takes place via a moored vessel carrying a tank, which is connected to a re-gasification plant. This plant allows the transfer of the refrigerated LNG into natural gas to the land-side pipeline network. The jetty consists of the feeder and four additional mooring points with mooring dolphins, as well as necessary access points and automatically releasing mooring hooks. For the ship's turning circle and the berthing area, extensive dredging works in the silty soil was necessary. On the land side, the project is developed as an elevated pier.
The objective of the project was to determine the technical, economical, operational, and financial feasibility of a new terminal near Chittagong in Bengladesh by increasing the capacity of the existing port. This also included a study on the environmental and traffic impacts of the proposed option. To accommodate the predicted cargo, a container Terminal with 3 mil TEU annual capacity and quay wall length of 2 km was developed and combined with a multipurpose terminal with a lenght of 1,5 km. The proposed terminal will be protected by a 5 km long breakwater which has to be installed on an existing island offshore.
On the Weser promenade in Bremen, a jetty was erected to allow the use of the MS Treue ship for cultural and touristic activities. For this purpose, a steel pontoon was renovated and equipped with railings and lighting, the berthing area was established, mooring dolphins were placed and a movable steel entrance ramp was erected and installed. The electrical connections, heated freshwater and sewage pipes including the required pumping systems were also designed and implemented for the ship.
To support economic growth in Cabinda, an exclave of Angola, a new seaport is major part of the infrastructure development in the province. Over 1,250 m of quay wall provide four (4) large berths for container, bulk, and general cargo handling. A total land area of approximately 65 ha - reclaimed from the sea and protected with revetment and a breakwater – is forming the basis for the related terminals. The port lies 2 km off shore, with land access via a causeway / bridge structure. Sea access is provided by a nautical approach channel of 28 km in length.
For the expansion of the container terminal in the Port of Beirut (Lebanon), a highly sophisticated quay wall construction was designed, taking into account the seismic conditions and temporary considerable wave loads. These conditions led to strong waves under the deck and a potential flooding of the quay area. Preliminary investigations in a small wave channel with a length of 4 m formed the basis for a comprehensive investigation of embankment protection, pressure impacts, wave overtopping and wave deflection in a large wave channel (90 x 2 meters) with the use of a model constructed at a scale of 1:40.
In the Port of Qasim (Pakistan), a modern bulk handling terminal for coal, clinker and cement was planned and built. The terminal consisted of a 460 m long pier with two berths and four mooring dolphins. The sea side connection takes place from the Indian Ocean through the Phitti and Kadiro creek, where dredging works were undertaken for the berthing area to cater for large ships. A 2,400 m long access bridge through the mangrove forest connects the pier to the land-side terminal, where coal and clinker docks are situated. For the approximately 8,000 m of conveyor belts, 5 transfer towers and 5 large silos, extensive foundation works were necessary.
To improve the navigability of the access area from the Norderelbe to the outer harbor of Hamburg, extensive conversion, rework and deconstruction measures were carried out.
Approximately 565 m of existing quay walls and embankments were dismantled. Further, approximately 900,000 m³ of soil were excavated and re-used for landfill work in the berths Kohlenschiffhafen and Kuhwerderterminal. The water side embankment protection was carried out as a rubble layer; approx. 30,000m² up to 15m below water level (NN -15.0m). In addition, 48,000m³ of sand were recovered in the port of Hamburg by wet dredging and trickeled in the coal shipyard. To accelerate the consolidation, 165 km of vertical drainage were installed.
As a new tourist highlight in the municipality of Timmendorfer Strand, a 150 m long pier, named Seeschlösschen-Brücke was newly constructed. The pier was constructed as a slim steel structure on single piles with the accessible areas of the bridge and platform being designed with wooden planks. Particular attention was given to the lighting concept of the bridge, with an illuminated underside of the bridge and LED handrail lighting being installed. The tourist shipping lines operate out of a separate jetty.
For the future development of the eastern HafenCity in Hamburg, the quay wall Kirchenpauerkai on the river North Elbe was to be renovated over a length of approximately 1300 m. The existing quaywall was built in several phases between 1968 and 1975. The existing structure was to be initially investigated followed by a static analysis of the structure. In two sections, a static improvement was necessary, which was undertaken by the installation of underwater armourstone blocks.
In addition, an additional anchorage of GEWI piles had to be installed in a section of approximately 300 m in length. Due to an existing alkali-silica reaction, extensive concrete remediation works were carried out on sections of the quay wall built in 1968. The quayside equipment was also renovated. In addition a new seepage barrier on the shore side of the quay wall was installed.
For the future development of the eastern HafenCity in Hamburg, the quay wall Petersenkai, located in Baakenhafen, was to be renovated over a total length of 400 m. The existing quay wall was built in 1888 with deepening works of the harbour basin being undertaken in 1937. Initially the existing data was investigated as well as the structure was statically analysed. Due to the required service life of 100 years, a new quay wall (combined wall with anchorage and steel reinforced concrete) was installed over a length of approx. 40 m under the new West Baakenhafen Bridge. In the adjoining quayside sections, a renovation of the existing structure (sandstone masonry, reinforced concrete, sheet piling, berthing piles, quaywall equipment) was carried out, as well as a new seepage barrier on the shore side of the quay wall.