Field Trip to North Germany, Port Seminar 2007, April 22 - 24 Departure is on Sunday April 22 at 09h30 from Unesco-IHE, please report 15 minutes early. We will be back on Tuesday evening April 24, between 20h00 and 21h00. Take with you :

- Passport - Insurance card - Money (some cash; “pinnen” is also possible in Germany) - Warm clothes and shoes that can withstand rain and wind (Temperature of 12-15 degrees

can be expected) - Walkman, lecture notes, books during the driving

Breakfast is included at the hotels, roomsharing Trip Port Seminar Delft-Groningen-Hamburg-Delft Sunday 22 April 09h30 Departure from Delft 11h00 Stop at Enclosure Dam 12h00 Visit Harlingen port area, lunch 13h30 Departure to Lauwersoog 15h00 Visit Lauwersoog, closure and fisherport 16h00 Departure to Eemshaven 17h00 View on Eemshaven 18h00 E.T.A. Groningen, hotel Monday 23 April 08h00 Departure from Groningen 09h00 Visit to Groningen Seaports at Delfzijl 11h00 Departure to Bremerhaven Lunchbreak 15h00 Visit to CT4 Containerterminal construction in Bremerhaven 17h00 Departure to Hamburg 19h30 E.T.A. Hamburg, hotel Tuesday 24 April 09h00 Departure from hotel 10h00 Boat Tour Port of Hamburg, Hamburg Port Authority 12h00 Lunchbreak in Hamburg 13h30 Departure to Delft 20h30 E.T.A. Delft

Telephone numbers: Hendrik Bijnsdorp: 0031 (0)6 49 83 02 88 Gerard Meijer (driver): 0031 (0)6-52376216 Unesco-IHE emergency: 0031 (0)15 215 17 08 Martini Hotel - Groningen Gedempte Zuiderdiep 8 9711 HG Groningen T: (+31) 50 312 99 19 www.martinihotel.nl IBIS hotel Hamburg Sankt Pauli Simon von Utrecht Strasze 63 20359 Hamburg T: 0049 40 65 04 63 80 Hotel room occupation 1: Mr. Dorian Peter Bilse en Mrs. Glynnis Bilse 2: Mr. Christopher Hildago Ornum en Mr. Jesus Cardoza Quino 3: Mr. Luis Rolando Lopez Portillo en Mr. Carlos Andres Sanchez Garcia 4: Mr. Thompson Bamishebi Nereus en Mr. Hadi Hussain Babul 5: Ms. Yasmine Mohamed Salem El Meladi en Ms. Thecla Theresia Mneney 6: Mr. Lin Chieng-hung en Mr. Richard mocke 7: Mr, Sahbene Ben Fadhel en Mr. Houcine Jellouli 8: Mr. Nguyen Trong khue 9: Ms. Tumpe Samwel Gwake Mwaijande 10: Mr. Hendrik Bijnsdorp 11: Mr. Gerard Meijer (driver)

Zuiderzee Works Source: www.explore-history.com/history/Z/Zuiderzee_Works.html

Legenda Light blue: sea Dark blue: fresh water Light green: old land Dark green: new polders The IJsselmeer is closed off from the North Sea by the Enclosure Dam (Afsluitdijk)

The Zuiderzee Works is a man-made system of dams, land reclamation and water drainage works. It is the first of two large hydraulic engineering projects undertaken by the Netherlands during the twentieth century (the second large project being the Delta Works in the South-West). The Zuiderzee Works involved the damming off of the Zuiderzee - a large, shallow salt water lagoon connected to the North Sea - and the reclamation of land in the newly enclosed water body by means of polders. Its main purpose was to improve flood protection, create additional land for agriculture and the forming of a large frsh water reservoir. The decision to undertake the project followed on a flood disaster in 1916 when the dikes at several places along the Zuiderzee (the current IJsselmeer) broke in a winter storm, and the land behind them was flooded (as had often happened in previous centuries). The single biggest structure in the project was a 32 km long dam, the Afsluitdijk (Enclosure Dam), with a width of 90 m, at an initial height of 7.25 m above sea-level. When the Afsluitdijk was finished in 1932, the Zuiderzee was completely dammed off and from then on would be called lake IJsselmeer. Total cost of the dam was equivalent to 710 million (2004) US dollars.

Work on the dam started at four points: on both sides of the mainland and on two specially made construction-islands along the line of the future dike. From these points the dike slowly grew as ships deposited boulder clay (a nearby dredged strongly cohesive clay) into the open sea in two parallel lines. Locally dredged sand was then poured in between the two dams and as this emerged above the surface it was covered by another layer of boulder clay. At three points along the line of the dike there were deeper underwater gullies with strong tidal currents that immediately washed away the clay and sand dumped in. By dumping in (over)loads of boulder clay during tidal slacks finally these so-called closure gaps were closed and the Enclosure Dam and the new IJsselmeer were a fact. The dam was then strengthened from land by basalt rocks and matresses of willow brushwood at its base. The dike was finished by raising it further with sand and finally clay for the surface of the dike, on which grass was planted.

After the construction of the road linking Friesland and North Holland the Afsluitdijk was officially opened in 1933, with a monument marking the spot where the dike had been closed. The amount of material used is estimated at 23 million m³ of sand and 13.5 million m³ of boulder clay and over the years an average of around 4,000 to 5,000 workers were involved with the construction every day, relieving some of the unemployment following the Great Depression. At both ends of the dam complexes of shipping locks and discharge sluices have been built. Through a total of 25 discharge sluice gates more than 5,000 m³ of water per second can be drained from the IJsselmeer (Eng: IJssel-lake) to the sea. Discharge is realized as free flow, by opening the gates during ebb tide at sea. Discharging is necessary since the lake is continually fed by rivers and streams (most notably the Rhine-branche called IJssel River that gives its name to the lake) and polders draining their water into the IJsselmeer. Due to the constant inflow of fresh river water, the IJsselmeer turned into a fresh water basin within a year.

Enclosure Dam near Frisian coast. To the left thedischarge sluices, to the right the bridges over the fore-harbour of the lock complex. The sluices and locks were built in a building pit on the seabed. This building pit was kept dry by well pumping.

The next step involved creating new land, new polders. This was achieved by damming off pieces of the IJsselmeer, and then pumping all the water out. As a pilot project the first polder Wieringermeer was constructed in 1930. The Noordoostpolder, followed in 1942 and then the polders Eastern-Flevoland (1957) and Southern-Flevoland (1968). A last polder was planned in the Markermeer. This project was never executed as the Markermeer is an important ecological and recreational asset, as well as a freshwater reserve for the western part of the Netherlands during dry summers. Pumping stations performed the initial emptying of the polder and later on the continuing drainage of excess water from the polder. Generally a combination of diesel powered stations and electrically powered stations is used as a fail safe mechanism in case of power failure or fuel shortage. In the polder the drainage water is flowing to the pumping stations through main canals. These canals were dredged when the polder was still filled with water. After emptying of the polder and the dewatering of the former seabed, the secundary canals and the tertiairy ditches were dug. Once the ground had settled well, the smaller ditches were replaced with underground drainage tubes, leaving large parcels, suitable for mechanical labouring. Also other infrastructure such as roads and housing was built so that the polder was ready for people to live and work in.

In both Flevopolders the planners designed large urban areas in order to relieve the housing shortage and increasing overcrowding on the old land, in particular for Amsterdam.

Harlingen Seaport Harlingen, situated in the northern Province of Friesland, is an old town with a long history of fishing and shipping. Nowadays the modern seaport has storage and transhipment facilities, as well as fisheries and process industries, shipyards and docks. It has good connections by water, rail and road. The population of Harlingen is about 15.000

Port Harlingen has the only seaport in Friesland and ranks among the fastest-growing regional ports in Europe. The seaport has a direct connection with the sea, this means no bridges, locks or other obstacles. The port is accessible for vessels with a draught of up to 7 metres. It has an inland water connection to the vast Dutch and European inland waterway system. Short Sea Shipping connects Harlingen to Scandinavia, the Baltic States, Russia and northern England. Throughput in Harlingen Port is over 2 million tons per year, the export share being slightly higher than the import. Main trades are the export of nearby produced salt, fish and agrobulk and the import of Scandinavian timber and sand and gravel dredged at sea. Ferries to two of the nearby Dutch coastal islands depart from Harlingen. The industrial estate in the port area comprises 50 hectares of land for activities such as shipbuilding, ship repairs and suppliers, building materials and water-related distribution, transport, logistics and wholesale trade. Recently a new quaywall of 420 m. was contructed with 2 mobile 30-tons harbour cranes.

The new port of Harlingen (port entrance at the top) Harlingen, port entrance

Lauwerszee Enclosure Dam and Lauwersoog The Lauwerszee was an open sea arm, situated on the northern coast of the Netherlands between the provinces of Friesland and Groningen The flood disaster in 1953 proved clearly that the Dutch seadikes were too low. As an alternative to raising the 32 kilometer long seadikes around the Lauwerszee, it was decided to build a 13 kilometer long enclosure dam. In 1961 actual construction could start and bucket dredgers, suction dredgers, floating cranes with tugs, sandbarges and a fleet of inland ships for the transport of dike protection material were mobilized. The damming of the Lauwerszee was completed in 1969.The dam provides greater protection against flooding and better control over the water level management in the north of the Netherlands. Building the dam also created 9,000 hectares of land and a freshwater nature and recreational area. The 6 kilometre long dam is made of 25 open caissons which were temporarily closed and floated to where they were required. After sinking a caisson on its position the caisson was opened, allowing the tidal currents to pass freely. When all caissons were in position, they were all closed again at the same time, thus blocking off the sea at once. After closing the dam the caissons were covered by a dike of sand and clay.

The last caisson is put into position

In the enclosure dam a discharge sluice with a capacity of 1300 m3/sec. was constructed to control the water level on the Lauwerszee. The depth of the sill is at - 5 m below MSL; the total width of the sluicegates is 100 m. A navigation lock for fishing boats and recreational vessels is also provided for. A new harbour was constructed in Lauwersoog to replace the fisherport of Zoutkamp, which became landlocked by this enclosure dam.

discharge sluices Lauwersoog, fishery port at the right

Groningen Seaports www.groningen-seaports.com Groningen Seaports is the port authority of the twin ports of Delfzijl and Eemshaven. The ports are located at the North-East coast of the Netherlands in the Province of Groningen. Groningen Seaports provides full port services ranging from logistic services to the provision of industrial and business sites in both port areas. The port of Delfzijl has an inland water connection to the vast Dutch and European inland waterway system. Short Sea Shipping connects Groningen Seaports to Scandinavia, the UK and the Baltic region.

Delfzijl offers every facility of the traditional seaport: commercial quays (fully renovated in 2000), storage and transhipment capacity, loading and unloading facilities, shipyard and repair provisions. The port is surrounded by industrial and logistic sites

Port plan Delfzijl

Eemshaven is a relatively recent port, opened in 1973. This deep-sea port developed hesitantly at first. By the late 1990s, this changed.The port is now fast developing into a logistic hub in the sea routes of northwest Europe. A fast increasing number of businesses are establishing in the port complex. Eemshaven is a full-service port with industrial and logistic facilities and offers provisions for storage and transhipment of bulk goods, both wet and dry. The port has a roll-on/roll-off terminal and offers container handling facilities. The commercial quay is 1150 meters long.

view Eemshaven

Cargo throughput Groningen Seaports

The total cargo throughput is 7.7 million tons per year (inland shipping 4.8 and sea 2.9). The main cargo streams are minerals (mainly out), chemical products, ores and agribulk in and food out.

Container Terminal 4, Bremerhaven www.ct-bremerhaven.de The seaport of Bremerhaven is situated along the river Weser in the Weser-Jade estuary in Northern Germany.

CT4

In Bremerhaven, Container Terminal 4 (CT4) is extending the riverside quay by almost 1700 metres to a total usable length of nearly 5 kilometers. A 100-metre long wing wall is planned at the northern end of CT4. The terminal has a hinterland depth of 570 metres, which means that the total port area will grow by roughly 90 hectares. Four new berths will be built for mega-container vessels. The new terminal quay wall is located in tidal mudflats, following the Weser fairway. At the north and east of the extension areas, new dykes have to be built to protect the hinterland Construction is expected to take around 4 years and started in June 2004. With the construction of CT 4 will be Europe’s fourth largest container terminal.

CT4 site July 2004 Site January 2006 The construction of CT 4 involves the following work: • Rerouting the watercourse of Weddewarder Tief (a cross-gully) • Replacing the unstable subsoil for the quay • Installing sheet piling on the waterside • Backfilling the quay and pile driving on shore • Concrete, steel and ancillary work • Infilling the hinterland • Building new dykes

Difficult soil conditions Down to a depth of 16 metres below mean sea level, the port planning engineers have to cope with unstable marsh soils of alternate layers of sand and mud. The depth of the sand layers varies between a few millimetres and one metre. Although the foundation has better bearing capacity, it is by no means homogeneous. It consists of coarse sand, gravel, rubble, glacial loam, clay, silt and silty fine sand. Special action has to be taken to solve the problem of these unstable layers to enable construction of the quay and the terminal areas. In previous quay construction projects at Bremerhaven, replacing the unstable layers with sand has proved successful. Over 400,000 cubic metres of unstable marsh soil had to be excavated and replaced with sand. The brackish water at the mouth of the Weser contains large quantities of fine sediment. Especially during the soil replacement phase and subsequent backfilling with sand, considerable effort is required to prevent mud from settling or remove any deposits which occur. This is done by a special water injection dredger which whirls up the sediment and keeps it suspended. Quay wall construction After the soil replacement had been completed, pile driving began in November 2004. Some 3.600 steel piles will be driven into the subsoil and compacted by vibration. For the construction of the sheet piling alone, approx. 40 thousand tonnes of steel will be used.

Solid piers – each 40 metres long and weighing 25 tonnes – will support the quay; they will be connected with intermediate piles and firmly anchored in the soil with batter piles. A wave absorber is integrated in the concrete structure behind the sheet piling to absorb the force of high waves and prevent water overtopping onto the quay. The wave absorber principle was already used when the first phases of the quay were built at Bremerhaven during the 1960's and again proved its effectiveness during pilot tests in 1997. The wave absorber effectively protects the quay and terminal in case of extremely high incoming storm tides. The 100-foot run for the gantry cranes takes the form of a crane runway is designed as a separate structure behind the quay itself (with deep foundations of cast-in-place driven piles, Franki System). Dredging The area behind the sheet piling is filled in with sand to a level of 2.50 metres above mean seal level. Some 10.5 million cubic metres of sand have to be distributed over the Container Terminal 4 construction site. Some of that quantity is extracted from the Outer Weser fairway using hopper dredgers (maintenance work). The rest will be taken from the River Jade or from a sand extraction site located on the North Sea. Roughly 20,000 cubic metres are extracted every day. Construction of the quay, backfilling and raising the terrain level are all executed simultaneously. .Dredgers will also excavate new mooring basins in front of the quay to ensure sufficient navigable water depth for the ships at all times. Environmental issues Sound The operating licences for the cargo handling companies require constant review and improvement of their active sound control measures. Active noise control means combating the origination of noise at source. The terminal operators are obliged to work as quietly as possible, and the workforce is trained and instructed accordingly. Passive noise protection also plays a key role in the CT 4 project. Bremenports, has offered to fit the 85 houses in the terminal vicinity with soundproof windows and insulated front doors Nature compensation As the port expands, valuable natural areas are lost. The environment loses tidal habitats, with wet and sandy areas, as well as the brackwater zone with its tidal mudflats, salt meadows and brackish reed beds. Accordingly, ecological compensation will be made elsewhere in th estuary area.

Bremenports www.bremenports.de Bremerhaven and its twin port Bremen are managed by Bremenports Authority. Bremenports is a private company working under the authority of the City of Bremen. Thr are two daughter companies: Bremenports Consultancy and Bremenports Dredging. Bremenports has several projects under hands: the construction of the Container Terminal 4; a new and bigger lock (Kaiserschleuse, 235 million Euros) to accommodate the larger car carriers; the filling-up of the Osthafen harbour basin to increase the car transit area. Bremenports takes part in the joint venture JadeWeserPort, planning to develop a new terminal in nearby Wilhelmshaven for mega container ships. Throughput Some 65 million tons is transshipped by sea through Bremenports, import and export in almost equal shares. Bulk cargo throughput is about 11 million tons, containers are about 45 million tons (4.4 millon TEU). Bremenports is an important car port, almost 2 million cars per year are handled. Nearly 10 thousand sea going cargo vessels call on Bremenports each year.

Bremenports Incoming/Outgoing Goods X 1000 tons January -

December 2005January -

December 2006

Change in %

Liquid bulk 2.234 2.283 +2,2 Dry bulk 7.404 9.368 +26,5 Subtotal bulk 9.638 11.651 +20,9 Containers 36.993 44.902 +21,4 Other general cargo 7.711 8.546 +10,8 subtotal general cargo 44.704 53.448 +19,6 Total 54.342 65.099 +19,8

Containers (TEU) 3.735.574 4.449.624 +19,1

Port of Hamburg www.hafen-hamburg.de/en

From the North Sea to Hamburg

Hamburg is Germany 's most eastern seaport on the North Sea coast and connected to the sea by the river Elbe. The Elbe , 1,165 kms in length of which approx. 870 kms are navigable, is approx. 15 kms wide at its mouth. After sailing about 70 nautical miles into the Elbe estuary Hamburg 's port boundary is crossed at Wedel. Here the port pilot comes on board and ensures smooth sailing into the Port of Hamburg .

At high tide the Elbe has a depth of 16.3 m. While taking advantage of the high tide ships with a maximum draught of 13.5 m (saltwater) can sail into the Port of Hamburg . Independent of the tide the draught is restricted to 12.80 m.

The port area of Hamburg

Terminals & Cargo

The Port of Hamburg has more than 320 berths and 41 kms of quay walls for ocean-going ships, around 200 partly computer-controlled container bridges and cranes as well as grab-cargo cranes and siphons for all types of liquid commodities.

Some 100 kms from the open sea, the port on the river Elbe is accessible even to the largest ships. Bulk carriers of more than 300.000 dwt, at present carrying up to 135.000 t of cargo to Hamburg, can be handled here. The world's largest container ships call at Hamburg as part of their regular service. An uninterrupted chain of radar stations and buoys as well as the availability of tug and pilot assistance guarantee that the Elbe is navigable at night and in poor visibility.

To ensure that its services meet future requirements, the state and private sectors are investing in the modernisation, development and expansion of the port. Over the next few years more new berths for large container ships will be built. Furthermore numerous basins are being filled in to provide additional container slots and storage space.

Also the facilities for handling bulk goods will be modernised and extended even further. In particular imports of coal are expected to increase over the next few years. Containers Container turnover in Hamburg is booming. Hamburg offers four container terminals and eight multi-purpose terminals that also handle containers. The leading container terminals can also deal with future-generation ships with up to 22 containers stacked next to each other on deck. With a handling capacity of 2500 TEUs or more in less than 24 hours, these terminals ensure that even the biggest container ships can leave Hamburg again in less a day.

Handling and Storage of General Cargo Although around 96 percent of Hamburg 's total general cargo turnover is now containerised the remaining quantities of "conventional cargo" are still of great significance to the port. This term includes crates and bags, wheeled cargo, heavy goods and bulk goods such as steel pipes etc.

The Port of Hamburg has specialist terminals for the conventional handling of vehicles, fruits/vegetables, paper/cardboard, cellulose, scrap, fertilizers, magnesite, sugar, coffee and cocoa in sacks. There is also specialist handling gear for project consignments, machinery parts in crates on flats etc., iron and steel pipes for China, copper plates for Taiwan, scrap from the former eastern states of Germany for steel works in Turkey, Spain and India, Taiwan and Korea, tyres for tractors in Europe. Conventional cargo is extremely diverse and always welcome in the Port of Hamburg .

Hamburg is one of Europe 's most important paper handling ports and is the largest centre for trading pharmaceutical raw materials. The Free Port in Hamburg is the world's largest carpet trading and storage centre.

Port Services

The range of service offered in the port of Hamburg covers all the requirements of the port customers. These range from the traditional handling and warehousing activities and logistics solutions to IT and communication services.

Jobs in a large number of sectors are dependent on the Port of Hamburg . The port is the most important economic factor for the city. Immediately dependent on the port are employees in the handling, warehousing, transport and industrial sectors in the port area, besides forwarding agents, trading and insurance companies in the city or outlying districts. These are supplemented by employees in indirectly dependent sectors who are responsible for providing financing and producing investment goods for port operating companies.

Altogether approximately 145,000 jobs in the metropolitan region are directly or indirectly dependent on the Port of Hamburg .

Public-private

In existence since 1970, the division of responsibilities between the public and the private sectors constitutes one important reason why Hamburg is one of the world's most productive ports. The public sector's job is to maintain and develop the port's infrastructure. Comprised of some 200 companies, the private sector handles the port's 'superstructure'-its buildings and equipment. Viewed collectively, these companies provide a comprehensive range of services. Viewed individually, these companies compete for business with some of their local counterparts, and work closely with the rest.

This competition assures the port of supplying services featuring an optimal cost-benefit ratio-and that the individual companies remain at the forefront of innovation. The breadth of complementary business ties existing among the port's companies ensures customers of securing a mix of services meeting their individual requirements-no matter what these may be.

FACTS & FIGURES Cargo handling Hamburger Hafen

Year 1990 1999 2000 2001 2002 2003 2004Total Cargo handling volume (million tons) 61.4 81 85.1 92.4 97.6 106.3 114.5

Bulk Cargo 32.8 37.3 36.4 39.2 37.5 39.4 37.8 Liquid cargo 15.3 13.3 11.6 13.6 11.5 11.6 12.2 Agribulk 4.9 7 7.8 6.8 6.2 6.7 4.3 Mineral dry bulk 12.6 17 17 18.8 19.9 21.2 21.3 General cargo 28.6 43.7 48.7 53.2 60.1 66.9 76.7 Container (million t. gross weight) 20.3 40 45.3 49.8 57.2 64.3 74 TEUs 20' Con. (000s) 1969 3738.2 4248.3 4688.7 5374 6138 7003 Degree of containerisation 68.6 91.5 93.1 93.7 95.1 96.1 96.5 Transit traffic (million t.) incl. imports for open customs depots 9.2 12.4 13.4 12.7 15 20.2 -

weight of cargo and container = gross weight TEU = Twenty Feet Equivalents Units

PORT AREA

complete: ca. 7.399 ha

- Land area: ca. 4.331 ha

- Water area: ca. 3.068 ha

Port utilized area: complete: ca. 6.480 ha

- Land area: ca. 3.412 ha

- Water area: ca. 3.068 ha

- Free Port area: ca. 1.671 ha

Port extension area: complete: ca.919 ha

INVESTMENTS

Annual public-sector investment in the Port of Hamburg ca. 84 Mio. €

PORT INFRASTRUCTURE

Quay walls for ocean-going ships (depth of water: M.S.L. -7 to 17 m) ca. 41 km

Berths for ocean-going ships: ca. 320

- incl. container ships and bulk 38

- misc. general-cargo and bulk traffic: 199

- costal shipping: 83

- Berths at dolphins 145

Landing facilities (e.g. ferries) 55

Bridges total no.: 177

- railway bridges: 57

- road bridges: 91

- combined road and rail swing bridges: 6

- other crossings: 19

Public roads in the Port: 170 km

Railway track Length: 350 km

Port radar stations Number: 12

Transmission network: 60 km

Flood gates Barrage locks: 3

Flood gates: 3

Beacons Lighthouses 130

Watermarks posts / Water level gauges: 8

TIDE AT THE HAMBURG ST. PAULI TIDE GAUGE

M.H.W. M.S.L.: + 2,09 m

M.L.W. M.S.L.: -1,50 m

Mean range of tide: 3,59 m

up-to-date tide-prognoses

(Mean figs. for 1994 / 1998)

MAX. PERMISSIBLE DRAUGHT

Incoming vessels using high tides: 15,10 m = 49'6'' freshwater

Irrespective of tides, incoming/outgoing up to: 12,80 m = 42'0'' freshwater

Outgoing vessels taking tide into account: 13,80 m = 45'3'' freshwater

Bottom of deepest berth: M.S.L. - 17,0 m freshwater