Port construction in Bremerhaven Construction of the new Kaiserschleuse sea lock

Port construction in Bremerhaven Construction of the new Kaiserschleuse sea lock

Requirement: permanent demand for engineering skills History repeats itself On 23 August 1897, the new double-propeller steamer Bremen owned by Norddeutsche Lloyd (NDL) was the first trans-atlantic ship to pass through the chamber of the recently completed Kaiserschleuse in Bremerhaven. A very special event in the history of Bremerhaven, as the Nordwestdeutsche Zeitung reported the next day. In fact, this steamer, which was state of the art in its day, embodied exactly the type of ship for which the new Kaiserschleuse had been built the large passenger liners operated by Norddeutsche Lloyd. The brand-new lock construction was huge By the standards of those days and was a monument to supreme engineering skills. The outer head was equipped with two pairs of mitre gates. For the first time in lock construction, a sliding gate was fitted for the inner head. The construction of the lock had been an urgent matter. NDL had already installed all the equipment needed for servicing and equipping its increasingly large ships at the Kaiserhafen. But these huge vessels could only reach the port during high spring tides. For five years, the engineers had worked under great pressure to create this access, at a cost of 18.5 million marks. The need for the sea lock was so great that it was not officially inaugurated until one month after the Bremen had used it to reach the port. To this day, Bremerhaven is still dependent on troublefree access to its facilities. The large car carriers are ro-ro vessels and need non-tidal port areas that can only be reached through the Nordschleuse and Kaiserschleuse locks. However, the latter can only take ships with a maximum length of 185 metres. As today's carriers have lengths far in excess of 200 metres, they can only use Nordschleuse for port access. To ensure that Bremerhaven can defend its position as Europe's leading automotive hub in future, the Kaiserschleuse is being extended so that Panamax ships can reach the quays simultaneously through two large locks. After 110 years in service... growing to a length of 305 metres and a width of 55 metres The construction of a large sea lock is one of the most demanding tasks in port construction and also one of the most expensive metres History is repeating itself. Just like the initial project more than 100 years ago, the new construction project again uses the very latest technological developments: innovative lifting sliding gates that combine the advantages of a sliding gate with those of a lifting gate. The new, more efficient lock chamber will be 305 metres long, 55 metres wide and 13 metres deep. This is currently the largest lock construction project in Europe, with an investment volume of around 3 233 million. The project is scheduled for completion in 2010 and will have overall economic and fiscal effects extending way beyond the borders of the Federal Land of Bremen.

Prospects: highly efficient infrastructure Overseas car transports in Bremen/Bremerhaven in millions of vehicles Car transhipment calls for better infrastructure Cars have already been transhipped in Bremerhaven for a good 100 years, but it was not until the mid-1970s that the seaport began to develop into one of the world's leading car hubs. Since then, vehicle transhipment alongside container transport has evolved into a cornerstone of the economy with one of the highest value added factors and is also a mainstay of the local labour market. 2,0 1,5 1,0 In 2007, around 2 million vehicles rolled over the quays at the Kaiserhafen, Osthafen and Nordhafen. Every day, more than 5,500 vehicles reach or leave the seaport, and an averrage four to five large car carriers and feeder ships are moored here at any given time. With an export share of well over 60%, Bremerhaven is already the largest intercontinental vehicle transhipment port and is still steadily growing. 0,5 0 1990 2000 2001 2002 2003 2004 2005 2006 Transhipment volumes increase thanks to ro-ro ships The constant increases in transhipment volumes have also had an impact on the size of the vessels used for automobile transport. In the early days of international vehicle trading, conventional freighters carried cars over the seas with loading procedures that seem almost incredible today. The first roll-on/roll-off (ro-ro) ships did not emerge until the mid-1950s. These special ships could carry around 2,000 cars at a time. Today up to 8,000 cars fit into modern carriers, which currently have a maximum length of 240 metres. As an automotive hub (volume of 2 million vehicles in 2007), Bremerhaven does not only need sufficient operating area for export, import and transhipment: it is just as important for the port to be constantly accessible to the large car carriers Kaiserschleuse But the competition is wide awake. Zeebrugge, for example, has distinctly enhanced its position since the 1990s by making substantial investments in operating areas and modern infrastructure. Bremerhaven has taken up the challenge. But a successful market position can only be achieved by adapting the infra- and suprastructure of the port facilities to changes in general conditions and in customer requirements. Future prospects for the automobile logistics centre Bremerhaven automobile terminal is used not only by cars but by all rolling goods. This includes trucks, large construction and harvesting machinery as well as rolling trailers. This so-called high and heavy sector considerably enhances the economic value added by the terminal. Osthafen Back in 2002, the port management company bremenports was already commissioned by the Senator for Economic Affairs and Ports to draw up a master plan to optimise Bremerhaven's automobile logistics centre. That master plan recommends three measures: to improve seaward access, to create additional berths and operating areas, and to reorganise road and railway facilities. The third point was initially postponed in view of the excessive costs and considerable restrictions it would impose on day-to-day port operating procedures. The Osthafen restructuring project was completed in April 2007. Improving seaward access is currently being achieved by modernising the Kaiserschleuse sea lock. This gives the automotive industry, transhipment companies and ship owners planning certainty, while providing Bremerhaven with reliable future prospects.

New lock: state-of-the-art technology The Kaiserschleuse, which in those days was the largest lock in the world, has been in service for 110 years. It now has to be expanded to take account of the increasing size of ships Innovative technology for construction of the new lock Construction gets off to a stormy start Not even the low-pressure weather system Thilo with its storm and high winds could delay the official start of construction work on the Kaiserschleuse on 9 November 2007. Without further ado, bremenports relocated the official first-pile ceremony for the new lock from the marquee to the neighbouring old power station. Around 200 guests were present when Ralf Nagel, Bremen s Senator for Economic Affairs and Ports, pressed the red button to drive in the first of the steel piles. Senator Nagel and Jürgen Holtermann, head of bremenports, were agreed that with the initiation of this construction project, Bremerhaven was preparing to cope with the automotive logistics business of the future. The great significance of the Kaiserschleuse for the development of Bremen's ports in general made this a historic moment. Senator Nagel also saw it as a signal to the customers using Bremen's ports: We offer excellent transhipment options, no matter how large the ships. Ralf Nagel, Senator for Economic Affairs and Ports (centre), Jürgen Holtermann, head of bremenports (left), and Henner Mahlstedt, Chairman of the Board of Management of Hochtief, set the pile driver in motion In July 2005, the Senate of the Free and Hanseatic City of Bremen took the decision to build a new Kaiserschleuse. Since then, planning, approval and tender activities have been proceeding full steam ahead. Construction work has been in progress since autumn 2007. In its capacity as port management company, bremenports was responsible for the preparatory work. First of all, the dimensions of the new lock structure had to be defined, based on two rating ships: 1. Future deep sea carriers (DSC) with a length/width/draught ratio of 270 m/40 m/10 m 2.Future study (E/S Orcelle) with a length/width/draught ratio of 250 m /50 m / 10 m The lock is being built in the same place as the existing structure. In nautical terms, it is vital to expand the outer harbour and to create a tug port which is protected by the extended eastern mole. A two-lane road which is capable of taking heavy traffic runs over both lock heads to improve the accessibility of the cruise centre and fruit terminal on Columbusinsel. The companies that now make up the Kaiserschleuse consortium emerged from the planning approval, tendering and contract award procedures. They are responsible for building a lock consisting of the outer and inner head with sill, gate fittings and gate chamber, lock chamber, steel structures, drive and control systems, outer harbour with the necessary flood protection structures, and tug port together with the traffic facilities and buildings. Construction phase 1: April 07 to September 07 Lock operations through the old Kaiserschleuse Setting up the building site Protecting and rerouting the supply lines Construction phase 2: October 07 to February 08 Dismantling the culvert at the existing inner head Decommissioning the old Kaiserschleuse (December 2007) Decommissioning the supply lines Demolishing the existing operating building Closing the road to all car traffic Construction phase 3: March 08 to June 08 Completion of the tug port Construction phase 4: July 08 to October 08 Dismantling the culvert at the old outer head and lock chamber Routing provisional supply lines across the lock Starting work to produce the outer facilities Construction phase 1 Construction phase 2 Construction phase 3 Construction phase 4 Demolition work by principal Demolition work by contractor Sections under construction Completed concrete work Completed sheet piling Flood protection line Public traffic Dyke opening

New lock: Lifting sliding gate - lowered - Road crossing Flow cross-section (closed) Lifting sliding gate - raised - Road crossing Flow cross-section state-of-the-art technology The highlight of the new sea lock is the innovative lifting sliding gate. It combines the advantages of a lifting gate, where the gate structure forms the closure for both filling and emptying the lock chamber, with those of a sliding gate. The sliding gate is divided into an upper and lower part. A hydraulic structure can raise the upper part by 0.6 metres to equalise the water level in the lock chamber. During this procedure, almost the entire gate width between the two gate parts can be used for the water to flow in or out. Once the water level has been evened out, the upper part is lowered again and the gate slides sideways into the gate chamber. The eastern outer harbour ensures that the ships can move into and out of the lock safely. The outer harbour walls are produced as simply anchored, combined sheet piling walls connected by steel structures. A new tug port is being produced under the protection of the extended eastern mole of the outer harbour, with a total of 10 berths (including 2 reserve berths). Road traffic will move from the road onto the lifting sliding gate across lifting slabs which are raised and lowered by electric lifting cylinders. The upper part of the outer gate is raised. Water flows between the two gate sections from the outer harbour into the lock chamber. The water in the lock chamber rises. Once the water in the outer harbour and the lock chamber is on the same level, the upper part of the outer gate is lowered again. The outer gate is moved into the gate chamber. The ship enters the lock chamber. Construction phase 6: March 09 to June 09 Continued production of the outer facilities Time slot begins for the customs post and building work by the principal Construction phase 7: July 09 to September 09 Continued production of the outer facilities New culvert completed A total of approx. 455,000 m3 of soil will be excavated, 6,800 m3 underwater concrete and 45,000 m3 concrete used; 4,300 tonnes of reinforcing steel will be required, together with 39,500 tonnes of sheet piling steel and steel piles, as well as 6,300 tonnes of structural steel. The consortium made up of Hochtief Construction, August Prien Bauunternehmung, Strabag and Gustav W. Rogge is expected to work on the lock for 28 months. The new lock is to be completed and handed over in mid-2010. The outer gate is closed. The upper part of the inner gate is raised. Water flows from the lock chamber into the harbour basin. The water level in the lock chamber falls. Once the water in the lock chamber and the harbour basin is on the same level, the upper part of the inner gate is lowered again. The inner gate is moved into the gate chamber. The ship moves into the harbour basin. Construction phase 5 Start of concrete work on the inner main gate chamber Production of the western flood protection wall in the outer harbour Completion of the work to dismantle the old eastern lock chamber wall The control building will be erected on the outer head at the end of the gate chamber. It will have a total volume of approx. 4,000 m3 and contain machine and electrical control rooms, as well as operating rooms and social amenities for the lock staff. The building on the inner head is also positioned at the end of the gate chamber, has a volume of approx. 2,700 m3 and will accommodate the machinery and control systems. The water in the outer harbour and lock chamber is not on the same level. Both lock gates are closed. Construction phase 5: November 08 to February 09 Construction phase 6 Construction phase 8: October 09 to December 09 Construction phase 9: January 2010 to May 2010 Lock operations through the new Kaiserschleuse (from month 37) Handover of the Kaiserschleuse after 38.5 months (final state) Construction phase 7 Routing the supply lines Continued production of the outer facilities Road construction Remaining work Completion of the outer facilities Overall commissioning Trial operation of the lock facilities Remaining work Construction phase 8 Construction phase 9

History: largest lock structure The Kaiserschleuse: a structure for the new century 110 years ago, on 20 September 1897, the Kaiserschleuse was officially handed over for its intended purpose. The sea lock, which was built with 25 million bricks and 20,000 driven piles, had already been completed one month before. But given the delays in its completion caused by the heavy winter and storm tides, right up to the end it was not possible to predict with any certainty the day on which the opening would take place, according to Carl Barkhausen, Senator for Ports. And so the only option was to start operation of the lock one month in advance. Shipping interests and the financial situation of the state, said Barkhausen, demanded that the huge structure should start operating as soon as possible, without taking account of official ceremonies. Photo: Bremerhaven Museum of History Shipping interests in those days referred to the interests of Norddeutsche Lloyd (NDL). The shipowners needed sufficient port capacities for their expanding regular services. NDL found such capacities in the Kaiserhafen ports I to III, built between 1872 and 1909. The first Kaiserhafen was opened in 1875, and one year later was provided with a seaward lock with a passage width of 17 metres and an outer harbour. But soon this was no longer sufficient to cope with NDL's needs, so that from 1890 to 1897 the company s high-speed steamers were handled in Nordenham on the other side of the river. Back in those days, the construction of a large sea lock was one of the most demanding engineering tasks and not much has changed in that respect right up to the present day. Adapting the port infrastructure to developments in shipbuilding and other means of transport is a permanent challenge. Photo: Bremerhaven Museum of History Bremen s answer was to expand the Kaiserhafen. In 1892, work began on the new Kaiserschleuse under the supervision of Bremerhaven s port construction director Rudolf Rudloff. It was large enough to accommodate NDL s largest Atlantic steamship, Kaiser Wilhelm der Grosse, which was 197.7 metres long and 20.13 metres wide. In its early years, the new Kaiserschleuse was said to be the largest lock structure in the world. The hydraulic system for operating the lock gates, which originally ran on steam, was replaced by an electric system in the 1950s. The current construction project is again one of the largest anywhere in Europe. When it is completed, the new Kaiserschleuse will be able to take the largest car carriers in the world, thus safeguarding Bremerhaven's longterm future as the leading international automobile hub.

All clear ahead for car carriers Imprint Published by: bremenports GmbH & Co. KG Am Strom 2 27568 Bremerhaven Telefon +49 (0) 471 309 01-0 www.bremenports.de www.kaiserschleuse-bremerhaven.de Text and Layout: GuS Kommunikation Photos: bremenports GmbH & Co. KG German Maritime Museum GuS Kommunikation Bremerhaven Museum of History Design: GuS Kommunikation 1 st edition (2007) Photo: Bremerhaven Museum of History