Hamburg Port Authority Neuer Wandrahm 4 20457 Hamburg Germany Telephone +49 (0)40 42847-0 www.hamburg-port-authority.de
REPORT The Smart Port
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—CONTENTS—
—SHort ProFile—
tHe HPa Interview Putting Things on the Right Track Simply Smart A Fresh Breeze The Power of the Future Get Ready to Click The Psychology behind Traffic Jams Short Profile Impressum - Legal Notice
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With a total workforce of 1,800 employees, the Hamburg Port Authority (HPA), a commercially oriented institution under public law, manages all duties related to the area of the port of Hamburg. Among these duties are port planning and port development, maintenance of the port infrastructure, guaranteeing the required fairway depths as well as ensuring the navigational safety of ships. The institution is in charge of 313 km of rail tracks, 143 bridges, 124 km of public roadways and 50 km of quay walls and waterfront walls, as well as tunnels, locks and lighthouses. The HPA offers its customers a universal port 120 km inland from the open sea with competitive site advantages. It is the owner of most of the port land and leases it out to enterprises of the port industry on a long-term basis. The management of the HPA takes care to strike a balance between ecology and economy in everything they do. The port has excellent hinterland connections, whereby the modal-split share of cargo moved by rail and inland waterway carriers is growing.
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Published by Hamburg Port Authority, AöR Neuer Wandrahm 4 20457 Hamburg Phone +49 (0)40 42847-0 Fax + 49 (0)40 42847-2325 E-mail:
[email protected] Website: www.hamburg-port-authority.de Concept, text and design 3F Kommunikation Photography credits Gregor Schläger ©iStockphoto.com/sack ©iStockphoto.com/MsLightBox Satellite photo: © albedo39 Satellitenbildwerkstatt/USGS Michael Berendt © Copyright by Hamburg Port Authority, AöR June 2013
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—editorial—
Growing the Smart Way Smart is he who turns a learning curve into a straight line; who does not follow the principle of trial and error, but instead embraces “Best Practice” and applies it. Why puzzling over new solutions sitting all alone in your office whilst outside at other sites, in other sectors and companies there is so much knowledge available that you can start from the pole position during warm-up? How to achieve the above is outlined in the new “Shareconomy”: Sharing knowledge to multiply it. Letting others take part in your developments and imparting your insights so as to mutually benefit from a lively exchange in partnership competence networks. Hamburg and the Hamburg Port Authority are doing precisely that: we are looking for new, smart forms of co-operation that ensure the growth of our port. Project partners of the HPA are successful enterprises from the IT sector, from industry and research, from the logistics sector. This report will give you an idea of the innovative force springing from this dialogue. We wish you an inspiring read.
Jens Meier
Chairman of the Management Board
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Wolfgang Hurtienne Managing Director
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More efficiency with IT Innovative IT solutions enable the port of Hamburg to increase the quality and efficiency of its handling services. New traffic management solutions create the capacity to accommodate the growth of the coming years. Transport modes and information systems are interlinked to optimally utilise existing infrastructure resources in Germany’s biggest seaport. Shipping companies, logistics services providers and port-operating enterprises benefit from shorter lead times in container traffic.
Hamburg Port Authority
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—interVieW—
“Always a Ship’s Length Ahead”
Hamburg’s Senator for Innovation – this is one of the offices Frank Horch is holding. Together with the HPA’s Managing Directors, Jens Meier and Wolfgang Hurtienne, Hamburg’s Senator for Economic Affairs and Transport talks about developments in the port of Hamburg that make international headlines.
How innovative is the port of Hamburg, Gentlemen? HORCH: Thorough market research includes looking be yond local boundaries. The logistics processes of a seaport are about global trade flows and the question of how such processes can be organised to ensure that port operations run smoothly. In this context being innovative means, for example, to develop intelligent traffic management solutions as well as to promote energyefficient technologies such as shore power or liquefied natural gas (LNG). HURTIENNE: In the past years we redefined the boundaries of our port. Building new roads and rail tracks is no longer the only concern; we also have to use existing capacity more intelligently. With SmartPORT Logistics, we have developed an innovative approach in that we increase the efficiency of existing infrastructure capacities through new IT systems. MEIER: A port that wants to grow must think beyond the limits, for instance, by implementing an IT infrastructure that reaches far beyond the port. Traffic jams are not always caused in the port area itself. One of our challenges is to organise traffic in coordination with the businesses and logistics companies involved. Our aim is to identify possible causes of congestion in advance and redirect traffic before the problem occurs. One option is to alert truck drivers approaching the port: The roads are crowded, go to the next truck rest stop and take your break now before heading on!
Hamburg Port Authority
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Wouldn’t it be consistent to include other ports in SmartPORT Logistics so as to be able to manage global goods flows across business locations?
With “SmartPORT Logistics” you have initiated a project which, despite it being only a project at the moment, is considered a model for future traffic management in ports. What makes Smart Port new?
We are excellently interlinked both at a national and international level. However SmartPORT Logistics offers unique options which we, in view of our interna tional position, intend to use exclusively for our port. Co-operation is fine, but fact is that ports also are com petitors. HORCH:
MEIER:
DIVA, the traffic information system in operation in the port of Hamburg, has been running for two years now. Its sensors ensure that roads are not overloaded and it automatically provides information about traffic disruptions to prevent trucks from getting stuck in jams. SmartPORT Logistics does a lot more: It integrates transport routes, motorists, logistics centres and hubs via a cloud-based IT platform. It creates the structure for a transport chain that follows the rhythm of port oper ations.
MEIER: An IT infrastructure that makes sense for a port always extends beyond that port. However a SmartPORT Logistics North Range, for instance is, so I believe, not a good idea as every port steers its own transportpolitical course and local challenges differ substantially from port to port. Our vision is to be a port traffic centre for the metropolitan region of Hamburg and beyond that interlinks isolated control stations.
The objective is to provide holistic solutions to traffic problems. What is crucial is to exploit intelligent systems such as GPS and cloud technology in a manner that best benefits the port and its infrastructure. HORCH:
The HPA is only one of many players in the port of Hamburg. How ready are enterprises to commit themselves when it comes to transport IT?
HURTIENNE:
SmartPORT Logistics has become a metaphor for an IT infrastructure that allows to control the logistics processes in a port in the best possible way. We are presenting this concept at international trade fairs and at customers’. Other ports want to be smart too and are trying to copy it.
HURTIENNE: Efficient transports are the key success factor
of the port of Hamburg. Time is of the essence in logistics, and businesses located in the vicinity of the port of Hamburg have a keen interest in effective transport management. When preparing the introduction of the port railway’s new IT system, we worked closely together with the many port-operating businesses. Without their commitment we would never have been able to complete the project successfully.
When developing new IT solutions the way SmartPORT Logistics defines them, you are co-operating with companies that do not necessarily have anything to do with port management. What do Lufthansa Systems, T-Systems, DAKOSY or SAP have in common with the logistics of a leading port?
We have been able to get some enterprises to take part in the pilot phase of SmartPORT Logistics. The feedback was very positive. After all, it will enhance the competitive edge of the port industry if the management of goods flows is improved and logistics centres can be reached faster. We hope the success will prompt other enterprises to join in.
MEIER:
It’s important to go out, to actively seek the contact with other sectors and initiators to gain new perspectives. That is why we involve project partners in the development of our port that may be considered leading innovators in specific disciplines. They bring along technologies which are in part established and on the basis of which new processes can be developed that always put the port a ship’s length ahead of others.
MEIER:
That sounds very much like optimising transport in favour of the road …
Sharing knowledge in the dialogue with experts and ensuring that processes are highly transparent shortens many a mile. When introducing the system, we made sure that it is easily expandable and that we do not commit to one specific solution too early. It’s an open system. New modules, the next generation of mobile end devices or other partners can be integrated at any time.
HURTIENNE:
Hamburg Port Authority
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HURTIENNE: The overall aim is to reduce traffic and get the best out of existing resources, isn’t it? HORCH:
Of course, we must make sure that we as a port do not fail on the road. This is not about simply finding a shortcut. What is increasingly important is to divide goods across various transport modes – the modal split.
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—interVieW—
They are betting on a smart world port: Hamburg’s Senator for Economic Affairs, Frank Horch and the Managing Directors of the HPA, Jens Meier and Wolfgang Hurtienne (from right to left)
»Time is of the essence in logistics«
You heavily invested in the expansion of the port railway and installed a new railway IT system, TransPORT Rail, to increase efficiencies. What role will the railway play in the future of the port of Hamburg?
Meier:
MEIER: The railway is of immense importance for the quality the port of Hamburg can offer as a location for enterprises. Every third container is moved into the hinterland by rail. In container trade the share of the railway in hinterland transports, the so-called modal split, is 61 per cent. Our ultimate aim is to further increase the proportion of freight transported by rail as the more eco-friendly mode of transport.
Hurtienne: Port planning is time consuming and costly and
The Port Development Plan is a flexible control instrument to merge the many factors relevant to the development of the port of Hamburg: value creation, jobs, competitiveness.
often a very long process. It is important to have a general framework at hand in the dialogue with business, political associations and the interested public to indicate the longterm direction of the development. What do you personally like about the technological progress made possible by the developments in the IT world?
Horch: The
landside connections between Hamburg and Prague demonstrate just how successful we are. The Czech Republic is excellently linked to the port of Hamburg by rail. Over 80 per cent of the goods bound for the Czech Republic and transhipped in Hamburg are transported by rail. Hamburg is the most important freight rail hub in the North Range.
Hurtienne: It is a blessing to be able to manage contacts via mobile devices and to have access to ongoing projects and company data via smartphone, not to mention the convenience of finding a hotel abroad without problems. Meier: It is important to be able to take along your environ-
The Port Development Plan outlines the course of the port of Hamburg up until 2025. How much can you rely on such a plan, given the fact that economic conditions constantly change?
ment, transmit pictures and videos and share information at any time: in today’s world of communications all this is just a finger tip away. The paperless office, too, is within reach.
Horch: In the world of the port of Hamburg cargo handling is just one segment. Ecological aspects, for instance those in relation to the energy transition – the switch to sustainable energies – must also be taken account of in port development. We are not talking about feasibility analyses here, but about measures that show commitment towards residents and society at large. It’s a highly challenging task for the port management and politics alike to provide the means to be able to offer such services. The Port Development Plan is the “guideway” for the future development of our port. We are talking about decades, not about short-term effects.
Horch:
Hamburg Port Authority
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Via GPS, and supported by electronic nautical charts and navigational help, simulations can be created that are very close to real port operations, which helps to save money and reduce risks. Investment decisions can be delayed until after processes run smoothly.
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Putting Things on the Right Track With TransPORT Rail the HPA – in conjunction with enterprises from the port and the IT industry – has set the “track” for further trade growth on the rail network.
Hamburg Port Authority
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—TransPORT Rail—
The new railway IT system replaces the port railway information system HABIS. While operations were ongoing and stock was rolling, 50 programmers made sure that container traffic stayed on track. On board the technological revolution at the port railway: Lufthansa Systems and DAKOSY.
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can be linked up immediately and easily, without the need for time-consuming implementation. The IT system is called TransPORT Rail. Unlike the old system, TransPORT Rail no longer runs via an external service pro vider but is now run by the data management centre of the HPA.
Supporting a “waterside” principal in modernising its IT structures is nothing unusual for Christopher Schäfer. For four years, the IT expert at Lufthansa Systems has had his office at the HPA’s headquarters at Alter Wandrahm 12. Aviation? “The leap from other sectors isn’t that far,” says Schäfer. After all, transport logistics is not only about process knowledge, instead – according to the IT professional – “it means moving away from main frames towards future-oriented service archi tectures.”
Shorter lead times create more capacity The system change also improved usability. “We have adapted the user interface to the ergonomic needs of our time,” says Ulrich Baldauf, IT Strategist at the HPA. Instead of ink-black screens displaying flickering network data in many colours, the user interface now comes in bright HPA white and offers countless service options.
New, service-oriented IT architecture Today, service-oriented architecture (SOA) takes its cue from the infrastructure requirements of a freight rail hub where, on 300 kilometres of tracks, more than 100 rail freight operators and 170 loading points need to be integrated. The old system operated by the federal railway dates from the nineties – too old to meet the growing rail freight needs of a liberalised market. “Though the monolithic architecture was fast, it was as immobile as a concrete block,” says Wolf-Jobst Siedler, in charge of Railway Telematics at the Port Railway, a division of the HPA. “On top, HABIS was not client-enabled.”
In view of continuously growing trade volumes in the port of Hamburg, the port railway, too, is required to increase its efficiency. Within the port’s boundaries additional trade can be accommodated only if in-out times of trains are reduced. Five hours to enter the port, five hours to load and unload, five hours to leave the port – that’s how time-optimised rail freight handling should look like in Siedler’s opinion. Currently, a freight train spends a typical 18 to 25 hours in the port of Hamburg – for now at least.
“Not client-enabled” means that all data in the system are visible to everyone. It is neither possible to implement bespoke requirements nor to realise customer-specific expansions of functions. Software as a Service (SaaS)? Forget it. Moreover, restrictions imposed by the Bundesnetzagentur, the Federal Network Agency that regulates track access, could not be realised with the old system. The separation of railway infrastructure and railway logistics, which gives users of the track network the freedom to choose their logistics services providers, called for a completely new railway IT system archi tecture. In order to implement it, the HPA and the port industry, supported by IT experts, jointly ushered in a new digital era at the port railway by introducing TransPORT Rail.
Just how complex railway logistics are is evident in the fact that block trains rarely enter and leave the port. In most cases, trains are disassembled upon entering the port and the wagons are moved to one of the 170 loading points, i.e. sidings of port-operating enterprises and logistics companies. Upon leaving the port, wagons will be re-configured into full-length trains. On the fast track TransPORT Rail puts the IT infrastructure in the port of Hamburg on the fast track. It is the first expansion phase of a system that synchronises private rail companies, loading points and track capacity. Interfaces are standardised, processes are automated: The transport hub turns into an information hub that makes rail container handling a lot faster. When will the rail car be available at the loading point? Are dangerous goods to be loaded? Is the cargo oversized or heavier than standard
Interfaces via web services are state-of-the-art IT technology – an open system, which as a “private cloud” is shut off from the internet, but which is a lot easier to manage and a lot more flexible. With a click of the mouse, additional rail freight operators or loading points
TransPORT Rail: Make way for the new IT system The new railway IT system of the HPA is an IT platform which further increases the efficiency of the port railway’s track network. The system provides infrastructure data needed by the administration, for train configuration and booking of sidings. Additional service modules or rail freight operators and logistics companies can be linked up at any time.
Hamburg Port Authority
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—TransPORT Rail—
Wolf-Jobst Siedler (45) Head of Railway Logistics/Telematics at the Port Railway, HPA
»This is not a slow train service – here, minutes count.«
oriented IT architecture whilst business was as usual. 50 programmers were working on the project, among them experts from DAKOSY, the IT service provider and longstanding development partner of the HPA.
cargo? Siedler: “We not only switch points and signals, we are in charge of everything that moves on the tracks.” The port railway is speeding up: rail freight operators, for example, are allocated time frames within which they can use certain tracks. Information about the location of individual rail cars can be called up via the system in real time, and customs clearance of the goods loaded in the individual wagons has been obtained by the time the train is assembled, not upon its departure.
“Our partners are not only aware of the big role speed plays in a leading port, they are also familiar with complex logistics systems,” praises Siedler the excellent networking and collaboration with the external project partners. During the several-month-long implementation phase the train driver by training, who holds a degree in electronic engineering, morphed into an early riser to make sure that quality standards were maintained. Every Sunday, from three to six o’clock in the morning, the 45-year-old stood in the tower of the HPA railway yard in Waltershof and looked down on the strangely quiet tracks of the Hamburg port railway. For three hours, rail traffic is almost non-existent – three hours to maintain the equipment.
Migration in live operation Migrating the system while operations were ongoing posed a special challenge. Except for five days, the port of Hamburg operates the whole year round, seven days a week. “If the heart of the port railway stops beating, the whole port is trapped on the tracks,” says Baldauf. A dark comment that is quickly followed by a grin: “I am proud that we managed everything without hick-ups. That was great project work.” Tests, acceptance, integration First the tests, then acceptance and finally the integration of the entire port industry: It took a mere eight months to replace the old host system with a modern, service-
Innovative applications support the port railway and rail terminals in track planning and administrative tasks. With TransPORT Rail it is possible to track the locations of wagons in the port area, process transport orders between rail freight operators and rail terminals or ensure that customs clearance is obtained before trains leave or wagons are moved. Like in aviation, the system allocates slots that enable the efficient control of railway operations.
Hamburg Port Authority
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Hamburg Port Authority
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—SmartPort Logistics—
Simply Smart
It will be silent on the roads of the future. They connect business partners ultra-fast. They provide information that prevents congestion. They create the prerequisites for growth. The HPA calls that SmartPORT Logistics. A mere development scenario? It’s a lot more than that.
Growing beyond borders SmartPORT Logistics is the intelligent response to rising cargo and transport volumes in Europe’s secondlargest container port; a project that shows how a business location can grow beyond its borders without claiming more land to accommodate this growth. “In the first step priority was given to optimising land transport on limited road capacity, preventing congestion and shortening stationary times,” explains Westermann, whose vision of an intelligent port reaches further than that: “The idea is to interlink traffic and freight.” Only if you know exactly when what container needs to be moved to where, can you manage your processes optimally.
With “SmartPORT Logistics” the Hamburg Port Authority is giving time and space a new meaning. The research project makes information the most important good. The keyword is speed. Speed is not generated through faster handling processes, but by perfectly synchronising location-specific transport logistics. The project provides solutions to the crucial issues of a constantly growing world port: how the loose ends of global supply chains can best be interlinked to ensure that the result is not transport chaos; how transport and logistics services providers can be integrated in a cross-location transport management system; how the deployment of innovative technologies can multiply trade volumes. “With SmartPORT Logistics, we have laid the “foundation stone” for a holistic transport management,” describes Sascha Westermann, Head of Intelligent Intermodal Traffic Management at the HPA, the status quo of an IT solution that has been hailed a success during its pilot phase already. What worked out perfectly with hauliers, logistics companies, infrastructure operators and mobility partners such as ADAC, the German Automobile Association, during the initial 90-day trial period may well arouse the interest of traffic managers at other logistical hot spots in the world.
The basis for SmartPORT Logistics is a cloud-based IT platform: an interactive interface that integrates the relevant data and information of the transport and logistics partners; a control instrument that points the way within and outside of the area of the port of Hamburg, taking account of destination addresses and current traffic movements.
Dr Sebastian Saxe CIO Hamburg Port Authority
»Our aim is to gradually interconnect all modes of transport – from waterways and roads all the way to the railway.«
Hamburg Port Authority
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Sascha Westermann Head of Intelligent Intermodal Traffic Management at the HPA
»With SmartPORT Logistics, we have laid the “foundation stone” for
a holistic transport management. In the first step priority was given to optimising land transport on limited road capacity, preventing congestion and shortening stationary times.«
Co-operation under the banner of the cloud: Markus Lindemann, T-Systems, DR Barbara Flügge, SAP, and Sascha Westermann, HPA, advance the realisation of SmartPORT Logistics (from left to right)
railway yards,” says Dr Ulf Jasser, Account Director Hamburg of T-Systems International GmbH.
The required IT infrastructure is in part provided by SAP, the HPA’s project partner. The SAP HANA cloud technology has an open portal structure that functions as a service market place which participants from the port industry and other participating parties can conveniently access at any time with a simple click of the mouse.
The telecommunications firm and the Walldorf-based software corporation, SAP, are important driving forces when it comes to developing new intelligent port logistics processes at the HPA. The development partnership is an excellent example of an innovation co-operation where know-how is transferred successfully from other sectors. “We were looking for players that master complex systems and that, because of their market position, are able to enhance and further develop SmartPORT Logistics,” says Dr Sebastian Saxe, Member of the Management Board, Head of Services and CIO at the HPA.
For the road the HPA’s IT managers have already launched such a system, and successfully so if the media statements of hauliers and port-operating enterprises or the comments of renowned partner organisations involved in the HPA project are anything to go by. “SmartPORT Logistics integrates all parties that are a part of the port logistics chain and thus optimises goods flows as a whole. Together with our research and innovation department, Telekom Innovation Laboratories, we have developed an overall logistics concept that can be transferred to other logistics areas such as airports or
Hamburg Port Authority
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—SmartPort Logistics—
Apps that support truck drivers Among others, the service market place offers apps that help truck drivers to avoid traffic jams, stress and wasting time. It is smart when such application programmes allow them to pass terminal gates faster because customs and freight document numbers can now be transmitted straight to the tablet PC in the driver’s cab. It is smart when control points can process container transports electronically instead of shuffling papers. It is smart to know where you can find vacant parking spaces close by or the best curry sausage.
about the next truck stop – all in real time. Add in geofencing and the quality of the information is enhanced further: via an electronically defined radius the telematics option automatically only extracts the information a driver needs for his specific route section. The expanded pilot operations, for which additional participants were linked up, revealed that the modelling of SmartPORT Logistics was successful: “We are very close to the real thing,” says Westermann. Experts predict container throughput because of SmartPORT Logis tics to rise in the port of Hamburg. “If we as the HPA enable optimum use of the transport infrastructure in the port, large shipping companies can move their containers faster from starting point to end point,” explains Dr Saxe, who hopes that the transport data collected will enhance the quality of port infrastructure information. According to Saxe that would certainly help improve the way bridge refurbishment measures are initiated.
“The cloud is the perfect IT solution for processes that involve a wide range of partners, as is the case in the port of Hamburg,” says Dr Barbara Flügge, Head of the Transport and Logistics Competence Centre at SAP AG. “The technology enables us to integrate participants via an IT platform independent of company-specific IT architectures and provide tools to control logistics processes. In a joint field test, we identified the relevant information about neuralgic traffic hubs based on which we developed a service portfolio that is best suited to meet the individual needs of all parties involved.” T-Systems with the control portal TelematicOne is the service provider that links and integrates freight information from different telematics systems. The solution makes it possible to monitor the movements of trucks via GPS and recommend alternative routes if required, plan arrival times reliably or provide helpful information
The cloud as a service market place Cloud technology is the basis for SmartPORT Logistics. Designed as a mobile “business cloud”, the IT platform interlinks all participants from the port logistics industry. Among others, it provides information about the port, traffic and infrastructure in real time. Via smartphones or tablet PCs users have access from wherever they are to application programmes (apps) that allow optimal control of their own traffic and goods flows.
Hamburg Port Authority
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More exciting port management projects are under way: Ulrich Baldauf (second from right) and Daniel Probst from IT Strategy at the HPA with two ITMC students, Felicitas Nord and Titus Schöbel (right).
Hamburg Port Authority
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—Research Co-operations—
A Fresh Breeze
Be it in close co-operation with various chairs of the University of Hamburg or as a party to diverse national and international research projects or as a partner, supporter and co-initiator of an IT study programme – the HPA increases and shares its knowledge in a dialogue with bright minds.
“During their time with us, it dawns on many students just how cool the tasks and the work of the HPA really are,” says Ulrich Baldauf. The IT strategist at the HPA sounds enthusiastic and motivated when he speaks of the various projects with the students: “We want to do something for the management competence of young people.” Developments such as the recently launched control station system – the port monitor – benefit from the collaboration. Within the scope of the project “Generic Architecture for Control Stations” (GeneAL) six computer science students from the University of Hamburg analysed the processes that take place in the Vessel Traffic Service Centre (VTS), the core control unit that ensures safe vessel movements on the port’s waters. Based on their findings they developed the port monitor in close collaboration with the navigators of the Harbour Master’s Office, which the VTS is a part of. (See also “Get Ready to Click” on page 24) Sponsor of a new master study programme There are a variety of ways to support a university. The HPA is a sponsor of the master study programme, IT Management and IT Consulting (ITMC), at the University of Hamburg. The endowed professorship was established in the winter term of 2010/ 2011. This specialised education programme is supported and designed by the Faculty of Computer Science of the University of Hamburg, the Hamburg Chamber of Commerce and various enterprises, among them the HPA; Dr Sebastian Saxe, CIO and Head of Services at the Hamburg Port Authority, represents the HPA on the board of trustees.
Hamburg Port Authority
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Estuaries are what experts define as the part of the wide lower course of a river influenced by the tide. Funnel-shaped estuaries such as the Elbe mouth area can typically be found on tidal coasts.
Development) that deals with the North Sea estuaries. Estuaries are the part of the wide lower course of a river influenced by the tide. The estuaries looked at in the project are protected by European guidelines and serve as approach channels to major seaports. That includes the Lower Elbe. The HPA, the leading partner of the TIDE project, gathered a committee of renowned experts from universities, environmental agencies, port authorities and waterway administrations from all over Europe. “All estuaries are facing similar challenges posed by, for instance, changed tidal activities and the resulting increase in sediments transported by the rivers,” says Professor Dr Nicole von Lieberman, Head of Tidal Elbe and Hydrology at the HPA. The HPA is in charge of ensuring waterside access to the port of Hamburg. This involves regular dredging of sediments brought in by the river to keep the fairway deep enough for shipping. At the same time these estuaries are used by many other parties, ranging from fishing and agriculture, tourism, residents and flood defence all the way to environmental agencies and the port industry, whose many different interests must be considered. “The objective of TIDE was to share experiences with other project parties and develop suitable measures and assessment criteria for a sustainable, holistic estuary management concept,” explains Manfred Meine, Head of the transnational TIDE project.
Within the scope of the ITMC programme partner companies, including the Hamburg Port Authority, offer the students internships or suggest topics for the required written assignments. Theory and practice are ranked equal on the ITMC curriculum. “The mutual exchange of practice-based research and research-based practice offered in this programme is a real win-win situation for everyone involved. The students apply theoretical knowledge in practice, and the supporting companies benefit from the new and young ideas of the up-andcoming IT experts,” explains Dr Saxe the HPA’s commit ment. Getting to the bottom of developments The experts of the HPA get to the bottom of the relevant issues and developments in other areas, too – sometimes in the true sense of the word. Take, for instance, the EU-sponsored project TIDE (Tidal River
Ulrich Baldauf IT Strategist at the Hamburg Port Authority
»Everyone involved benefits from the lively dialogue between the port management and the university. Subjects and issues are not only about how to further develop the study programme, but also about how corporate structures can be optimised.«
Hamburg Port Authority
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—Research Co-operations—
PROFESSOR Dr Nicole von Lieberman Head of Tidal Elbe and Hydrology, Hamburg Port Authority
»All estuaries are facing similar challenges posed by, for instance, changed tidal activities and the resulting increase in sediments transported by the rivers.«
Integrated management on an international level The main results of the project are the regular scientific exchange, the establishment of a network and the compilation of hydrological, morphological and biological data that help to understand the system better and serve as a basis for river-engineering measures. The dialogue also helped to develop practical recommendations for implementing a holistic estuary management. As such, for instance, an app was developed for the staff of the competent administrations and associations that can be used to assess and avoid interference thresholds for water birds. According to Meine the results worked out jointly are a step in the right direction towards an integrated management at an international level; more information on the outcome of the expert dialogue is available at www.tidetoolbox.eu.
Every current is captured In conjunction with the institute the HPA installed a measurement pile at the Elbe mouth in March 2012, which regularly supplies data relevant for the analysis of water and sediment movements. This fixed measuring platform is 17 metres high and weighs two tonnes. It automatically collects data on sediment movements, the current and the concentration of suspended particulate matter in Neuenfelder Watt (Wadden Sea). Unlike other measuring stations the pile is fitted with a wide range of sensors. The results of the measurements are trans mitted to the server of the Hamburg Port Authority and the Helmholtz-Zentrum Geesthacht, where the data are analysed. The insights gained about the dynamic processes in the Tidal Elbe system will be incorporated in the coastal monitoring system COSYNA.
On a more local level, the HPA is involved in the project COSYNA (Coastal Observation System for Northern and Arctic Seas), a measurement network in the coastal areas of the North Sea and the Arctic Seas developed by the Institute of Coastal Research at the HelmholtzZentrum Geesthacht.
Sponsoring research The master study programme “IT Management and IT Consulting” (ITMC) of the Faculty of Computer Science of the University of Hamburg combines theory and practice in an ideal manner. As a part of a six-week-long internship, students learn about entrepreneurial practices and work on concrete developments and projects. As a sponsor partner the HPA, together with 22 other companies from Hamburg’s business community, supports the study programme. Annually, about 40 potential high performers gain their Master of Science in computer science upon completion of the consecutive four-semester master degree course.
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The Power of the Future
Shipping must become cleaner. Not only environmental experts are demanding it. From 2015 the new emission control regulations of the International Maritime Organization (IMO) will apply. But what are the alternatives that actually work? Liquefied natural gas is one option – an option that will be implemented in the port of Hamburg.
familiar to us on conditions that befit our times, i.e. sustainable and ecologically ideal conditions. Birke, who is also in charge of developing the HPA’s environmental strategy, is well aware of the conflict between good intentions and established habits: “Although we all know the impact of climate change, few actually forego their beloved overseas holidays, original tea from abroad, cheap clothing from China, spices from the orient or lowcost entertainment electronics from the Far East for environmental reasons.”
In 2007 Secretary-General of the UN, Ban Ki Moon, said that protecting the world’s climate was humanity’s greatest challenge. Climate change and environmental protection have been hot topics long before his speech in New York. The number of laws and regulations is rising. Governments and agencies have responded to concerns by imposing increasingly stricter restrictions and lowering permissible emission levels. And yet whilst in most industrialised countries air pollution levels as one source of environmental degradation have declined, other nations continued to industrialise – without giving a thought to preserving our natural resources.
Transport and logistics companies are facing the same challenge. In the media the carmaking industry is leading discussions on alternative propulsion technologies and emissions reductions. Researchers have been trying to replace conventional propulsion systems for many years. After the much-hyped hybrid vehicles, it is now the electric car that is at the forefront of discussions. Hydrogen fuel, bio-diesel and ethanol as “alternative fuels” are less popular. Carmakers are betting on vehicles powered by natural gas or provide technical solutions that use vegetable oil as fuel. Apart from alternative types of propulsion, developers in this sector try to use new materials in vehicle construction and minimise consumption through intelligent engine technology.
Options to substitute fossil fuels offered by research and development range from the use of alternative energy sources to completely new types of propulsion, and they encompass all areas of societal life. “When looking for solutions to global climate problems, it is not the ‘eitheror’ principle that applies, but the ‘either-and-or’ principle,” says Lutz Birke, Head of Corporate & Port Strategy at the HPA. The battle between good intentions and established habits The driving force behind all concepts and planning is to find a solution of how to keep what has become dear and
Clean energy for the environment The Hamburg Port Authority is promoting the use of environmentally friendly fuels. The coming years will see the installation of liquefied natural gas (LNG) facilities to supply ships in the port of Hamburg. Simultaneously, eco-friendly energy concepts such as, for instance, shore power supply are being worked on. By considering the Environmental Ship Index (ESI) in its schedule of fees and charges, the HPA already offers financial incentives to ships with better environmental performance: their port dues are lower.
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— Power of the Future—
Lutz Birke Head of Corporate & Port Strategy at the HPA
»We are in charge of creating the legal framework that
allows ships to bunker LNG in the port of Hamburg. Installing and operating LNG supply infrastructure is the responsibility of private business.«
Hamburg Port Authority
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To transport LNG by ship, natural gas is liquefied by cooling it to −160 °C. LNG tankers can load 160,000 tonnes of liquefied natural gas.
The first LNG terminal is coming LNG is – all experts agree on that – an investment in modern shipping not only for economic reasons, but for eco-political reasons too. “So far, this energy source has not played a prominent role in the German market. Today, trade in liquefied natural gas accounts for around 10 per cent of the world’s energy trade – and the trend is upward,” says Dr Thomas Tork, Senior Business Development Manager LNG at The Linde Group. In order to realise this first small-scale LNG terminal, Linde AG and Bomin, a subsidiary of Marquard & Bahls AG, founded an independent company. The LNG terminal is planned to be installed on the site housing the subsidiary of Marquard & Bahls, Oiltanking, in the area of the port of Hamburg.
Particulate matter and nitrogen oxide emissions must be reduced sharply The approaches to reduce emissions in both shipping and land transport are based on entirely different process steps. Researchers are discussing alternative fuel options as well as the deployment of particle filters or exhaust gas recirculation systems. The aim is to significantly reduce CO2 and SOx emissions – a vital aim for the port of Hamburg that is located right in heart of the city. By considering the Environmental Ship Index (ESI) in its schedule of fees and charges, the HPA already offers financial incentives to ships with better environmental performance: their port dues are lower. Projects that promote the use of external, eco-friendly power sources for ships berthing in the port (e.g. shore power) will be implemented in the coming years.
Using LNG as ship fuel is a visionary solution, also with regard to the requirements of the International Maritime Organization (IMO), a UN specialised agency. With effect from 1 January 2015, permissible IMO limits for harmful emissions from ships applicable in the North Sea and Baltic Sea as well as in the North American emission control area will be decidedly lower, and urgent action is required now. Compared with diesel-powered engines, engines running on natural gas, e.g. LNG, reduce nitrogen oxide emissions by almost 80 per cent and carbon dioxide emissions by up to 20 per cent. Sulphur dioxide and particulate matter emissions are almost zero. Besides the positive properties of this type of fuel, studies and tests have revealed that engine wear and tear is reduced as well.
The use of liquefied natural gas (LNG) has been advanced enormously. The positive result of a feasibility study conducted in conjunction with Linde AG prompted the port of Hamburg to expand its services by a LNG fuel stop. “The HPA strives to reconcile business and environmental protection. Supplying vessels with LNG is a crucial competitive criterion for our port,” explains Birke, who points out an important difference regarding LNG: “We are in charge of creating the legal framework that allows ships to bunker LNG in the port of Hamburg. Installing and operating LNG supply infrastructure is the responsibility of private business.”
Hamburg Port Authority
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However, the decision to install a LNG terminal in the port of Hamburg is just a first step. For 2014 the HPA is planning to put into operation a survey and depthmeasuring ship powered by LNG technology. That responsibility for the environment does not end at the quay wall is proven by another project which the HPA and the business community are jointly working on: using LNG to power trucks.
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— Power of the Future—
Strict guidelines – the power behind alternative ship fuels The International Convention for the Prevention of Pollution from Ships (MARPOL), compliance with which is monitored by the International Maritime Organization (IMO), has been in force since 1983. The IMO currently has 170 member states. Apart from being involved in the facilitation of international maritime traffic, the IMO is responsible for measures to improve the safety at sea and prevent marine pollution from ships. As one measure, the organisation has established Emission Controlled Areas (ECAs). Since 1 July 2010 the maximum sulphur content of fuel oils used by ships travelling in the North Sea and Baltic Sea ECAs has been limited to 1.0 per cent. After 1 January 2015 the maximally permissible sulphur content will be 0.1 per cent. The same limit applies inside the North American ECA off the coast of the USA and Canada.
Existing Possible future ECA
Source: greenport Liquefied natural gas used as ship fuel offers both ecological and economic benefits. LNG is sulphurfree and as it contains less carbon than bunker oil, it also reduces CO 2 emissions from ships. Costwise, LNG may be attractive too as it will very likely continue to be cheaper than marine diesel oil (MDO). The difference in price has an impact on the return on investments in ships travelling the ECA areas. However if LNG is to become a staple in shipping, infrastructure facilities to ensure a seamless LNG supply chain must be available as required.
In order to meet the future emission limit requirements, experts consider the use of liquefied natural gas (LNG) to power ships the best solution available at the moment. Some ship owners are already using this technology. For many years now, LNG suppliers and infrastructure planners have been busy setting up a functioning LNG supply chain. Compared with diesel-powered ships, LNG-fuelled ships emit almost 80 per cent less nitrogen oxide and up to 20 per cent less carbon dioxide. Their sulphur dioxide and particulate matter emissions are almost zero. The IMO is currently working on the “International Gas as Fuel (IGF) Code” that is to replace the respective interim guidelines in 2014.
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Get Ready to Click The HPA’s “port monitor” is a new control station system that gets to the bottom of port operations. Every movement, every construction site, every action in the port is displayed down to the last detail on the basis of electronic chart data. In real time. The mobile control device is a tablet PC.
Hamburg Port Authority
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—Port Monitor—
Podgaiski and his superior, Norbert Browarczyk, explain the seemingly unusual activity with typical Hanseatic understatement. “This thing here is a quantum leap forward in system technology,” says Browarczyk. The flat-as-aflounder, non-glossy silver PC the captain and navigator is referring to is the mobile end of an innovative control station system called port monitor. “We can call up on the screen the entire port,” Browarczyk adds.
The man is surfing. Right in middle of the port of Hamburg. But his is not a leisure activity; it’s his duty – official duty. Juri Podgaiski is a member of the Harbour Master’s Office team and as such holds the patent for surfing in the port, so to speak. With a tablet PC in hand, which he is holding at arm’s length like a display case in front of him, he is doing what he has been assigned to do: ensuring the safe navigation and environmental performance of ships as well as smooth vessel traffic in Europe’s second-largest port.
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The system revolution facilitates the work routine of the captains of the Harbour Master’s Office during their daily control trips. Where once, before the port monitor came into being, all information gathered during the control trips was first noted down, then documented with a photo camera and later, after the control trip, entered in the system, today it’s a simple click on “save” and the current status information is displayed on all computers linked up – including the screen of the navigator on duty in the VTS. Taking account of current traffic conditions on the waterway, the navigator will then determine the best route for incoming vessels and radio the information to the ship masters.
The port monitor is the new extended arm of the Vessel Traffic Service Centre, the overarching control station in charge of everything that moves on the waterways of the port and the Lower Elbe. On the basis of georeferenced data the port monitor captures and transmits in real time all incidents and information that are of relevance to smooth vessel traffic. The handy PC, which depicts every nook and cranny of the port of Hamburg as an electronic chart, is camera, messenger, central information platform and communications medium in one. It’s hard to believe that just a few months ago a deluge of Excel lists, Word documents and a wall-sized magnetic board at the VTS were needed to achieve this multifunctionality with conventional means.
Integrating individual systems into one The key task of Baldauf and C1 WPS, a software company, was to integrate the various individual systems into one new faster and improved system. Up until the day the system started operations the operator on duty in charge of controlling and steering all traffic flows in the port had to merge the relevant data from the various individual systems – a task that required a lot of experience and utmost concentration. Echo-sounding data, data on vessel locations, berths, weather conditions, bridge heights, construction sites, planned diving missions and many more individual components had to be combined from different monitors and paper documents to provide a safe and smooth route tailored to the incoming vessel and suited to overall traffic conditions.
Researching the fundamentals of IT architecture “The port monitor has been developed in close collaboration with Ulrich Baldauf,” Captain Browarczyk declares. As part of the project AHOI, the navigators and the IT strategist in conjunction with the University of Hamburg set off to examine more closely the processes at the VTS to lay the groundwork to develop the port monitor. Based on these examinations the port monitor was then developed to become the productive control station platform within the scope of the research project “Generic Architecture for Control Stations” (GeneAL). Relevance at a glance It took less than two years to intelligently implement the functions required of the new system. “Today, each VTS operator can see on the monitor what is relevant for him or her,” summarises Baldauf, in his capacity as a project manager, one strong point of the system. That way, the stations and persons in charge will be informed within seconds about the conditions and incidents on the waterways in the port of Hamburg – mobile via tablet PC or stationary on the computer. “If an approved diving mission is taking place, it will be entered immediately and everyone will know that at this particular place utmost attention is required,” Browarczyk explains.
Although the port monitor facilitates many tasks for the operators – the communicators between the VTS and vessels calling at the port – no technology can replace the expertise of the professionals at the VTS, who are all captains holding a certificate of competence. When it comes to assessing processes in the port, responding to incidents and managing problems that may have an impact on the safety and smooth traffic of maritime, inland and port vessels, sports boats and traditional shipping, experienced navigators are indispensable.
Researched, tried, deployed: the port monitor The port monitor is a control station system to monitor the area of the port of Hamburg and its Elbe approach channel, which has been developed by the HPA in conjunction with the Hamburgbased technology firm, C1 WPS. The concept and the prototypes of the port monitor were developed within the scope of the research project “Generic Architecture for Control Stations” (GeneAL) supported by Innovationsstiftung Hamburg, a foundation under public law. The system possesses an interactive, user-friendly interface and has been in use since the autumn of 2012. Via the app “Mobile Port Monitor” and a tablet PC it can be deployed site-independent.
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—Port Monitor—
No matter how convenient and easy-to-operate the port monitor is, one should not forget: “All data and information stored are authoritative,” Podgaiski and Browarczyk stress. And with this statement, the slight smile disappears from the faces of the two navigators. Because
they take their task to ensure the safety and the smooth interaction of all traffic participants in the port of Hamburg very seriously – regardless of how often they go surfing.
Juri Podgaiski Navigator and member of the team at the Harbour Master’s Office
»The port monitor captures and transmits all incidents and information relevant to ensure smooth vessel traffic.«
Hamburg Port Authority
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Germany’s first “congestion researcher”: Professor Michael Schreckenberg Michael Schreckenberg, born in Düsseldorf in 1956, studied theoretical physics at the University of Cologne, where he earned his doctorate degree in static physics in 1985. In 1994 he transferred to the University of Duisburg-Essen, where he was promoted to the rank of professor of “physics of transport and traffic” in 1997 – the first such professorship in Germany. As a “congestion researcher” he gives lectures around the globe and advises companies and institutions.
»Improved information can prevent 20 per cent of all traffic hold-ups«
Hamburg Port Authority
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—Traffic Management—
The Psychology behind Traffic Jams The new traffic management system of the HPA helps prevent congestion in the port of Hamburg. But why is it that despite the many measures taken roads continue to clog up? An interview with Germany’s first traffic congestion researcher, Professor Michael Schreckenberg, about a mass phenomenon.
Can traffic jams be prevented? If yes, what are the alternative route options? Improved information and above all improved behaviour of motorists could prevent between 10 and 20 per cent of all jams. Unfortunately drivers are unaware of this and nobody points it out to them. Sitting in the anonymity of a vehicle makes it easier to ignore common courtesy. Alternative routes are soon clogged up with cars, too. We then speak of the so-called ping-pong effect: an alternative route is recommended, which after a while is choked and the original route appears to be the better choice again until it is clogged once more …
Professor Schreckenberg, we Germans are stuck in traffic jams ever more often. Why? The development of traffic in Germany is straightforward. Truck traffic is increasing and passenger car traffic is decreasing. Above all, this is due to rising petrol prices and the demographic change. On top, our roadway network and in particular bridges, the majority of which was built in the sixties and seventies of the past century, are old and will require substantial refurbishment. And don’t forget motorists’ poor behaviour that causes many (unnecessary) tailbacks. What is interesting, however, is that it’s almost always individuals who cause congestion. Only, they are unaware of it as the jam will form behind them and they won’t sit in it.
People do not only queue up for goods. Motorists have been spotted waiting behind parking cars. Is a jam a mass-psychological problem after all? Jams are completely natural, nature is full of them. We are used to queuing. Unfortunately, motorists tend to occupy their minds with other things instead of watching what’s happening around them, which can sometimes lead to strange situations. Many drivers do not remember details of their route at the end of their journey, in other words, mentally they were not really present. This is potentially dangerous when traffic routing or traffic signage changes: the driver fails to notice a new stop sign or the new speed limit. All this has happened before.
What are the most common causes of traffic congestion or crawling traffic? If you number the reasons for congestion, overloading will take the top of the list. Around two out of three jams occur because roads are overcrowded. The rest is divided more or less evenly between construction zones and accidents. A small proportion is due to adverse weather conditions. Hold-ups caused by heavy traffic always start the same way: traffic density at junctions or uphill sections increases and the speed drops to between 10 and 30 kilometres per hour. If in this section a vehicle breaks down, this will trigger a wave travelling backward at about 15 kilometres per hour and the jam will not dissipate for a long time. If you get caught in such a “jam wave”, for which there seems to be no apparent reason, you will feel as if “the jam just popped up out of nowhere”.
The port of Hamburg is located right in the heart of the city, which puts particular demands on the transport infrastructure. 33,000 passenger cars and trucks have to share the port’s major thoroughfares daily. Where, do you think, should one start to alleviate the situation in congestion-prone densely populated areas, for instance? Today, far over 50 per cent of people worldwide live in cities, and the figure will soon climb to 60 per cent. We will increasingly need to tackle the problem of mobility in densely populated areas. Various approaches are available here. Most try to cope with congestion by imposing bans or congestion charges (city toll). Each such measure however bears the risk of unwanted side effects. Take, for instance, the once-lauded pedestrianised zones which today are the reason why inner cities are deserted in the evening. Only where there is traffic, there is life. Simply accept that fact. Compared with other areas in the world, we are really well off. I was in
Trucks are commonly considered the main cause of congestion. But who is really to blame: individual vehicle traffic or freight traffic? Principally, private traffic and freight traffic are completely different. They don’t really get along. Yet we let them use the same roads. Separating them would be a boon to both. We have so many technical options today; unfortunately we hardly ever make use of them. Freight traffic actually takes up a full lane on our autobahns, which of course has a tremendous impact on traffic flows. However, freight traffic is always pressed for time. In the end, it is slow passenger cars, whose drivers don’t care about all that and just idle along, that are the real culprits.
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São Paulo last year, the most congested city on earth. After that you actually look forward to our traffic.
»Compared with the world’s most congested areas traffic in Germany is actually something to be happy about.«
What would be the impact on traffic if telematics systems were interlinked? Traffic information will continuously improve and it will be easier for motorists to make decisions. However, we still lack reliable forecast systems. After all, I want to know what’s going on when I arrive at a certain place and not, what is happening there right now. Route recommendations must be tailored to the specific situation to prevent additional congestion on alternative routes. This is a great problem today, also with regard to the environmental implications. Moreover, different types of drivers pursue different strategies. For instance, there are those who specifically approach congestion zones thinking that congestion alerts will deter others so that in the end they will be the only ones travelling that route.
What was the worst jam you got caught in? The worst traffic jam experience I have ever had was years ago when I tried, on a Friday afternoon, to get to Neuharlingersiel. First, a 70-kilometre tailback on the A1 autobahn, then the complete closure of a section on the A29 close to Oldenburg and finally a 3-kilometre jam at night – which by then had fallen – at a construction zone in Jever (!). And in the end the police (with blue light flashing!) guided us to our holiday chalet. The land lord was, of course, asleep when we finally arrived.
What are the most successful measures to prevent traffic jams? The best potential lies in the drivers themselves because they are the ones causing congestion. Better co-operation on our roads would certainly entail smoother traffic flows. In California autonomous driving has been permitted since last year. Cars do everything themselves, the responsibility however remains with the driver. In Germany it will take a few more years until legal clearance is given. By the way, what many people don’t know is that Google is the absolute pioneer in this field.
What’s your advice for the next time someone gets stuck in a traffic jam? The next jam is just a corner away. Be prepared for it and don’t think of yourself only. We are all sitting in the same boat (or rather: jam) because every one of us is responsible for what happens on our roads. What is your favourite mode or means of transport? Cars have the distinct disadvantage in that they do not allow you to do anything but driving. The travel time is actually lost time. I love being able to work, read and write during longer journeys. However, then you are also completely dependent on the respective means of transport. Most recently I had to spend two extra hours on board an ICE in no-man’s land because the brakes had jammed. If something like that happens, there is nothing you can do. You will miss your appointments or flights. One fellow passenger, who missed her flight to Dubai, was actually told she could have travelled the night before.
Politics and logistics consider shifting traffic an option to ease the strain on our roads. The aim is to give the railway and waterways a greater role in transport concepts. How do you assess the effects of multi-modal transport concepts on road traffic? Nothing is more flexible than road traffic. Even if a traffic jam lurks around every corner, in the end the situation will be under your control. The railway and waterways certainly are an option for “timetable traffic”, however for ad hoc trips the road is more or less the only option. The freedom of private traffic equally applies to freight traffic. After all, the freedom to go to virtually any place at any time is one – if not the biggest – achievement of our times.
A perfect companion: DIVA gets you through the port without hick-ups DIVA, short for “dynamic traffic volume information system in the port”, is the intelligent traffic management system of the HPA. The IT-supported information system gathers all data on current traffic movements on the port’s thoroughfares. Measuring points, which are installed at all the major junctions in the port area, accurately capture traffic volumes, the type of vehicles and their speeds. The system immediately analyses these data and transmits them to LED message boards located along the main port approach roads, which keep motorists up-to-date so that they can act accordingly.
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—CONTENTS—
—SHort ProFile—
tHe HPa Interview Putting Things on the Right Track Simply Smart A Fresh Breeze The Power of the Future Get Ready to Click The Psychology behind Traffic Jams Short Profile Impressum - Legal Notice
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With a total workforce of 1,800 employees, the Hamburg Port Authority (HPA), a commercially oriented institution under public law, manages all duties related to the area of the port of Hamburg. Among these duties are port planning and port development, maintenance of the port infrastructure, guaranteeing the required fairway depths as well as ensuring the navigational safety of ships. The institution is in charge of 313 km of rail tracks, 143 bridges, 124 km of public roadways and 50 km of quay walls and waterfront walls, as well as tunnels, locks and lighthouses. The HPA offers its customers a universal port 120 km inland from the open sea with competitive site advantages. It is the owner of most of the port land and leases it out to enterprises of the port industry on a long-term basis. The management of the HPA takes care to strike a balance between ecology and economy in everything they do. The port has excellent hinterland connections, whereby the modal-split share of cargo moved by rail and inland waterway carriers is growing.
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Published by Hamburg Port Authority, AöR Neuer Wandrahm 4 20457 Hamburg Phone +49 (0)40 42847-0 Fax + 49 (0)40 42847-2325 E-mail:
[email protected] Website: www.hamburg-port-authority.de Concept, text and design 3F Kommunikation Photography credits Gregor Schläger ©iStockphoto.com/sack ©iStockphoto.com/MsLightBox Satellite photo: © albedo39 Satellitenbildwerkstatt/USGS Michael Berendt © Copyright by Hamburg Port Authority, AöR June 2013
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Hamburg Port Authority Neuer Wandrahm 4 20457 Hamburg Germany Telephone +49 (0)40 42847-0 www.hamburg-port-authority.de
REPORT The Smart Port
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