ISSN Serial No. 0965-8203
Volume 39 Issue 4 July / August 2020
PORT ENGINEERING MANAGEMENT
ABOUT PEM
ABOUT PEM
The Taillevent in action on the TWBII (See Page 24)
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PORT ENGINEERING MANAGEMENT ABOUT PEM
WELCOME
Welcome to the July/August edition of PEM ONLINE (Port Engineering Management). This is the second edition of PEM we have published online and it shows that we can give more coverage to the various industries linked with the port industry, than producing PEM as a hard printed version. All details of PEM ONLINE, including Editorial Programme, advertising rates etc, are given in our Media Pack – www.pemonline.co.uk. PEM ONLINE (Port Engineering Management) is written by a highly experienced team of journalist, all of which have been in the industry for over 40 years. We are a small team, therefore the pride in the work produced is high and suited to any company involved in the various industries covered by PEM.
Although every effort is made to ensure accuracy and reliability of the material published, Port Engineering Management cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements. © 2016 Port Engineering Management. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers. If you need notification for when PEM ONLINE is available, please send your Email address to sue@shipaat.com – Telephone number (44) 1268 511300 Alan Thorpe All other enquiries: PEM ONLINE Office 1 First Floor 374 Long Road Canvey Island Essex, SS8 0JU UK
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PORT ENGINEERING MANAGEMENT NEW DIGITAL JOURNAL
THE PEM ONLINE MEDIA PACK IS NOW AVAILABLE ONLINE AT www.pemonline.co.uk
N E W D I G I TA L JOURNAL PEM is now available digitally for viewing online or downloading in pdf format. Use the arrows on screen or on your keyboard to navigate through the pages. To view offline, you will need to download the journal by clicking on the “download file” button on our website. www.pemonline.co.uk If you would prefer to receive the journal via email or receive an email alert once the journal is available, please send your contact details to sue@shipaat.com. For technical or design information, please contact angelina@shipaat.com.
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IJssel dike Zwolle – Olst (See Page 20)
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Port of Bridgetown container terminal (See Page 43)
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PORT ENGINEERING MANAGEMENT CONTENTS
CONTENTS 8 10 17 21 31 40 45 50 55 59 64 70 72
VIEWPOINT NEW VESSELS DREDGING WIND PORTS PORT EQUIPMENT PROJECTS LNG BUNKERING INDIA TOWAGE & TUGS LOCKGATE COMPANY NEWS CONTACT DIRECTORY
C O N TAC T
Front Cover: The new TSHD dredger Anchorage on the slipway at Holland’s Barkmeijer Stroobos. The vessel has now been delivered to De Hoop Terneuzen.
A&A Thorpe Office 1, First Floor, 374 Long Road, Canvey Island, Essex, SS8 0JU, UK.
DEPUTY EDITOR
EDITOR
ADVERTISING
Alan Thorpe +44 (0)1268 511 300 alan@shipaat.com
+44 (0)1268 511 300 sue@shipaat.com www.pemonline.co.uk
Paul Bartlett +44 (0)1844 273 960 paul.bartlett@live.co.uk
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PORT ENGINEERING MANAGEMENT VIEWPOINT
VIEWPOINT
WO R L D O F PORTS – A NEW P H I LO S O P H Y FROM ISS This month sees Inchcape Shipping Services (ISS) launch the latest version of its own World of Ports (WoP) – a digital service giving owners and operators access to a wealth of unique information to ensure safe, compatible and efficient port calls, world-wide. WoP 2.0 is built on proprietary data gathered by ISS staff over the course of the last decade. Utilising a Google Maps interface, it gives users the ability to examine terminals right down to individual berths, ensuring accurate details regarding parameters and restrictions, while integrated AIS feeds show exactly what is going on and where, in terms of vessel movements for optimal arrivals and departure. Enriched port data, including environmental information, details of facilities and operational notes, is also included, with a client dashboard providing easy access, tailored information and vessel alerts. During July, PEM ONLINE interviewed Jeff Clark of ISS about the use of the WoP 2.0 system.
The system offered by ISS is very comprehensive, allowing the user to obtain extensive information about the ports/berths to be dealt with - however, what use is that information to the shipowners?
“The main market at which we are driving this solution is Marine Assurance, operations and shipmanagers, at a time when voyages are fixed. These organisations want to make sure that their vessels are compatible with the berths or 8
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ISS has launched the latest version of its own World of Ports (WoP)
port locations of the intended voyage.”
Surely, taking into consideration modernday voyage planning, the ship operator would already have that information?
“This is absolutely correct – but this system is mainly for pre-fixture when the operator does the due-diligence. For example, when an operator is planning the voyage that’s when the compatibility checks are carried out, with information required about a specific berth or point of interest. The information available on WoP 2.0 is comprehensive and therefore essential at this stage of voyage planning.”
So what encourages the potential user to operate the ISS WoP system?
“The main advantage is that the work the owner’s representative has to undertake prior arrival is reduced. This part of voyage planning is a timeconsuming part of the exercise, also it depends whether the ship is owned or on charter and then a search can be undertaken on all specific locations. This can take some time if a database such as WoP 2.0 is not utilised. This database is already used by many of these organisations – it’s a quick and efficient method by which the information is gathered. We have also seen a different direction whereby, this information is available in one location, making it far more efficient for the user. So the operator has this system installed along with systems showing the vessel’s parameters, which can be married up to make sure compatibility is ensured.”
Comparing the ISS WoP systems with other systems on the market – what are the main selling points? “ISS has a world-wide network which obtains the information on terminals/ berths from the Local Agents and the Port Authorities. This way of obtaining
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WoP 2.0 is already used by many organisations – it’s a quick and efficient method by which the information is gathered.
information is very fast and therefore the system can be updated equally as fast – our network on the ground allows for quick and correct information to be fed into the system. Our network gives us a clear differential over other port data providers. “It’s a constantly updated, single source solution whereby our customers can access information relating to over 4,600 ports, 15,000 terminals and 36,000 individual berths. There really is nothing else quite like it, and it simply wouldn’t be possible without our global network and dedicated local workforce. These people are essentially operating as our customers’ eyes, ears and intelligence on the ground, ensuring smooth operations and maximum business efficiency. We believe it’s going to be a game-changer for the market – a very tangible demonstration of the added value we can deliver. “ISS is a sprawling global organisation with over 240 offices, in 68 countries, covering some 2,500 ports. ISS relies upon its expert local people (roughly 3,000 of them) and its customers’ regular ship movements.”
There is competition for this system out in the market – what makes your WoP 2.0 system the most efficient?
cycle – it could be every six months, 12 months or 24 months dependent upon the Port. On an ad hoc basis, agents would also send in information about facility/berth changes. “With the WoP 2.0 system, agents can access the system and update it with new information at any time. Therefore we are not totally reliant upon the update cycles. “For example, if a vessel comes onto a berth and the restrictions are different to the information on the system, then an alert is created and immediately checked with the Port Authority. After this information is verified from at least two sources, it can be fed into the system. The team will never publish information which has not been verified. “We have about 60% of the world’s oil majors on-board and many large shipping companies on the wet and dry side of the market. A lot of these companies are currently turning to digitalisation internally and therefore the WoP 2.0 system fits in well with this new way of operation. “We have found that many users use the WoP 2.0 as a single source of information – they consider the information to be good enough not to have to verify it with other sources. This is the biggest accolade we can achieve, that WoP 2.0 is the single source of information. “It is important that our customers have this system on hand and therefore do not have to go out to find this information themselves. We have added a layer of transparency to WoP 2.0, which allows us to see all vessels arriving and departing in ports. It also allows our customers to see what cargoes of going to each berth, the size of the cargo and the ballast operations.”
“Over the years, other large ship agency companies have tried to do the same as WoP, but our network on the ground allows us to constantly push the Port Authorities to give us the essential information to feed into our system. ISS has a great network, which is complemented by a centralised team of some 20 people, many of which are former Seafarers or Master Mariners, working on the process of updating the system so that the user can be assured of a very up-to-date service.”
Is the WoP system automatically updated for your client? “Prior the WoP 2.0 system being used, the previous system worked upon a regular updating
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NEW VESSELS
The Anchorage in Terneuzen
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BARKMEIJER S TROOBOS D E L I V E R S T H E A N C H O R AG E With the delivery of TSHD Anchorage an unusual but exciting build was accomplished. The dredger was delivered on the 5th of June to the Zealand based company De Hoop Terneuzen. This family owned company is a major supplier of building materials in Holland and Belgium. The design of the sand and gravel dredger is based on dry discharge either by a shore based crane or a self-unloading installation. The suction tube with a maximum dredging depth of 60 m is equipped with a submerged dredge pump. De Hoop Terneuzen owns several dredgers, including the Barkmeijer-built vessel called Ruyter. The dredged raw materials are both used for processing in their own facilities or to be delivered to clients. The design brief for the dredger was rather comprehensive. Without
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limits to the navigation area, the design has to be able to dredge sand and gravel up to a depth of 60 m, screening this to the required grain size and dry discharge to shore in ports with a great variety in receiving facilities. An extensive study of the ports in Northwestern European mainland and the UK considering limitations in length, beam, water depth, air draught and port facilities made for an optimised design. Not many aggregate dredgers are able to fulfil this combination of requirements. The dredger’s design is characterised by a high freeboard for operations at the high seas. No bottom doors are foreseen, as the intention of this vessel is to unload the aggregates ashore. The ship is laid out at a loaded speed of 14 knots, which is quite fast for a dredger, in order
to reduce the transfer time between the deeper concessions and the discharge ports. A telescopic spud pole mooring system has been installed, extending 19 m under the ship’s bottom, for easy positioning during discharge operations. The dredger has been designed with state of the art technology. The hull was designed by and built at Barkmeijer in Stroobos. The hull shape is optimised for sailing at both loaded and unloaded draught by Computational Fluid Dynamics calculation. The Anchorage is equipped with a smart diesel-electric system, developed in close collaboration between Barkmeijer Shipyards and D&A Electric, which efficiently regulates the energy supply for sailing, dredging and unloading the ship. The use of the E-prop electric propulsion
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increases the overall propeller efficiency, where, as a result, energy and fuel consumption is optimised and the ship’s emissions are greatly reduced. The dredger is powered by three Mitsubishi SU medium speed diesel generator sets two of 2,550 eKW each and one of 1,275 eKW. The gensets are able to run all three parallel, or twin, or single, depending on the required power for each specific operation, for instance - dredging and sailing, discharging, or just sailing. The different setups of the gensets ensure the most efficient load of the gensets which results in the lowest possible fuel consumption. Fuel efficiency has further been optimised by a number of state-of-the-art features, such as the ability to use shore power for all ship systems during port stay, extensive use of waste heat recovery, variable speed pumps and ventilators, high efficiency electric motors for all applications of LED lighting for the complete vessel. D&A Electric’s Dynamic Power Management System avoids any overload on the active power generation. Propulsion, bow thruster and main pumps are efficiently controlled to avoid peak loads on the generators. The installation does not require peak shaving at all. For the control and monitoring of all ship’s systems and the dredging process, Barkmeijer Shipyards collaborated with leading system specialist Alewijnse Marine (See separate article – below). This company has developed an integrated
intelligent automation package. This PLC-based Alarm, Monitoring & Control System with 26” SCADA HMI workstations, includes the remote control of engine room systems, ventilation, lighting and the hydraulic equipment related to the dredging installation. The PLC system provides the control logic, alarm logic and interlocks in the system. For monitoring of the drag arm and the performance of the dredging process a Dredge Control System module is integrated with a large number of sensors in the dredge system. The wheelhouse is equipped with multiple control positions, enabling one man control during sailing, dredging and unloading operations. The integrated system provides not only high dredging performance but also enables the dredging, sailing and maintenance operations to be handled by a limited crew. The Anchorage has been built especially for extracting sand and gravel at sea, with a capacity of 3,000 m3/hr. A submerged underwater pump, mounted in the suction pipe, brings the sand/gravel mixture to a sieve, which separates the sand and gravel and deposits the preferred cargo into the hopper (cargo hold of the dredger) and discharges the unwanted material back into the sea. Then during the trip to the port of discharge, the water is removed from sand or gravel, so that the cargo can be unloaded ‘dry’ by the ship’s on-board shipto-shore discharge system. The vessel is currently
equipped with the dry discharge equipment, developed in close co-operation with De Hoop. The equipment comprises a carriage travelling over the hopper, equipped with an 8 m wide grab. In the normal situation, the sand ends up on a belt that runs all the way along the ship and can be discharged to shore from the stern with a swivelling conveyor belt of 40 m length. As a special feature a transverse conveyor belt on the carriage can be telescopically extended, in order to load an inland vessel alongside, with the belt travelling along so that the inland vessel is loaded in a nicely distributed manner. In this way, an average 1,200 m3/hr can be unloaded. Both the conveyor belts and the unloader carriage are electrically driven by frequency controllers from the ship’s system. To avoid extreme load variations, peak shaving is applied with the use of a capacitor bank. The modern and spacious accommodation is equipped for 14 persons in separate cabins, and is characterised by high ceilings, efficient insulation, very low noise levels, individual climate control and gym facilities for a high degree of comfort. The TSHD Anchorage was developed and built in the Netherlands in collaboration with Dutch suppliers, mainly from the northern part of the Netherlands. The design and construction of the dredger, Build No 347, was undertaken by Barkmeijer Shipyards in Stroobos, part of the Thecla Bodewes Shipyards Group. In VOL 39 ISSUE 4 |
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April 2019 the hull was towed to their shipyard in Harlingen, where the final outfitting, electrical works, installation of all engine room equipment, dredging equipment, technical spaces and pump room was done.
Barkmeijer Shipyards and Thecla Bodewes Shipyards have over 300 years of shipbuilding experience between them. The success of this project has been possible due to the close cooperation between Barkmeijer and Thecla Bodewes Shipyards.
The four shipyards of the Thecla Bodewes Group complement each other, as a group can actually build all types of ships - from simple push boats to complicated and state of the art dredgers such as the Anchorage.
ALEWIJNSE FINALISES ELECTRICAL I N S TA L L AT I O N F O R T H E T S H D A N C H O R AG E Alewijnse has completed the comprehensive electrical installation for the delayed new build trailing hopper suction dredger (TSHD) Anchorage. Once it is operational, the 106 m vessel will be one of just a few diesel-electric TSHDs that specialise in sand and gravel extraction at sea and the dry landing of the cargo. The vessel, ordered by De Hoop Terneuzen B.V, is one of two advanced dredger projects that were taken over by Thecla Bodewes Shipyards following the insolvency last year of Barkmeijer Stroobos BV. Alewijnse was appointed by the new shipyard management in the summer of 2019 to take responsibility for the completion of the works. This involved the design, building, installation and commissioning of the switchboards, consoles and the dedicated alarm, monitoring and control systems. It also included the design, engineering, supply and commissioning of the dredging automation system, including visualisation, monitoring and 12
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process control. For the control and monitoring of the dredging process, Barkmeijer has collaborated with Alewijnse to develop an intelligent and integrated bus-driven system. In addition to delivering high dredging performance, its capabilities mean that a crew of just seven or eight is all that is required to manage, load and unload the vessel. This ground-breaking system is now being made available to other clients via Alewijnse. Elsewhere on-board, the diesel-electric power plants significantly reduce energy consumption and emissions. Following the launch of the Anchorage earlier in the year, Alewijnse personnel completed the testing and commissioning of the automation systems for the dredging equipment, loading gutter and sieve in the last few weeks. Thecla Bodewes Group and Alewijnse Marine have worked together successfully for many years with recently completed projects including the German
Waddenferry Adler Rüm Hart. Alewijnse was contracted again for this latest project based on its extensive knowledge and experience in the dredging sector combined with its strong relationship with Thecla Bodewes. “We are very happy that Thecla Bodewes Shipyards gave us the opportunity to complete this dredger,” says Martin Terpstra, Operational Manager at Alewijnse Marine. “The biggest challenge was to restart the project after the bankruptcy of Barkmeijer Stroobos. We had to begin over again with an unfinished engineering package and incomplete information, and also work both with the new team at the yard and a new owner. Despite this situation, the project is now complete thanks to excellent all-round co-operation and the total commitment of all the parties involved.” “I had selected Alewijnse during my time at Barkmeijer Stroobos, so both Alewijnse and I made the transfer to Thecla Bodewes Shipyards
PORT ENGINEERING MANAGEMENT NEW VESSELS
with the vessel,” says Jos de Groot, Manager R&D at Thecla Bodewes Shipyards. “I have worked with Alewijnse on many complex projects over the last 22 years but the performance in this particular complex situation after a bankruptcy deserves great appreciation! I hope to continue the co-operation with new challenges in the future.”
Martin Terpstra, Operational Manager at Alewijnse Marine
S AC R A M E N TO D I S T R I C T C O M M I S S I O N S T WO N E W M U D C AT D R E D G E S A N D B O O S T E R S TAT I O N S Sacramento Regional County Sanitation District recently commissioned two Mud Cat 225D units each with their own industrial grinding system and booster station. The dredges were purchased under tender to clean out multiple municipal wastewater ponds in the size range of approximately 450 ft (137 m) x 750 ft (229 m). The new dredges will replace the original Mud Cat dredges put into service 38 years ago in 1982. The Mud Cat 225D dredges are pumping municipal wastewater sludge that contains mop heads, hygiene products and rags to skid mounted industrial grinders and then on to skid mounted Mud Cat 1008BP booster pump stations. Each dredge and booster has a combined 250 ft (76.2 m) TDH with the ability to pump a maximum pumping distance up to 10,000 ft (3,049 m). The discharge is continuous
from the dredge to the tractor mounted sludge injection system located almost two miles away making it a unique system set-up. Each dredge and booster station is built with Tier 4 Final Engines approved by California Air Resources Board (CARB) and the United States Environmental Protection Agency (EPA). The dredge operators control the booster pumps via the radio link
The Mud Cat 225D dredge
systems designed by Mud Cat engineers. “In order to earn Sacramento Regional County Sanitation District’s business on this tender we put together a system that met all their requirements from emissions, to debris handling, to system head pressure in addition to our standard industry leading product features. We did not just propose a dredge, but instead we sold a long-term solution that will meet Sacramento Regional County Sanitation District’s maintenance requirements for another 38+ years. That is our approach and how we stand out from the field of competitors,” said DuWayne Richert, Regional Sales Manager at Ellicott Dredge Technologies. The one truck transportable Mud Cat 225D dredges down to 15 ft (4.6 m) depth and is equipped with the 727 style EnviroMaster cutterhead designed for maximum solids intake by conveying a higher percent solids concentration to the pump vortex than competitors cutterheads. A flow and density meter were added on-board the Mud Cat 225D dredge units to optimise
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percent solids and flow to maximise operational efficiency. “We are very excited to continue working with Sacramento Regional County Sanitation District. Having a customer use your product for 38 years and then deciding to buy from you again is the greatest compliment you can get in any business,” said Ryan Horton, Vice President, of Ellicott Dredge Technologies.
DA M E N C O N T R AC T E D TO DELIVER FULL OPTION C S D TO A R G E N T I N A’ S S E RV I M AG N U S Holland’s Damen Shipyards Group has sold a full option Cutter Suction Dredger (CSD) 500 to the Argentinian dredging contractor Servimagnus. The CSD will work on the ambitious waterways programme in the province of Buenos Aires. The modular dredger is currently under construction in the Netherlands, and will be shipped to South America this autumn. “Currently, there is an important dredging project taking place in Argentina,” explains Ezequiel Najmias, Damen Shipyards Group sales manager Americas. “One of the major rivers in the outstretched plains in the Argentinian Province of Buenos Aires, the Salado River, is undergoing major maintenance dredging. Due to heavy siltation, flooding has become a regular 14
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occurrence in the past decade, threatening agriculture and livestock. This Damen CSD500 will be added to Servimagnus’ local dredge fleet to push forward the maintenance dredging job. The CSD500 will be fitted out with a spud carriage pontoon, resulting in an ultra-efficient dredging operation due to the impressive swing with of over 52 m – sweeping the river clean in wide strokes.” The modular dredger will be customised using a number of standard optionals. These include a day accommodation which is placed underneath the operating cabin, a heavy duty cutterhead for breaking up compacted soils, a wedge piece for shallow water dredging and a position visualisation system for keeping track of the dredging works. Moreover, a
The Damen CSD500
non-radioactive production measurement system will be delivered to record the production of the suction dredger. At present, the CSD is under construction at the Damen Dredging yard in Nijkerk, The
An artist’s impressio
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Netherlands. The dredger will be ready in time for spring next year in the Southern Hemisphere, when it will be shipped over to Argentina where it will join the rest of the Servimagnus fleet – cleaning up the silted rivers.
on of Crane Barge 7532 in the Panama Canal
DA M E N C O N C LU D E S K E E L L AY I N G O F A 7 5 M C R A N E B A R G E F O R PA N A M A PROJECT During mid-June, Holland’s Damen Shipyards Group successfully concluded keel laying for the Crane Barge 7532 that is going to be delivered in Panama, following award of tender in August last year. The barge is being built at Damen Yichang Shipyard in Hubei Province, China. The yard is almost back to full capacity following the recent COVID-19 outbreak. Conscious of the need to protect the health and wellbeing of all working at the yard and in the community, Damen continues to take strict safety measures. The 75 m x 32 m crane barge will succeed a 77-year old crane still in operation. Following construction, the new Crane Barge 7532 will be outfitted with a state-of-the-art crane at Huisman’s Zhangzhou facility, giving it the capability to lift 625
tonnes at 25 m. As the world is facing the COVID-19 pandemic, Damen is implementing strict safety controls to deal with the challenges this is putting on the project. For example, engineers on the project are currently working from home and are using digital communication to stay in contact with one another. The same applies to Damen’s communication with the client during this time. Additional safety measures include a robust cleaning and sterilisation programme, body temperature controls on entering the yard and the observation of safe working distance guidelines. Damen sales manager Americas Olivier van Papenrecht says, “We are delighted to be part of this important project. It is a real honour for us that this client has placed trust in VOL 39 ISSUE 4 |
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Damen. We are confident that the Crane Barge 7532, with its Huisman crane, will serve the client’s needs. The barge has been designed as a highquality product with safety and reliability top of mind – the ingredients needed to maintain the flow of trade through this internationally important region.” After the crane installation, the crane barge will cross the Pacific on a heavy lift vessel and arrive at the anchorage area of Balboa in Panama where final tests will be conducted before it enters service.
KO O I M A N WINS ORDER FOR HEGEMANN DREDGER Holland’s Kooiman Marine Group has received the order for the new vessel from Germany’s Detlef Hegemann Aktiengesellschaft. The dredger is designed to execute multiple types of dredging activities on specific locations. The Hegemann V has been developed by Kooiman Engineering, part of Kooiman Marine Group, in close collaboration with Hegemann Dredging. With a suction tube on the starboard side and an inboard dredge pump, she can load the 1,500 m3 hold with silt or sand. Unloading the dredged 16
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material can be done by opening a row of bottom doors. In addition, the material can be pumped by one or two seriesconnected, dredge pumps with discharge connections on both sides of the ship or via a bow connection at the front. The dimensions of the vessel are - 75.90 m (loa) x 15.80 m (width) x 5.50 m (height). In order to also maintain ports and waterways, she is able to load up to 1,930 m3 with lower densities. In addition, her length is relatively short and with two rudder propellers she is optimal to maneuver at small rivers. Project Manager of Kooiman Engineering Peter Vrolijk said, “It all fits exactly in the box, as if it is a design optimised for standard / series construction. The request for the newbuild has been running for a while.” From the first contact Kooiman Marine Group was co-operating with us and then adjusted the design accordingly. Ultimately, we now have a design on the table that suits us completely and which we expect to be able to deploy perfectly in the future” says Martin Janssen, Technical
Manager of Hegemann Dredging. “Kooiman listens to us and are confident that they can deliver this ship within the specified delivery time and with the required quality. In addition, the co-operation also is very pleasant!” Peter Vrolijk continues, “Some things will have to happen before we can start sea trials. Kooiman Engineering will firstly have to finish the design. Consequently, we can do a lot of the work ourselves, for example ships interior, hull outfitting and finishing at one of our three yards. In addition, we have a number of reliable suppliers which will result in a good product!” Kooiman Marine Group has all the disciplines required for the design, construction and certified delivery of new ships in-house. Craftsmanship and an eye for quality are the basis for purely tailor-made ships. With the order for the Hegemann V, Kooiman Marine Group is expanding its portfolio in the dredging market, showing that for port and waterway maintenance dredging works custom built dredgers do fit. An artist’s impression of the Hegemann V
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A N I N S P I R AT I O N A L P E R S P E C T I V E A B O U T F U T U R E C OA S TA L M A N AG E M E N T
and enhancement of the larval settling process)
• Bivalve Reef (pilot
Coastbusters is looking at a more ecological approach to coastal defence
The world is feeling the impact of climate change along coastal regions, with higher sea levels and more extreme weather events. The ambitious Coastbusters project aims to take a fresh look at traditional, unsustainable coastal defence methods and instead, develop systems that work with nature. This more ecologically sound solution incorporates nature-inspired designs into coastal protection systems. As the initial three-year project concluded in April 2020 the Coastbusters consortium members (DEME, ILVO, eCoast, Sioen and Jan De Nul) presented the final project
report, which offers a truly inspirational perspective about future coastal management, backed up by several different studies in the field. The consortium’s specialist team of experts has developed pioneering steps to enable biogenic reefs to be used as additional tools for ecosystem-based flood defence. Three biobuilders species were tested:
• Marine Flora Reef
(dedicated pilot field tests with basic seaweed and laboratory experiments with seagrass)
• Lanice Reef (the research team succeeded in pioneering the cultivation of the sand mason worm
The acquired insights have led to a competitive valorisation of sustainable, nature-inspired design business opportunities for all of the industrial partners and will generate exceptional knowledge acquisition for the research institutes, putting the Flemish marine knowledge community at the forefront in this pioneering field. Funded by the Agency for Innovation and Entrepreneurship (VLAIO), this unique project was the first up and running research project explored within the framework of the Flemish spearhead cluster ‘Blue Cluster’. However, this is just the beginning and plenty of research questions remain to be explored. A new Coastbusters 2.0 project (with also VLIZ as a partner) is already underway, examining and monitoring the promising bivalve reef concept.
DREDGING
field tests involving the cultivation the blue mussel and the deployment of aquaculture-like techniques proved very promising)
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NEW C O N T R AC T S FOR GLDD US-based Great Lakes Dredge & Dock (GLDD) has announced the award of several dredging awards totalling US$51.1m. The awarded work includes:
• CPRA Cameron Meadows
Marsh Creation Project (Coastal Protection, Louisiana, $28.6m) • Oak Island Beach Project (Coastal Protection, North Carolina, $15.4m)
• New York and New Jersey
Harbour, Port Jersey Channel Maintenance Dredging Federal Navigation Project (Maintenance, New Jersey, $4.2m)
• Jacksonville Harbour
Maintenance Dredging Project (Maintenance, Florida, $2.9m) The CPRA Cameron Meadows Marsh Creation Project involves the creation of a new marsh area in Cameron Meadows, Louisiana, using material dredged from a borrow source offshore in the Gulf of Mexico. Work on this project will commence in the fourth quarter of 2020. The Oak Island Beach Project entails placement of beach fill material, excavated from the designated Jay Bird Shoals borrow area, along approximately three and a half miles of beach for the Town of Oak Island, North Carolina. This project also includes dune grass planting on areas of restore berms. Work will begin in the fourth quarter of 2020. 18
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Jacksonville Harbour
The New York and New Jersey Harbour, Port Jersey Channel Maintenance Dredging Federal Navigation Project involves
maintenance dredging of shoaled material with offshore disposal at the Historic Area Remediation Site (HARS), which is approximately five miles east of Sandy Hook, New Jersey. Mechanical dredging work will begin on this project in July 2020. The Jacksonville Harbour Maintenance Dredging Project consists of channel maintenance dredging in various locations within the Lower Terminal Channel of Jacksonville Harbour. Work on this project will be completed in September 2020. Lasse Petterson, President and Chief Executive Officer at Great Lakes commented, “GLDD is pleased to announce these important, coastal protection and maintenance dredging awards. Dredging has been deemed as an essential service during this unprecedented pandemic, which allows us to continue to work on projects
that support the overall improvement and resiliency of our country’s environment, coastlines and infrastructure.”
EUROPEAN AC T I V I T I E S OF HEGEMANN GROUP Germany’s Hegemann Group is involved in dredging operations including maintenance dredging, beach nourishment, land reclamation and port development. For decades the Hegemann Group has been proving its competence in coastal protection with maintenance dredging of waterways and beach nourishment. Our operations are concentrated mainly in the coastal waters of the Baltic and North Seas and the Mediterranean.
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During this year (2020) Hegemann Group is currently involved in a number of projects throughout Europe:
• Dredging International N.V.,
• 2020 - Klaipeda State Seaport
• Port Authority Tarragona,
Authority, Lithuania - dredging works in Port of Klaipeda (20,000 m3)
• 2020 - Maritime Office
Szczecin, Poland - beach nourishment (160,000 m3)
• March 2020 – Dec 2020 -
Waterways and Shipping Office Weser-Jade-Nordsee, Wilhelmshaven, Germany - dredging works in Port of Wilhelmshaven • May 2020 – June 2020 Salacgriva Port Authority, Salacgriva, Latvia - maintenance dredging in Port of Salacgriva (80,000 m3)
Zwijndrecht, Belgium - charter of TSHD Elbe River, for work in Cuxhaven Spain - charter split barges in Tarragona (June 2020 – Dec 2020)
• (2021) Szczecin Water
Authority, Szczecin, Poland maintenance dredging in KluczOstowo, Poland (43,000 m3) Hegemann’s fleet includes four hopper dredgers, two self-propelled split barges, a backhoe dredger and a barge unloader. Hegemann GmbH, Dredging also has all the equipment required for the maintenance of reclamation areas including hydraulic
excavators, caterpillars, discharge pipeline and a pressure boosting station. This comprehensive range of technical equipment allows us to carry out even complex dredging projects independently. Intensive technical support and investment in modern technology ensure top performance and reliability of our dredging equipment. An experienced team of qualified civil engineers and marine surveyors are dedicated to the reliable execution of projects. In addition to our head office in Bremen, we also maintain branches in Leer and Rostock in Germany, as well as Winschoten in Holland and Szczecin in Poland.
Hegemann’s THSD Hegemann 1
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IJssel dike Zwolle – Olst
T WO D I K E R E - I N F O R C E M E N T C O N T R AC T S FOR BOSKALIS Holland’s Royal Boskalis Westminster has acquired two major dike reinforcement projects in the Netherlands, the IJsseldijk Zwolle-Olst project and the Krachtige IJsseldijken Krimpenerwaard. The projects are part of the national Flood Protection Program in which the government and regional Water Boards work together to protect the Netherlands against flooding. Based on current estimates, the combined contract value for Boskalis amounts to some €200m. Boskalis will reinforce the IJssel dike over a distance of 20
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almost 30 kms between Zwolle and Olst on behalf of the Drents Overijsselse Delta Water Board. The dike protects the residents of the Salland region against flooding from the river IJssel and the IJsselmeer Lake. Boskalis will also strengthen the IJssel dike at Krimpenerwaard over a distance of 10 kms on behalf of the Schieland and Krimpenerwaard Water Board. The dike must provide protection against high water and flooding of the Hollandsche IJssel river and protects more than 200,000 residents and the economic value of the hinterland. This
project will be carried out in joint venture with van Hattum en Blankevoort. Both projects have a plan development phase and an execution phase resulting in a total project duration up to 2026. In addition to these projects, Boskalis is actively involved in the national Flood Protection Program and is currently working with partners to strengthen the Markermeer dikes and has recently completed the reinforcements of the Houtrib dike and the Wadden Sea dike between Eemshaven and Delfzijl.
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G R E AT P OT E N T I A L I N O F F S H O R E W I N D supplier you can count on receiving good financing from GIEK in support of the purchase,” she says, highlighting recent contracts won by the likes of Nexans Norway, Aibel and Fred Olsen Windcarrier. GIEK’s core offering are AAA-rated guarantees for long-term loan financing, as well as contractual delivery guarantees that protect both buyers and suppliers in case of default. Norway can offer triple A-rated instruments, which are a key tool in reducing the cost of project financing,” says Nistad. “We work together with commercial banks to share project risk, so loans will be repaid.” Customers pay risk premium on competitive commercial terms. “We have a lot of experience, especially from offshore and shipping, in participating in complex international projects involving many players and financing institutions. We’re bringing that expertise into the process for offshore wind,” says Nistad. “We’re easy to work with, solution-oriented and flexible. And I’m proud to say our existing partners are very satisfied, she adds. Offshore wind promises to be a winner for Norwegian suppliers looking to maximize
new opportunities in a changing energy landscape – and as activity in offshore oil and gas is projected to slacken after 2020 amid a lack of big new finds. GIEK blazed a trail in the sector by providing service delivery guarantees totalling NOK1.3bn towards the end of last year that enabled Norwegian supplier Aibel to clinch two big European contracts. In February, it stepped in with a third guarantee package of an equal amount, this time on behalf of Fred Olsen Windcarrier for a project in Asia. Just in recent weeks it provided guarantee coverage amounting to around NOK1.6bn that helped cables specialist Nexans Norway secure a major contract with the Seagreen offshore wind farm under development off Scotland. More projects are already
WIND
GIEK (The Norwegian Export Credit Guarantee Agency) has quadrupled its offshore wind portfolio to NOK4.2bn (US$453m) since the end of last year. With ample capacity and competitive rates, it is actively seeking new business worldwide as part of its mandate to bolster the participation of Norwegian exporters in a burgeoning but capitalintensive sector. State-owned GIEK manages an international portfolio of export-related guarantees that today totals $8.5bn. While its focus has traditionally been oil and gas and shipbuilding followed by fisheries and aquaculture, it has widened its mission to include offshore wind, and more generally banks and investors participating in large international energy-infrastructure projects. “Offshore wind is really gaining momentum and is a great example of how we can actively help Norwegian industry rechannel by opening the door to new markets for existing wind expertise and other companies looking to extend their reach into green technology,” says GIEK chief executive Wenche Nistad. Her message is clear, “By choosing a Norwegian
GIEK chief executive Wenche Nistad
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in the pipeline, and GIEK is keen to hear from project owners and their banks worldwide. “We have high capacity and we’re ready to take on a lot more business in this sector,” says Nistad. Nexans Norway’s comprehensive design, engineering, production and installation contract with Seagreen will see it supply high-voltage transmission cables both offshore and on land. The 1,075 MW wind farm is being developed by UK-based renewable energy giant SSE Renewables, and will comprise 114 turbines installed over 27 kms off the Angus coast. When completed, it will be Scotland’s single largest source of renewable energy, providing a significant contribution to its net-zero ambition and enough clean energy to power one million homes. “GIEK has contributed financially to the development of a number of projects where we have supplied cables. This has been of great support to us as an exporter of Norwegian competence and technology to the global market,” says Nexans Norway CEO Ragnhild Katteland. The Fred Olsen Windcarrier deal involves a GIEK guarantee for a loan in Taiwanese dollars from Taiwanese banks. The Norwegian installation specialist will use its jack-up ships to install turbines on the 589 MW Changfang and Xidao wind farm off the coast of Changhua County. The project is being developed by Denmark’s Copenhagen Infrastructure Partners (CIP) and will provide clean energy to more than 600,000 Taiwanese homes. 22
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“The GIEK guarantee strengthens our position as a key supplier to offshore wind projects in Southeast Asia, and we hope to win more contracts in the region [in the future],” says Even Larsen, managing director of parent company Fred Olsen Ocean. In terms of risk capital, GIEK financing serves to extend the capacity of banks. “We can provide guarantees to anyone involved in putting together a wind project, and we are very competitive compared to what is available internationally,” Nistad says. What can GIEK provide in terms of capacity? “We don’t calculate an amount based on a mathematical model. The rule of thumb is basically, the more you consider buying from Norway, the more you can count on getting guarantees from GIEK,” says Nistad. “And right now, offshore wind has huge potential.”
AIBEL AIMS HIGH Aibel is typical of Norwegian offshore equipment suppliers that GIEK is looking to support as they exploit new opportunities in wind. In December, the company clinched an engineering, procurement, construction, installation and commissioning (EPCIC) contract to deliver two converter platforms with jackets for the Dogger Bank mega-project in the UK zone of the North Sea. The deal includes an option for a third
The Dogger Bank wind farm
unit. Dogger Bank is the world’s largest offshore wind-farm array being developed by SSE Renewables and Equinor. It will have a combined capacity of up to 3.6 GW – enough energy to power the equivalent of 4.5m UK homes. The platforms will be unmanned, operated from shore and accessed only by service vessels. The topsides will be constructed at Aibel’s yard in Thailand and outfitted in Haugesund with cuttingedge HVDC (high-voltage direct current) converter technology supplied by ABB. GIEK is providing a counter guarantee equivalent to around NOK550m in support of a bank guarantee that Aibel delivers as contracted. A month previously, Aibel in partnership with Singapore’s Keppel FELS won a similar EPCIC contract with Dutch/German transmission system operator TenneT. It will supply the HVDC platform and onshore converter station for the DolWin 5 offshore grid connection project in the German sector of the North
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D E M E I N S TA L L S T U R B I N E S AT S E A M A D E A N D JAC K E T S AT M O R AY E A S T
Sea. The platform will be built at Keppel’s yard in Singapore with outfitting in Haugesund. GIEK provided a guarantee of a similar amount in this case. GIEK’s participation has been decisive for Aibel. “It’s really important because guarantee requirements are higher in the European wind market than the Norwegian offshore market. This segment is much more demanding,” says chief executive Mads Andersen. “This is an important strategic milestone for us. These [contracts] confirm our position as a preferred supplier in the European offshore wind segment.” Nistad applauds Aibel’s success in adding a new business line, noting the shift to green technology is coming from industry itself. “Our activity basically reflects what is taking place in the Norwegian economy and elsewhere. While GIEK can help Norwegian suppliers win bigger contracts, contributing to the green transition is a positive dimension on top of that.”
DEME Offshore has installed the first turbine at the SeaMade offshore wind farm in the Belgian North Sea. With a 487 MW capacity, SeaMade is the largest offshore wind farm in Belgium. Offshore construction of the SeaMade wind farm started in September 2019, with the last foundation installed in January 2020 and in the meantime connected by the subsea cables. DEME’s DP2 offshore installation vessel Apollo will now install 58 Siemens Gamesa 8.4 MW turbines on the monopile foundations. Apollo loaded the first wind turbine components at the Renewable Energy Base Ostend (REBO), which is used as the marshalling harbour for the pre-assembly of the 58 turbines. From Ostend, she will transport the tower elements, nacelles and blades, with a total weight of 1,000 tonnes each, for installation at the SeaMade site which is about 45 kms offshore Belgian. The Apollo features an 800-tonne, leg-encircling crane and an unobstructed, spacious 2,000 m² deck with a load carrying capacity of 15 tonnes/ m². Michael Glavind, Business Unit Director DEME Offshore, “After the successful installation of the foundations, offshore substations and subsea cables, the start of the turbine
installation campaign brings us another step closer to the production of green energy. This is also the first turbine installation project for our offshore installation vessel Apollo, which has recently completed a challenging foundation piling project in Scotland. This vessel’s ability to multitask highlights the versatility of our fleet and our ability to handle all aspects of the most complex offshore wind farms.” Mathias Verkest, CEO SeaMade and Otary said, “I am proud to have reached the final stage of our SeaMade construction activities. The offshore installation of 58 8.4 MW wind turbine generators in both concession areas will turn SeaMade into the largest wind farm in the Belgian North Sea. SeaMade and Rentel will soon The Apollo at work on the SeaMade wind farm
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One of the jackets on the Moray East wind farm
have a combined operational capacity of about 800 MW. Otary will enter into this final installation phase with great expertise, knowledge and focus. “The past few months have been challenging given the spread of COVID-19 but I can only be grateful for what has been achieved by this strong team. Together with all contractors, subcontractors and partners involved we will continue working in the upcoming months with great dedication and perseverance to deliver SeaMade safely within time and budget. It must be highlighted that the combined Otary projects are a major contributor to Belgium’s ongoing climate goals and efforts, contributing more than one third of the overall offshore production capacity which covers half of the 2020 renewable energy targets.” By the end of 2020, SeaMade will be operational with a 24
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capacity of 487 MW providing green energy for 485,000 households. Meanwhile, DEME Offshore has also announced the successful installation of the first jacket at the 950 MW Moray East offshore wind farm. In total, 100 wind turbine jackets and three offshore substation jackets will be installed at Scotland’s largest offshore wind farm. Despite the on-going challenges of the Coronavirus pandemic and a last-minute crane failure prior to the delivery of DEME’s newbuild offshore installation vessel Orion, DEME Offshore has achieved the installation of the first jacket in good time and got this phase of the project off to a strong start. The company made every effort to find a suitable vessel to ensure the project’s baseline schedule is adhered to, mobilising the replacement vessel Scylla for the jacket installation. With a contract placed in December 2018 for the design, fabrication and installation of 103 foundation substructures and the installation of three topside structures, meticulous management of every activity has been crucial to make sure the timeline for this challenging project is kept on track. Even though the design phase was still underway, DEME Offshore placed early orders for any time-critical components. Fabrication of the 309 pin piles was initiated at two diverse manufacturing locations in order to expedite the initial installation works. DEME Offshore’s installation vessel Apollo then installed all piles using a custom-designed piling template to maximise
The Taillevent in action on the TWBII
efficiency and to ensure that the piles were installed within the strict tolerances required. At each of the 103 locations three piles have been installed, with a length in the range of 30 m to 50 m and individual weight between 95 tonnes and 173 tonnes. More recently, the 103 jacket structures (three for the offshore substations and 100 for the wind turbines) have been fabricated at four major centres, each working in parallel to ensure maximum throughput. Bart De Poorter, General Manager DEME Offshore emphasises, “Despite the many challenges brought to us by the Coronavirus and the incident with the crane of Orion, our dedicated Moray East project team and all of our partners have done their utmost to make sure this complex project stays on schedule by closely co-ordinated teamwork. Such an ambitious project would not be possible without these highly skilled professionals their ‘can do’ attitude - and the support of our shareholders, lenders, management and the team of the Moray East project. In these unprecedented times, and given this is one of the most complex EPCI projects in offshore wind history, this is a real achievement.”
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JA N D E N U L COMPLETES THE T WBII AND C OA S TA L VIRGINIA PROJECTS Jan De Nul Group has announced that it has completed the offshore Trianel Windpark Borkum II (TWBII) project in the German North Sea. All 32 Wind Turbine Generators (WTG) have been installed and mechanically completed. Jan De Nul Group’s Jack-Up Offshore Installation Vessel (JUIV) Taillevent started the WTG installation works in the summer of 2019 but had to leave mid-February 2020 to undertake commitments in Taiwan. The installation works of the remaining WTGs were completed with the JUIV Blue
Tern.
Jan De Nul Group and its Subcontractor Global Wind Service subsequently finalised the mechanical completion of the 32 WTGs in order to have
them ready for commissioning by TWBII. Jan De Nul Group was awarded the WTG installation works by Senvion in December 2017, after which the start of the WTG installation works was delayed due to Senvion’s insolvency proceedings. The offshore wind farm Trianel Wind Park Borkum (Phase II) comprises 32 offshore WTG of 6.33 MW each. The scope of Jan De Nul Group included both the offshore installation of the WTGs and the mechanical completion works. Jan De Nul Group was also in charge of three other German renewables projects -installation of the HVAC export cable for the Offshore Wind Farm Trianel Borkum II and the Wind Farm Borkum Riffgrund II, and installation of 36 monopiles and transition pieces for the Offshore Wind Farm Borkum Riffgrund II. Meanwhile, Jan De Nul Group’s offshore installation vessels Vole au vent and Adhémar de SaintVenant have both left the United States after having successfully completed the installation of the Coastal Virginia Demonstrator Offshore Wind project. Ørsted Wind Power North America LLC selected Jan De Nul Group to install a 12 MW demonstrator Offshore Wind Farm, 43 kms off the coast of Virginia. The Coastal Virginia Offshore Wind project, owned by Dominion Energy, is based on an Ørsted design and is only the second offshore wind farm in US waters, after the 30 MW Block Island Wind Farm, commissioned in 2016 at 3 kms off the coast of Rhode Island. The Coastal Virginia wind farm
contains the very first offshore wind turbines in US Federal Waters. “This contract is another important milestone for Jan De Nul’s international expansion in offshore wind farm construction,” says Philippe Hutse, Offshore Director of Jan De Nul Group. “After having expanded into Asia with the completion of the Formosa 1 Phase 2 project and with two further offshore wind projects under construction in Taiwan, Changhua OWF and Formosa 2 OWF, we are proud to have been able to support Dominion Energy and Ørsted in the US.” The scope for Jan De Nul Group included the transport and installation of both offshore foundations and wind turbines, as well as the procurement and installation of the scour protection. Each foundation is composed of a monopile and transition piece. Peter De Pooter, Manager Offshore Renewables at Jan De Nul Group, concludes, “This project is of great importance for Jan De Nul Group as it has given us the opportunity to work with local, state and federal government agencies in the US and allowed us to familiarise ourselves with the construction of US offshore wind farms.” Jan De Nul’s offshore jackup installation vessel Vole au vent delivered the installation works and was assisted by the multipurpose vessel Adhémar de Saint Venant to perform the scour protection works. Jan De Nul Group has also started offshore installation activities for the TPC Offshore Wind Farm. The first twelve VOL 39 ISSUE 4 |
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pin piles have been installed and the first export cable has been connected to shore near Fangyuan in Changhua County, on the West Coast of Taiwan. The TPC Offshore Wind Farm comprises 21 offshore wind turbines on pre-piled jackets, each anchored to the seabed by four steel pin piles. In a first phase, Jan De Nul Group will install 44 pin piles for 11 jackets, of which 12 are installed. Some 40 more pin piles are shipped from the fabrication yard in South Korea to Taiwan in the coming weeks. For this foundation installation campaign, Jan De Nul Group chartered the offshore installation vessel Aegir from the Dutch company, Heerema Marine Contractors. “The COVID-19 outbreak has a severe impact on our activities,” says Peter De Pooter, Manager Renewables at Jan De Nul Group. “However, we have been able to take the first hurdles caused by this pandemic. It is a relief that we now have been able to start the actual installation works. We are fully determined to continue our engagement in the expansion of the offshore wind energy in Taiwan.” Simultaneously, Jan De Nul’s cable-laying vessel Willem de Vlamingh started with the installation of the submarine export cables. The first out of four cables was successfully pulled to the onshore junction box. Due to the presence of a nearshore oyster farm and an important shipping lane in the trajectory of the subsea cables, these subsea cables 26
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must be buried 21 m below the seabed. Therefore, Jan De Nul drilled four 1 km-long pipes by horizontal directional drilling (HDD) from offshore to the onshore junction box. The landfall works were executed by means of two of Jan De Nul’s Starfishes, trenching excavators, and with the support of Taiwanbased Hung Hua Construction. Taiwan Power Company (TPC) awarded the Offshore Windfarm Phase 1 Project – Demonstration’ contract to the Consortium Jan De Nul-Hitachi during February 2018. The project entails the manufacturing and installation of 21 offshore wind turbines, each with a capacity of 5.2MW. Jan De Nul Group is responsible for the design, fabrication and installation of the foundations, the installation of the wind turbines, the supply and installation of the cables off- and onshore as well as upgrading an electrical substation. Hitachi Ltd. is in charge of manufacturing, assembly and other works related to the offshore wind turbines with downwind rotor. Particular feature of the design
is that the foundations and wind turbines are designed to withstand cyclonic waves and winds, and earthquake loads. Subsequently, the Consortium is responsible over five years for the operation and maintenance (O&M) of the offshore wind farm.
ULSTEIN DELIVERS L AT E S T S OV TO B S M Norway’s Ulstein Verft has delivered the Service Operation Vessel (SOV) Windea Jules Verne to Germany’s Bernhard Schulte Offshore (BSO). The hybrid vessel will work at the Merkur Offshore Wind farm, where she will be operating for GE Renewable Energy. During the vessel’s sea trial all systems were tested, including the hybrid system. Offshore wind is a renewable source of energy, and by introducing a
The Vole au vent on the Virginia offshore wind farm
The Windea Jules Verne
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hybrid system on this vessel the fuel consumption and emissions will be reduced – thereby the overall operations will be greener. The design of the vessel for BSO is based upon the Ulstein SX195 design from Ulstein Design & Solutions AS, which measures 93.4 m in length and 18 m beam. It has accommodation for 120 people. The vessel functions as a ‘home away from home’ for numerous offshore wind service engineers as well as the ship’s crew. Much effort has been placed in keeping comfort high for those on-board. Firstly, the X-Bow and X-Stern lead to softer motions in head seas, significantly reducing slamming and vibrations. This leads to increased quality of sleep and rest when off shifts.
There are also several lounges in close connection to the mess room, a gaming room, a library, saunas and an exercise room. The vessel is equipped with a tower holding a personnel and equipment elevator and a heave compensated gangway for safe transferral to the offshore wind turbines for maintenance and service work. Besides the usual way of operation with the bow to the weather this vessel can move backwards with the stern first when operating infield and will as an add-on use a daughter craft to further increase the service capacity. Merkur Offshore is located outside of Germany. The 66 turbines in this wind farm provide green energy for approximately half a million homes.
C DW E O R D E R S PIONEERING OFFSHORE W I N D I N S TA L L AT I O N VESSEL Following the signing of the early works agreement
in April 2020, CSBC-DEME Wind Engineering (CDWE)
has now taken the Final Investment Decision (FID) for the construction of Green Jade, which is the first floating DP3 heavy lift and installation vessel to be built in Taiwan. The Green Jade will feature an exceptional combination of high transport and load capacity, impressive lifting heights and green technology. The new vessel will be built at CSBC in Kaohsiung and is set to be delivered in 2022. CDWE, Taiwan’s first offshore wind EPCI contractor, was established at the end of 2018 by CSBC, the largest shipbuilder in Taiwan, and DEME Offshore. Green Jade highlights CDWE’s ambitions to further support development of the offshore wind industry in Taiwan and the wider Asia Pacific region. With the vessel being built at CSBC shipyard in Kaohsiung and by operating under the Taiwanese flag, CDWE has shown its 100% commitment to maximising localisation content to enable it to fully support the flourishing offshore wind industry. With its 4,000-tonne crane capacity and DP3 capability, the vessel is perfectly equipped to serve the renewables market. This unique asset will enable VOL 39 ISSUE 4 |
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An artist’s impression of the Green Jade
CDWE and its customers to transport a multitude of the heaviest monopiles, jackets, wind turbine components and structures in a single shipment. With this exceptional combination of high load and lifting capacity, Green Jade can transport and install the next generation of foundations and giant multi-megawatt wind turbines in the most costeffective way. Green Jade will be deployed for both the Hai Long Offshore Wind Project and at Zhong Neng for Zhong Neng Wind Power Corporation Preparatory Office. CDWE signed Taiwan’s first comprehensive, largescale Balance of Plant Preferred Supplier Agreement with Hai Long Offshore Wind Project in October 2019 and for Zhong Neng, the contracts comprise the transportation and installation of foundations, as well as a Preferred Bidder Agreement for the transportation and installation of the wind turbines. Robert Tseng, CDWE Chairman comments, “With Green Jade we will be uniquely positioned to meet the future requirements of our customers and the trend towards larger capacity turbines and bigger wind farm projects, which deliver energy at lower costs. Green Jade will be capable of installing mega monopiles and jacket structures at greater water depths. With DP3 technology this special offshore installation vessel can continue operations under the most challenging conditions.” Wärtsilä’s experience and integration capabilities for wind farm service vessels has resulted in a broad scope of 28
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the company’s solutions being selected for the Green Jade. The 216 m long DP-3 MIV is the largest special vessel to be built at the CSBC yard for offshore wind farm applications. High efficiency and the flexibility to comply with the special needs of the vessel were key criteria in the selection of the Wärtsilä solutions. The full scope includes four Wärtsilä 46DF and two Wärtsilä 20DF dual-fuel engines, as well as Transverse and Steerable Thrusters, DP-3 solution, Navigation system, and selective catalytic reduction (SCR) systems for emissions abatement. The company will also provide site supervision services. “Wärtsilä has earlier delivered a comprehensive scope of integrated solutions for a similar vessel for one of the partners in this joint-venture company.
The success of that project was clearly a contributing factor in the award of this contract,” says Östen Lindell, Director, Marine Unit East Asia & China, Wärtsilä. “We have worked with Wärtsilä for many years and have been very satisfied with the support they provide. In particular, their well-proven solutions and integration skills shorten the engineering and construction time, which is crucial to enabling an on-time delivery,” says Mr Tseng CSBC President and CDWE Chairman. The Wärtsilä equipment is scheduled to be delivered during 2021 and the ship is expected to begin operations in the Taiwan Straits in 2023. It will help boost Taiwan’s windpower capacity, thereby aiding the government’s programme to achieve a 20% share of its energy from renewable sources by 2025.
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AC TA M A R I N E ’ S R E L AY R AC E O N B O R S S E L E OW F ’ S During recent weeks, Acta Marine’s walk-to-work vessels Acta Centaurus and Acta Orion have completed a first - switching vessels within a project. Acta Centaurus had been working on the Borssele I and Borssele II windfarms supporting Van Oord during the Inter-array cable campaign since end of 2019 and is planned to start working on the Borssele III and IV Offshore Wind Farm project for MHI Vestas Offshore Wind (MHI Vestas). Here Acta Centaurus will assist MHI Vestas with the commissioning of their 77 V164 9.5 megawatt turbines through Q1-2021. Acta Marine does not sail away
from a project without delivering a solution. Therefore, Acta Orion took over the scope of Acta Centaurus and thereby providing Van Oord with the walk-to-work services it needs. Through careful planning and co-ordination, the vessels were able to change out seamlessly whilst making the Centaurus available for MHI Vestas’ commissioning work. The Borssele OWF projects are a great example of how versatile Acta Marine’s fleet and services are in supporting construction and maintenance of offshore wind farms. The time line below indicates how the fleet has, and is, supporting the Borssele OWF projects:
• With our CTV’s, we have been
able to assist with the UXO campaign prior to construction of the Wind Farm and starting this year, we also started supporting the Inter-Array Cabling with crew transfers
• Our strong DP Multicat
workboats have assisted with the dredging of the cable trench and later on, with supporting the installation of all four export cables
• Our Walk to Work vessels have
started this year assisting both the Inter-Array cable campaigns as well as supporting the turbine commissioning
One of Acta Marine’s former assets assisting with bunkering the walk-to-work vessels
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U X O C O N T R O L AWA R D E D C O N T R AC T F R O M VAT T E N FA L L UXOcontrol, the Unexploded Ordnance (UXO) risk mitigation solutions expert, has been appointed by Vattenfall as specialist contractor to complete the UXO identification campaign for its Hollandse Kust Zuid offshore wind farm. When construction is completed, the Hollandse Kust Zuid wind farm zone will cover an area of 225 km2 with water depths at site ranging from 18.1 m to 27.8 m. The wind farm is located between 18-36 kms offshore Netherlands. Following geophysical UXO survey work, the identification campaign is scheduled to commence in July 2020, with the mobilisation of UXOcontrol‘s fully equipped UXO identification vessel, Geoholm, which will conduct UXO identification works for an 30
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estimated 14 week period. The works for Hollandse Kust Zuid, which consists of four different sites, will be executed in two campaigns. In 2020 UXO identification will be performed in Site 1 and 2 and in 2021 Site 3 and 4. The project is set to engage 40 of UXOcontrol’s highly-skilled offshore personnel, in addition to six of its onshore experts. N-Sea CEO, Arno van Poppel commented, “The renewable energy sector is one of UXOcontrol’s key markets and we are proud to showcase our capabilities and expertise by working on a project as significant as the Hollandse Kust Zuid wind farm and by doing these works, to make a clear contribution to a better, safer and cleaner world”. Den Ouden CEO, Jeroen den
The Geoholm
Ouden added, “Our experts offer an unrivalled level of international UXO experience and we will be working closely with Vattenfall and RPS to eliminate any UXO-related risks, ensuring the safe construction and successful completion of this project.” UXOcontrol combines the expertise and experience of its two parent companies. N-Sea, a leading survey and IRM subsea solutions provider, delivers effective and cost-efficient subsea support services to asset operators and tier one contractors within the energy industry, whilst BODAC, a leading UXO risk mitigation company, is certified in UXO surveying, identification and neutralising explosives in the marine environment.
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C TA R E C E R T I F I E D A S T H E O N LY C L I M AT E - N E U T R A L C O N TA I N E R T E R M I N A L WO R L D - W I D E
Angela Titzrath, Chairwoman of HHLA’s Executive Board said, “Anyone familiar with HHLA knows that we do not simply rest on our laurels. Though climate and environmental protection have receded into the background due to the coronavirus pandemic, this does not mean the need to act has diminished. Regardless of the current challenges, HHLA remains firmly committed to its climate protection goals.” This means halving its absolute carbon emissions by 2030 compared with 2018 and achieving climate neutrality in the Group by 2040.
HHLA Container Terminal Altenwerder (CTA)
HHLA’s goals make it a pioneer in the Free and Hanseatic City of Hamburg. In the city’s new crossparty coalition agreement, the CTA is highlighted as a standard-bearer for the governing parties’ objective of making the Port of Hamburg climate neutral by 2040. HHLA regards technical excellence and process efficiency as crucial elements in developing sustainable solutions, being environmentally responsible and operating successfully. The CTA’s renewed TÜV certification demonstrates how technical innovation, automation and digitalisation make climate-neutral container handling possible. The 14 container gantry cranes for seaborne handling, the 52 completely electric gantry cranes in the container storage blocks and the four rail-mounted gantry cranes at the largest rail terminal in Europe are all powered by 100% green electricity. Half of the approximately 100 container transporters (Automated Guided Vehicles/AGVs) at CTA already run on lithium-ion
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Germany’s HHLA Container Terminal Altenwerder (CTA), Hamburg has continued to significantly reduce its climate-damaging carbon emissions. TÜV Nord, which certified the climate neutrality of the state-of-the-art facility last year for the first time, has now reconfirmed its rating. The CTA therefore remains the only certified climate-neutral container terminal in the world. However, the development is by no means complete. Hamburger Hafen und Logistik AG (HHLA) intends to be climate-neutral by 2040. The CTA plays a key role in the attainment of this goal.
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batteries. Two-thirds of the fleet will be replaced by the fastcharging battery technology by the end of this year and by 2022, all AGVs will have been switched. The focus of technical enhancements is the avoidance or reduction of carbon emissions under economic conditions. HHLA offsets terminal processes for which this is not yet possible, due for instance to a lack of viable technical solutions, by means of emission reduction certificates. The goal is to consistently reduce the portion that is offset. Last year the carbon footprint at CTA was reduced by a further 6.4% which therefore did
not require compensation. At the same time, HHLA is working with manufacturers on the development of new technological solutions. For example, prototype tests of battery-powered tractor units for use between block storage and the rail terminal are currently being carried out. Titzrath continued, “Since its opening in 2002, the CTA has undergone continuous development. Today, it also serves HHLA as a research and testing laboratory for new, highly promising technologies. Solutions that have proven themselves here are frequently used later at terminal facilities
around the world.” Last year, under the guiding principle of ‘Balanced Logistics’, HHLA consolidated its sustainability strategy by defining measures and setting concrete guidelines and goals in nine areas of action. With the implementation of its ‘Balanced Logistics’ strategy, HHLA is harmonising its environmental, social and economic responsibility. In its newly published Sustainability Report, HHLA demonstrates the ways in which it achieves its defined goals through solutions and projects.
H H L A A N D P O R T O F B R AU N S C H W E I G E N T E R S T R AT E G I C PA R T N E R S H I P Meanwhile, HHLA and Hafenbetriebsgesellschaft Braunschweig mbH (the Port of Braunschweig’s operating company) signed an agreement in Braunschweig’s town hall to begin a strategic partnership. The goal is to promote environmentally friendly inland waterway shipping in hinterland container transport between Hamburg and the inland port in Lower Saxony. The Port of Hamburg is the largest rail port in Europe, and rail-based hinterland traffic is one of its particular strengths. However, this competitive advantage often cannot be utilised on short routes. The distance between Hamburg and Braunschweig, approximately 180 kms, is too short for the 32
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An inland vessel at the HHLA Container Terminal Altenwerder in Hamburg
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train. Inland waterway shipping is an attractive alternative to truck transport on this route. Transit time via the waterway is approximately 24 hours. “Hamburg and Braunschweig have excellent connections via the river Elbe, the Elbe Lateral Canal and the Mittelland Canal,” said HHLA Executive Board member Jens Hansen, responsible for operations. He pointed out that 70,000 teu were moved between Hamburg and Braunschweig via the waterway last year, saving approximately 40,000 truck journeys. “In order to shift additional transport volume to environmentally friendly inland waterway carriers, we want to work together with the Port of Braunschweig to develop new transport concepts for companies interested in forwarding goods,” said Hansen.
“This will relieve the burden on roads and reduce CO2 emissions at the same time.” “We currently offer seven inland waterway departures between Hamburg and Braunschweig each week,” reported Jens Hohls, managing director of Braunschweig’s port operating company. “This traffic must run reliably. Our strategic partnership with HHLA is therefore particularly important to us.” This strategic collaboration with an inland port is a first for HHLA. Hansen has announced that additional ones shall follow; the company is already conducting discussions with further inland ports in the hinterland of the Port of Hamburg. The Port of Hamburg is not
only the largest seaport but also the second-largest inland port in Germany. Approximately 10,000 inland vessels call each year at the terminals in Hamburg. Since 2012, the annual volume of container traffic reaching or leaving the Port of Hamburg by inland waterway vessel has grown by 50% to approximately 140,000 teu. The Hamburg Vessel Coordination Centre (HVCC), a joint venture between Hamburger Hafen und Logistik AG and Eurogate Container Terminal Hamburg (ECT), helps to provide smooth processing. Last year, the HVCC developed a digital platform especially for inland waterway ships which centrally coordinates ship calls, routes within the port, the assignment of berths and terminal handling.
B E S T T E R M I N A L B R E A KS T H E H I S TO R I C A L R E C O R D
- starting with almost 8,000 moves in Week 22, all move records have been shattered week after week, until reaching almost 8,500 moves in Week 24. This change in demand, with large cargo concentration peaks on large deep-sea vessels and a smaller number of calls, directly impacts on the way terminals must approach the services they offer. The way to put forward a valuable proposal to shipping lines with these types of calls, is to offer productivity per call that exceeds by far the average efficiency in container terminals. With this in mind, it is key to highlight the relevance of the important investments made by BEST, both in the number of cranes available and capable of operating these types of ships,
In the current context, marked by the effects of the COVID-19 pandemic, terminals are showing a considerable drop in overall port volumes, this associated with a decline in economic activity, and with a large number of blank sailings due to shipping lines’ attempts to align capacity with existing demand. However, the paradox is that despite the fact that calls and volume arriving at the Port of Barcelona’s BEST terminal have decreased, moves/call ratio have significantly increased. During week 23, BEST terminal welcomed the largest vessel
to call at the Port of Barcelona, MSC Sixin, with a capacity of almost 24,000 teu. Subsequently, similar ships from the 2M alliance have been arriving on a recurring basis covering the route between the Far East and Europe, grouping together all the moves that a few weeks ago were made between different services of the same alliance and which were cancelled due to the exceptional situation. During May and June, BEST terminal has seen how the number of moves/call has broken all existing historical records in the Port of Barcelona
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and in the operating system at all levels (equipment and TOS), which has made it possible to maintain, on a constant basis, productivity per crane between 35 and 45 moves/hr and a large number of equipment working simultaneously on the ships. In these specific instances, which are so important, we have worked with up to seven
cranes and on average more than five cranes operating constantly during each call, and with productivity levels above 35 moves/hr/crane (sometimes exceeding 42 moves/hr), far above the average for European terminals, which is normally below 25 moves/ hr/crane. These facts enable us to complete these operations
in approximately a couple of days generating competitive advantages to the shipping lines that operate in BEST. Productivity - frequently exceeding 200 moves/hr onboard the ship - reduces call time at the port by several days, thus lowering the shipping lines’ port and operational costs. Furthermore, time gained at BEST, enables shipping lines to cut navigation speed to reach their next port of call, thus also leading to significant fuel savings. Finally, the terminal operates with equipment that, for the most part, does not use fossil fuels and applies energyregeneration technology, allowing BEST to reduce the environmental impact of maritime traffic in its area of influence. In short, BEST’s operational efficiency complements the Port of Barcelona’s strategic position, generating a competitive difference based on three fundamental pillars - Closer, Faster & Greener.
A B P A N N UA L R E V I E W 2 0 2 0 P R O M OT E S S U S TA I N A B L E S U P P LY C H A I N S Associated British Ports (ABP) recently published its Annual Review 2020, which celebrates the company’s achievements over the past 12 months and its on-going commitment to building sustainable supply chains. This year, the document was launched with an online video featuring ABP’s Chief 34
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Executive Officer, Henrik L. Pedersen, in which he highlights key milestones and thanks ABP colleagues and the wider maritime sector for their excellent work in these challenging times. Henrik L. Pedersen, ABP’s Chief Executive Officer, said, “I am proud of our entire organisation and our customers, as we have
worked with industry partners and government to support the UK economy and limit supply chain disruption. “Our ports remain an integral part of international supply chains, connecting businesses to global markets. In order to fulfil this essential role in international trade and the UK economy, we work together with
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our customers, with whom we share a commitment to safety, sustainability and environmental protection, and we continue to make great strides in these areas.” Over the past year, ABP has continued to invest in its people, facilities and equipment to deliver the best possible service to its customers safely and sustainably. ABP has also continued to transform its ports and terminals into low carbon, resilient hubs, which can help build the sustainable supply chains of the future. Currently, 17 out of ABP’s 21 ports have renewable energy generation projects providing clean power for ABP, its customers and the National Grid. In addition, ABP has invested over £50m in green technologies since 2011, including renewable energy projects, electric vehicles, electric port equipment and fuel efficient pilot vessels. Other key investments in the enhancement of port facilities include £33m in the expansion and upgrade of Immingham Container Terminal and £6.8m in the Port of Hull to install the Humber’s largest roof-mounted solar scheme. The Port of Southampton, the UK’s number one export port, has also seen major investments in its infrastructure and equipment to improve efficiency ABP’s Henrik L. Pedersen
and boost sustainability. In Wales and Short Sea Ports, there have also been major investments including a new port office in Lowestoft to support the offshore energy sector, a £2.2m terminal in Ayr and £7.8m to replace and refurbish lock gates at the ports of Cardiff and Swansea. ABP’s network of 21 ports handle around 25% of all UK seaborne trade and offer unparalleled marine, road and rail access to domestic and international markets. ABP also owns the UK’s busiest rail freight terminal at Hams Hall located in the heart of the country.
XELLZ AC Q U I R E S ADDITIONAL L A N D TO D E V E LO P A FREE ZONE AT R O S S L A R E EUROPORT Holland’s XELLZ has acquired 100,000 m2 of land to add to its existing 200,000 m2 already secured at the port of Rosslare, Ireland. The decision to obtain this new land has also progressed plans to create a Free Zone at Rosslare Europort and the Europort Business Park (EBP). Following the recent announcement by Iarnród Éireann that Rosslare Europort is to undergo a major
transformation with a €30m investment, XELLZ intends to secure the port’s position as a competitive offshore wind hub by developing a Free Zone. Free Zones are secured customs areas within the European Union where non-Union goods can be introduced free of import duties, charges (i.e. taxes) and commercial policy measures. These goods may, following time in the Free Zones, be released to the domestic market (subject to payment of import duties and other charges). Phonsey Croke, Chief Strategy Officer (CSO) of 24shore Ireland, says, “This gives companies who locate in the Rosslare Europort Business Park Free Zone (EBP-FZ) the ability to operate and install offshore wind farms (OWF) in a cost-effective and competitive manner. There are many OWF’s to be installed and operated in Ireland, UK, and across the continent and having a Free Zone will help ease the flow of goods and keep projects moving.” Through its offshore services subsidiary 24shore SBS (Supply Base Services) and XELLZ Ireland, XELLZ will establish an offshore wind supply base to serve and support future offshore wind farms, bringing new energy to the region. The EBP will become a hive of activity where businesses directly related to the upcoming Offshore Wind Farms (OWF’s) can establish themselves. The EBP offers ample storage and assembly areas to manage the wind turbines, transition pieces and mobilisation equipment. There will be areas for companies providing maintenance, operational, and VOL 39 ISSUE 4 |
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repair services to this budding renewable energy market. The space will also house a new training facility for the renewable industry where young potentials (YP) can undertake professional training for the offshore wind energy industry. Finbarr Cleary, Chief Executive Officer (CEO), XELLZ Ireland says, “We are committed to making the Rosslare development a national success story. The support we have received from the wider community, industry associations, local and national government and independent agencies has been really encouraging. The South-East of Ireland is set to become an
The Port of Rosslare
area of international commercial activity as well as an Operations & Maintenance Centre of
Excellence (O&MCOE) for many industries.”
T E E S P O R T O N T R AC K TO S U P P O R T I N T E R N AT I O N A L T R A D E G R OW T H UK’s Teesport is celebrating the success of its bespoke Vehicle Booking System (VBS), which has seen over 370,000 appointments created since the system was introduced in July 2019. The technology, which requires hauliers to pre-book appointments when dropping off and collecting containers, places the Port in a prime position to support the smooth flow of goods transiting Teesport when new, post-Brexit border controls, are introduced. With over 17,000 vehicles visiting Teesport in an average month, the proven VBS technology ensures that the Port can continue to handle increasing volumes and support future international trade 36
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growth without compromising levels of customer service. PD Ports launched the VBS in conjunction with its automated gate system – both part of an on-going - multimillion-pound investment to ensure Teesport retains industry-best average gate-to-gate times – how long it takes for a vehicle to arrive, unload, reload and exit the Port – even as demand continues to grow. One year on, over 1,300 individual users and 6,000 licence plates are registered on the VBS with world-wide logins from countries such as the Netherlands, USA, Germany and the UAE. Mel Hannaway, PD Ports’ Change & Delivery Manager,
led and managed the implementation of the new system and explained why the VBS is an important addition to Teesport’s infrastructure. “There were multiple objectives in mind when we first explored the concept of VBS,” said Mel. “We were looking to reduce manual tasking at the automated gate and improve efficiencies as part of our wider business strategy – meaning that we are able to exceed current standards whilst continuing to grow volumes. “Teesport is a rather unique terminal in that we have both a deep sea and short sea customer base, meaning that we handle an expansive range of cargo,” added Mel.
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“We needed a solution that would be fit for purpose and still enable us to provide the level of service our customers expect. I’m delighted to say that in the last twelve months we have successfully achieved our objectives. “This is an important milestone in our wider strategic vision to position our operations along the River Tees as complementary components of a rebalanced UK economy, enhance the international
competitiveness of the UK and Tees Valley, and facilitate its continued growth.” PD Ports worked with CAMCO, a leading provider of automation solutions, to develop and implement the VBS to keep cargo moving quickly with minimum congestion and disruption. As a result, Teesport has been able to reduce transit times for a vehicle entering and leaving the site to just 30 minutes.
C O N TA I N E R HANDLING C A PAC I T Y INCREASES IN THE HUMBER The Government’s recent announcement, that it will be taking a much less rigorous approach to border checks in ports as the UK leaves the European Union zone on January 1st 2021, has been welcomed. The measures will apply to products being imported into the UK from the EU, but there will need to be reciprocal arrangements for UK exports into EU countries. This move will give a degree of breathing space to transport and logistics specialists, as well as port operators, to adapt infrastructure to accommodate any extra checks that may
A truck entering PD Ports’ Automated Gate
be needed in the post EU membership future. New Border Control Posts will certainly be needed, in a number of key port locations. For the four ports on the Humber this creates an interesting opportunity. Perhaps the most affected port in the UK to a change in the border checks regime will be the Port of Dover. With a large volume of ro/ro traffic all coming from the European Union, and no space
in which to locate additional checks, it is quite likely that significant delays in the Dover / Calais crossing will become the new reality. The Humber Ports do not face the same challenges. There is plenty of land around what is already the biggest port complex in the UK, to accommodate Border Control Posts and other border checks infrastructure, to ensure the smooth flow of trade. Added VOL 39 ISSUE 4 |
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to this, a recent study by the University of Hull showed that as well as being faster and cheaper for traders to reach the Midlands and the North via the Humber, if just 10% of the traffic that currently enters the UK via Dover were to relocate via the Humber Ports, 100,000 tonnes of carbon emissions could be saved every year. The Humber Ports have remained a force of strength throughout the COVID-19 crisis, remaining open throughout and proving to be a vital link in the supply chain for power, fuel, food and medical supplies.
In fact, around 10% of the nation’s electricity, and 25% of the nation’s refined oil for petrol and diesel comes through the Humber Ports. Both have continued to perform strongly throughout the lockdown. At the same time, there has been a continued expansion of the container offer in the Humber. On the back of the upgrade to Hull Container Terminal in 2018, ABP has been investing £33m in upgrading Immingham Container Terminal, which will increase the capacity and efficiency of the service. New gantry cranes left their
manufacturers in China in the last fortnight bound for Immingham. This expanded Humber container offer, added to the scope there is to accommodate additional checks, mean that the prospects of increasing trade flows through the Humber Ports, and growing jobs in the regional economy as a result, are very positive. As the Government strives to level up the UK economy and to rebuild following COVID-19, this could be a compelling way to help achieve those aims.
Ship to shore cranes leaving China to come to the Port of Immingham 38
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Anniversary celebrations in the Port of Algeciras
T T I A LG E C I R A S C E L E B R AT E S 10 Y E A R S A decade ago, TTI Algeciras, located on the Isla Verde Exterior docks at Port of Algeciras in Southern Spain, was pioneer launching the first semiautomated container terminal in Southern Europe and the Mediterranean. It is currently one of the 60 automated or semi-automated terminals existing worldwide. To commemorate this important milestone, an official event took place recently at the TTI Algeciras facilities in which a commemorative plaque was placed to celebrate the Terminal’s 10 years of operations. This event was attended by representatives of
the Andalusian Government, the City and its City Council, the Port Authority of the Algeciras Port and the Top Management of the Container Terminal, Mr. Alonso Luque and Mr. Thomas Lee as CEO and General Director. During these 10 years the Terminal has created stable employment and value for the region. The terminal operates some 1,500 vessels every year, the annual volume of cargoes passing through our docks has doubled and we have moved more than 10m teu accumulated since 2010. Import/export traffic has increased 300%, reefer nowadays represent 12% of total traffic and container
and break-bulk cargo have generated synergies never seen before. Likewise, thanks to a large network of more than 25 shipping companies that call the Terminal with 30 regular services, it connects directly with 130 ports around the world with unbeatable transit times. As a part of the HMM’s family, TTI Algeciras’ purpose is to continue creating wealth for this region, for Andalucía, and to further promote the development and optimisation of the facilities in a sustainable way with the environment, striving for safety, innovation and a commitment with lower emissions. VOL 39 ISSUE 4 |
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Germany’s Hamburger Hafen und Logistik AG (HHLA) is one of the first ports world-wide to develop solutions for its Hamburg container terminals that use machine learning (ML) to predict the dwell time of a container at the terminal. The first two projects have now been successfully integrated and implemented into the IT landscape at Container Terminals Altenwerder (CTA) and Burchardkai (CTB). Angela Titzrath, Chairwoman of the Executive Board of HHLA, emphasised the importance of ML for the company in her welcoming address at the World Artificial Intelligence Conference (WAIC) which took place in Shanghai during early July. “Advancing digitalisation is changing the logistics industry and our port business with it. Machine learning solutions provide us with many opportunities to increase productivity and capacity rates at the terminals.” The HHLA Chairwoman announced that further uses for ML were bound to be identified. The productivity
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of automated block storage at CTA will be increased by means of an ML-based forecast. The goal is to predict the precise pickup time of a container. Processes are substantially optimised when a steel box does not need to be unnecessarily restacked during its dwell time in the yard. When a container is stored in the yard, its pickup time is frequently still unknown. In future, the computer will calculate the probable container dwell time. It uses an algorithm based on historic data which continually optimises itself using state-of-theart machine learning methods. A similar solution is applied at the CTB, where a conventional container yard is used alongside
an automated one. Here too, ML supports terminal steerage by allocating optimised container slots. In addition to the dwell time, the algorithm can help calculate the type of delivery. The machine learning solutions can predict whether a container will be loaded onto a truck, the train, or a ship much more accurately than can be determined from the reported data. A significant positive effect can already be seen at both terminals since the containers are stored based on their predicted pickup time and must therefore be moved less frequently. The projects were driven forward by teams from HHLA and its consulting subsidiary HPC Hamburg Port Consulting.
Container yard at HHLA Container Terminal Altenwerder
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KALMAR WINS ORDERS F R O M AU S T R A L I A , BARBADOS AND CHILE Kalmar, part of Cargotec, has received significant orders from across the world. It has an order for 10 Kalmar Eco reachstackers, five empty container handlers and one medium forklift from ACFS Port Logistics Pty Limited (ACFS). The deal includes a full-scope Kalmar Care service contract for four years. The order is scheduled for delivery in the fourth quarter of 2020. The service agreement comes into effect in September 2020. ACFS is the fastest-growing privately-owned logistics company in Australia, moving over 1.2m teu annually. ACFS have a presence in all capital cities across Australia, with core infrastructure assets that specialise in the container logistics supply chain. ACFS’ sites are strategically located on-port and off-port connected by high productivity vehicles and rail. They manage over 200,000 m2 of warehousing footprint and 900,000 m2 of yard footprint providing container transport and storage, empty container park, intermodal/rail terminals and AQIS (Australian Quarantine and Inspection Service) and customs bond services. Kalmar will be providing ACFS with the latest ecoefficient technology in mobile equipment to bring its fleet size to 44 across Australia. Kalmar Eco Reachstackers will be instrumental in helping
ACFS to cut emissions at their terminals and achieve a significant reduction in fuel costs. The empty container handlers are built on Kalmar’s proven G-Generation platform, which makes maintenance easier and provides a comfortable, ergonomic working environment for operators. The machines will be operating at an intermodal rail facility, an emptycontainer park and a distribution depot in Melbourne, Sydney and Brisbane. Kalmar has also concluded an agreement to supply Barbados Port Inc (Barbados Port) with four fully electric forklifts and two hybrid straddle carriers for use at the Port of Bridgetown. The order is scheduled for delivery during the fourth quarter of 2020. The Port of Bridgetown is a full-service seaport located in Barbados and managed by Barbados Port Inc. Its marine terminal handles all major categories of cargo including containers, liquid, dry and break bulk and vehicles. The new equipment acquisitions are all part of the capital investment necessary to modernise and enhance the competitiveness of the Port of Bridgetown. The electric forklifts will be used in breakbulk operations, moving cargo such as steel, cement, lumber and poles. The Kalmar machines will provide all the performance of a powerful
diesel truck but without the emissions, noise or vibration. They will include a time-saving diagnostic system and a fully adjustable EGO cabin with industry-leading ergonomics. The two new Kalmar hybrid straddle carriers will help the customer to minimise STS waiting times and speed up vessel turnaround times. Powered by the latest in lithium ion battery technology and featuring a maintenance-free regenerative energy system, they will deliver significant savings for Barbados Port in terms of fuel, CO2 emissions and noise pollution as well as reduced maintenance costs compared to conventional diesel-powered machines. The straddle carriers will also be fitted with the required hardware to enable them to be connected to Kalmar Insight – a performance management tool for cargo handling operations that turns data into actionable, impactful insights. In addition to the machines, Kalmar will also provide commissioning services and maintenance and operator training for customer personnel. Kalmar will also supply DP World Lirquen terminal in Chile with a total of nine Kalmar mobile equipment items. The order, which comprises two Kalmar G generation
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reachstackers, one Kalmar U generation reachstacker for handling laden containers and six Kalmar Ottawa T2 terminal tractors, is scheduled to be staggered through the fourth quarter of 2020. A long-term Kalmar customer, DP World is one of the world’s leading operators of marine and inland terminals. DP World now serves cargo owners and shipping lines at five key gateways on the west coast of South America in Posorja, Ecuador, Callao and Paita in Peru and San Antonio and Lirquen in Chile. The Kalmar Gloria reachstacker has been designed in collaboration with operators, maintenance personnel, production and terminal managers from around the world. The machine includes a wide range of features to increase the operator efficiency. The ergonomic EGO cabin
provides 360-degree visibility with intuitive controls, as well as advanced diagnostics that makes daily checks and fault resolution quicker and easier. The U generation Kalmar reachstacker has a Spirit Delta Cabin. The units supplied to Lirquen terminal will incorporate a soft landing and noise dampening system to reduce the noise while handling containers. The safety features include the Pedestrian Detection System and a Fire Suppression System, which can automatically detect and extinguish vehicle fires in seconds, increasing the safety of personnel and equipment alike. The robust Kalmar Ottawa Terminal Tractors and Kalmar Gloria reachstackers offer all the required efficiency for 24-hour operation enabling the terminal operators to handle containers with safety, stability and precision, including standard
ISO, reefers, tanks, specials and flat racks. All the three reachstackers and six terminal tractors will be fitted with the required hardware to enable them to be connected to Kalmar Insight – a performance management tool for cargo handling operations that turns data into actionable, impactful insights.
KO N E C R A N E S R E C E I V E S O R D E R S F R O M LO U I S I A N A A N D T R I E S T E In the second quarter of 2020, Port of South Louisiana ordered two Konecranes Gottwald Model 6 Portal Harbour Cranes for its public facility, Globalplex Intermodal Terminal (Globalplex). With commissioning planned for September 2021, the cranes will increase capacity for bulk materials and add flexibility for future handling of containers and project cargo. The Port of South Louisiana 42
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is America’s largest tonnage sea gateway for international trade. With increased throughput tonnage and the need for efficiency, Globalplex, located in Reserve, Louisiana and on the east bank of the Mississippi River, saw the need for new, updated equipment. Konecranes will be providing the required high-performance and extremely robust port equipment that would handle the large cargo volume and
years of continuous use. Their two new cranes will be Konecranes Gottwald Portal Harbour Cranes in the G HSK 6548 B four-rope variant, with a maximum lifting capacity of 125 t. These flexible machines offer the potential for continuousduty bulk material handling or heavy project cargo, but the order also includes a boomtop cable reel to operate electric spreaders for container handling. Included are smart crane features such as hoisting-
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Port of Bridgetown container terminal
height and working-range assistants and cargo-hold totaliser. Further, web reporting and remote desktop control utilise the latest technology that add ergonomics, efficiency and safety to crane operation and performance. Mounted on customised portals, the cranes will use the existing rail infrastructure. In order to minimise downtime, the order includes a large spare part package so that maintenance and some repairs can be completed quickly by their own technicians. Also during the second quarter of 2020, Piattaforma Logistica Trieste (PLT) ordered an eco-efficient Konecranes Gottwald Mobile Harbour Crane for a new terminal in the Port of Trieste in north-eastern Italy. After delivery in September and commissioning in October, the crane will handle containers, general cargo and heavy project cargo. PLT is a partnership formed by local companies to build
and operate in a public private partnership (PPP) with the Trieste Port Authority, a new marine terminal in the Port of Trieste, at the very north end of the Adriatic Sea. The port has been a key regional transport hub for centuries but has experienced a marked increase in intermodal shipping traffic in recent decades as it
provides a gateway to growing trade with central and Eastern Europe. The new terminal needs a flexible crane for all types of cargo vessels and PLT feels that Konecranes fulfills their requirements exactly. The new crane will be a Konecranes Gottwald Model 5 Mobile Harbour Crane in the G HMK 5506 variant. This
The Konecrane Gottwald Model 5 (left) and the Model 6
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order includes two twin-lift spreaders with 60 t capacity for containers, a good example of the high versatility of the crane. Its working radius of up to 51 m gives the reach needed for ships up to post-Panamax class and a maximum lifting capacity of 125 tonne allows both general cargo and heavy project cargo
handling. The crane can also lift bulk materials with a motor grab if necessary. Smart crane features, including a hoisting height assistant, and a landside lowering function, make the job of the operator easier and safer. The cranes will have built-in readiness for an external power supply, so conversion to electric
operation will be easy when resources allow. Web-based reporting and a remote desktop provide relevant crane data to increase both performance and serviceability. Local service technicians and operators will receive customised Konecranes training as part of the package.
T H E ‘ F R E E R I D E R ’ C O N TA I N E R C R A N E R E L I E S O N C O N T I N E N TA L T Y R E S Work in ports poses a particular challenge to the tyres of the vehicles and cranes used - Due to large weight differences, twists in a narrow space, long standing times, and ongoing UV radiation, the tyres are required to do a lot of things. Continental offers a wide range of tailor-made tyre solutions for port fleets that are capable of overcoming these challenges. The product range includes air and solid tyres for all vehicle types used in port logistics. This also includes container cranes, known as rubber tyred gantry cranes (RTG). When it comes to tyres, innovation leader Künz is also relying on Continental’s CraneMaster for the new container crane Freerider (RTG). With the new Freerider container crane, Künz is breaking new ground and enabling an even more efficient and faster container handling in ports the crane can also be operated at a higher driving speed and even be operated with load right from the start. The high degree of flexibility in handling and the stiffer overall concept
of the crane also bring greater comfort for the crane operator, in addition to significantly increased safety. When choosing the tyres for the Freerider, innovation leader Künz is relying on Continental - Each of the 16 CraneMasters guarantees the crane operator the necessary freedom of movement with maximum safety and a long service life. “The tyres deal with enormous loads in the day-to-day work in the port. We have opted for the CraneMaster because it has been able to meet this challenge in the best possible way,” says Walter Schönecker at Künz GmbH. “Container cranes lift extremely heavy loads, which leads to very particular demands on tyres,” adds Julian Alexander, product line manager for Material Handling at Continental. “Flat spots or damage to the carcass are not uncommon. The CraneMaster has an exceptionally robust tyre design that has been specially developed for these challenges. This makes it ideal for Freerider.”
The ContiPressureCheck tyre pressure monitoring system ensures additional safety. Integrated in the Künz CraneManagement system, it informs the fleet operator about tyre pressure and temperature. Continental developed the CraneMaster to improve the efficiency and mileage of port vehicles under the extreme load. It has an exceptionally robust tyre design, which reduces wear and damage due to the high load on the tyre walls and the tread. Compared with conventional tyres, it offers excellent manoeuvring properties, even when rotating, high stability, low rolling resistance, delayed aging, and optimised wear.
The Freerider RTG 44
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JA N D E N U L TO I N S TA L L S U B M A R I N E P OW E R C A B L E F O R C R E T E - P E LO P O N N E S E INTERCONNECTION and post-lay protection works up to 600 m water depth. Wouter Vermeersch, Manager Offshore Cables at Jan De Nul Group said, “After the successful execution of the Borkum Riffgrund 2 and Trianel export cable projects back in 2018, we are pleased to continue our good relationship with Hellenic Cables through the award of this challenging interconnection project. The cable route runs over very deep waters and a difficult seabed with extremely steep slopes.”
PROJECTS
Belgium’s Jan De Nul Group and Hellenic Cables join forces for the installation and protection of a submarine power cable between the island of Crete and the Peloponnese region of the Greek mainland, developed by ADMIE. Hellenic Cables, through its 100% subsidiary Fulgor SA, will produce the 135.7 kms long cable at its Corinth plant. Jan De Nul Group is responsible for the installation of the cable in water depths up to 980 m using its Cable Laying Vessel Isaac Newton as well as the pre-
Jan de Nul’s Isaac Newton
NEW SL-LED 324S FOR LIGHTHOUSE UPGRADES The SL-LED 324S is a new addition to Sealite’s range of LED light sources. The lantern replaces the traditional lamp in fixed or rotating lighthouse optics. The original optic lens remains
in place, retaining the historical significance of the lighthouse. The IALA Incheon Declaration (2018) declares historic lighthouses as world heritage sites. Sealite’s LED technology offers whiter and brighter results with an expected life of up to 10 years. This compares to traditional light sources that only last around 12 months. Since 2013, Sealite SL-LED light sources have been installed in over 70 lighthouse upgrades globally. The team of experts offers:
• 100 years of combined experience in lighthouse optics
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• Knowledge and expertise to specify, design, build and install
• Success in a broad scope of applications • Delivery of an end-to-end solution • Experts you can trust Lighthouse operators can achieve significant savings in both maintenance and replacement costs. Make the switch to an LED light source for your next lighthouse project.
D N V G L A P P R OV E S SHELL CARBON CAPTURE T E C H N O LO GY DNV GL has approved as qualified, technology for a full-scale demonstration project to remove carbon emissions at a waste-to-energy plant in Oslo, Norway. Gassnova, the Norwegian state agency for carbon capture and storage projects, is supporting the project, which tested Shell’s CANSOLV CO2 carbon capture technology at Fortum Oslo Varme’s Waste-to-Energy plant at Klemetsrud in Oslo. This project will contribute towards Norway’s target to reduce emissions with at least 50 %, and towards 55 % by 2030 compared to 1990 levels. The Fortum Oslo Varme plant incinerates domestic and international sorted household and industrial waste. The excess heat is used to produce district heating and electricity. DNV GL worked with Shell and Fortum Oslo Varme to verify the application of its recommended practices - DNVGL-RP-A203 Technology Qualification and DNVGL-RP-J201 Qualification procedures, for carbon dioxide capture technology. The recommended practices provide a systematic approach to technology qualification in a manner that ensures traceability throughout the process. Steam and CO2 are emitted at Klemetsrud, where dust, dioxins, NOX HCL, SO2 and heavy metals are cleaned from the flue gas. The capture 46
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of more than 90 % of all CO2 in the flue gas was achieved during a pilot initiated in 2018. Going full scale with CCS, and with 50% of waste incinerated at the plant being of biological origin, the environmental performance of the plant will be significantly improved by achieving net negative emissions. Around 400,000 tonnes of CO2 can be captured at the site every year, the equivalent of removing 200,000 cars from regular use. The plan is that captured CO2 from the plant will be injected into geological formations thousands of metres below sea level West of Norway. “The third-party technology qualification by DNV GL gave us confidence that the project risk related to implementing the Shell technology was low. The pilot plant demonstrated the ability to capture more than 90 % of the CO2 from the flue gas at our waste-to-energy plant in Oslo. When we establish a full-scale CO2-capture plant we can significantly reduce the city’s CO2 emissions. We aim to export the use of CCS to Europe’s waste-to-energy plants contributing to reaching the goals of the Paris Agreement,” said Jannicke Gerner Bjerkas, CCS-director in Fortum Oslo Varme. Per Langer, Executive Vice President, City Solutions, Fortum added, “We believe cities are leading forces for climate change and the Fortum Oslo Varme plant being connected to the city and its infrastructure is very well suited to act on climate change and create a cleaner world.” DNV GL has also undertaken technology qualification at a second pilot site supported by Gassnova. In April, the risk management and quality assurance company approved CCS technology developed by Aker Solutions and tested at Norcem’s cement plant in Brevik, Norway. Arve Johan Kalleklev, Regional Manager, Norway and Eurasia, DNV GL – Oil & Gas said, “Carbon capture and storage is currently the only technology capable of achieving the significant reductions in CO2 emissions needed to lessen the environmental impact of industrial processes around the world. “In September 2018, the World Bank announced that waste production is predicted to rise by 70 % to 2050. More than two billion tonnes of waste per year are currently generated
PORT ENGINEERING MANAGEMENT PROJECTS
The Fortum Plant
by the global population. “Fortum Oslo Varme’s CCS project is expected to help lead the way in tackling the global waste crisis, proving that large-scale waste incineration and combined heat and power plants can not only reduce the use of landfills, but also significantly reduce or offset CO2 emissions associated with industrial carbon output,” concluded Kalleklev. “Shell is pleased to be able to collaborate with Fortum to bring carbon capture technology to the City of Oslo. We are proud that our 70+ years of developing technologies such as Cansolv CO2, to treat various process and natural gas streams has provided added assurance of a successful outcome to Fortum’s CCS project,” said Paul Rek, Vice President of Shell Catalysts & Technologies.
PD PORTS WINS MAJOR PIPELINE C O N T R AC T
The Port of Hartlepool
PD Ports has won a major pipeline contract with global oilfield services company, Saipem to service the Tolmount gas field, one of the largest undeveloped gas discoveries in the Southern North Sea. Owned and operated by PD Ports, the Port of Hartlepool secured the contract to handle, temporarily store and load 26,000 tonnes of steel pipe over a five-week period before final vessel load-out to Tolmount gas field, located 64 kms off the coast of Shetland in Yorkshire. Headquartered in Milan, Italy, Saipem awarded the contract to PD Ports based on Hartlepool’s excellent port facilities and infrastructure, complemented by an available land bank to cater for large-scale offshore projects and underpinned by a skilled and experienced workforce in steel handling. The pipes, which arrived at the Port of Hartlepool via three shipments, each carrying around 9,000 tonnes of steel pipe, have been stored within the extensive quayside warehouse facilities since arriving in April. Having commenced work on the project in mid-June, PD Ports’ highly skilled team is managing the daily load out to supply the pipe-laying vessel in the North Sea, which expects to complete by the end of August.
Frans Calje, PD Ports’ CEO, said, “This latest contact win builds on our long and proud history in the handling of steel pipes for major offshore projects at Hartlepool and demonstrates our vision to further develop our facilities and position the Port as a major UK offshore supply zone. “We continue to invest heavily in our facilities and our people in the Tees Valley, and as a result we have built a highly regarded reputation for deliverable logistics services. This combination of capacity, infrastructure and skills has provided the building blocks to develop strong partnerships and attract new business to the region - stimulating economic growth and supporting local jobs within the supply chain.” VOL 39 ISSUE 4 |
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T H R E E G I A N T R E AC TO R S O F AT B G R O U P LEFT VENICE FOR THAIL AND The company operating in the Port of Venice continued its projects and productions despite the COVID-19 emergency. Venice continues to represent the best gateway for project cargo. The three mega reactors manufactured by the Heavy Equipment division of ATB Group – as the Brescia-based company leader in the design and production of equipment for the energy sector, operating in Porto Marghera for over 40 years - left the Port of Venice for Thailand in recent days. ATB was chosen by the Samsung, Petrofac and Saipem consortium to supply equipment to Thailand’s leading energy company. ATB shall supply three pieces of equipment in all- stage reactors made of vanadium-modified CrMo steel. These are extraordinary equipment at all: their diameters range from 5.4 m to 5.7 m, weigh ranging from 880 to 1,700 tonnes and lengths from 37 m to 52 m. The shipping marked a new record for the Venetian Port, after the reactors for Dangote (Nigeria) shipped in summer 2018. ATB Group represents an excellence born in Lombardia – one of the greatest regions in the North of Italy, as a wide area where leading companies in the field of engineering and production of big components for energy industry are historically located - that chose the Port of Venice as the best hub to complete the production phase – indeed, ATB quarter in Venice is just 400 m from the quay – besides for its logistics solutions and the shipping to major world markets. The Port of Venice is among the most important European ports in project cargo handling and nowadays most relevant shipping companies in this field regularly call the Venetian hub. Consolidated expertise and special know-how are among the assets that the Port of Venice has to offer: a network of terminal operators, carriers, forwarders and maritime agents specialised in project cargo logistic; loading wharfs with a capacity of up to 7 tonnes.m2 that can be 48
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significantly increased through plates and structures for load distributions where required. The leading role of the Port of Venice rests on a number of competitive strengths that allow for handling large volumes of traffic while ensuring top-notch efficiency throughout the logistic chain. “Once again it is the people who have made the difference - a cohesive and tight team and a supply chain that has worked perfectly,” explains Luigi Redaelli, Managing Director of ATB Group’s Heavy Equipment division. This goal is even more significant when contextualised in a difficult period for the industry in Northern Italy. “As a company we moved immediately to make employees and collaborators safe and protect their health,” adds Redaelli. “Despite the concerns of recent months, The first of three reactors being loaded on-board ship
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the will to do and do well prevailed among our people, to give value to our customer.” Boarding operations were carried out by the Multi Service terminal, as an historical partner of ATB Group in Venice; as a matter of fact the
terminal is provided with a direct customs access with ATB for the entrance of this giant cargo to the port.
S C H A D E S PA R E PA R T S S U P P LY TO TA M A N SEAPORT Two SCHADE Wagon Tipplers working in parallel
During October 2019, the first of two coal and iron ore handling lines was commissioned at the new Taman Seaport built by the Russian company OTEKO-Portservice, in the Krasnodar Region on the Black Sea. As part of a large order for this project, Germany’s SCHADE Lagertechnik, Gelsenkirchen supplied a system which unloads three wagons at a time, with each of the two Triple C-Frame Wagon Tipplers working in parallel. Now OTEKO has placed a very substantial spare parts order with SCHADE. SCHADE’s customer OTEKO attaches great importance to having the Wagon Tipplers in operation as permanently as possible, and has therefore placed its spare parts order for strategically important components such as gearboxes, as well as for consumables essential for operative requirements, for example the hydraulic systems. Deliveries will be made in various lots from the second half of 2020 to the first quarter of 2021. The two commissioned Triple C-Frame Wagon Tipplers, with unloading capacities of 60 wagons per hour each, are part of the largest order so far in the history of SCHADE Lagertechnik. The scope of supply also includes four Semi-Portal Reclaimers and three more Wagon Unloading Systems, two of which are C-Frame Wagon Tipplers for coal and iron ore, and a Pivot Frame Wagon Tippler to be used for handling sulphur. Taman Seaport has been extended in recent years by OTEKO-Portservice to become the second largest freight handling port in the southern part of Russia. By the end of 2021 it is planned that further terminals will be established at this geographically significant freight hub, located between the Sea of Asov and the Black Sea. VOL 39 ISSUE 4 |
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LNG BUNKERING
N AU T I C O R B U N K E R S DEME’S NEW CRANE SHIP
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In only the second ship-to-ship LNG bunkering operation to take place in Germany, the world’s largest LNG bunker vessel Kairos, operated by Nauticor, has supplied DEME’s next generation offshore installation vessel Orion. For the Port of Rostock, this ship-to-ship LNG bunkering operation is a premiere. The Orion is currently at the Liebherr construction yard in the Port of Rostock, where it is being outfitted with a 5,000 tonne crane. DEME leads the industry with the adoption of LNG, with the new offshore installation vessel being the fifth dual fuel addition to the fleet, following three trailing suction hopper dredgers – Minerva, Scheldt River and Bonny River and a cable laying vessel, Living Stone. “Our recent fleet additions are unique in their market segments as the first vessels in our industry to run on LNG. We want to make sure our fleet is future-proof and exceeds the current environmental regulations. Therefore, most of our new vessels are equipped with dual fuel engines, which are capable of running on LNG. Many of them are also already prepared for the new, carbon neutral fuels of the future and we will continue to scale up our actions to have the most energy efficient fleet in the industry,” says Bart Verboomen, Head of DEME’s Technical Department. Jan Schubert, Senior Manager Sales & Business Development at Nauticor was extremely satisfied with the outcome of the bunkering operation and commented, “After conducting the first ship-to-ship LNG transfer in Germany only a few weeks ago in Brunsbüttel
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for DEME’s Scheldt River we are happy to also extend our co-operation for the latest vessel joining the DEME fleet, Orion.” The successful co-operation between the crew on-board of Orion, the Nauticor team and the port authorities in Rostock, showed again how important it is to have experienced partners from all fields being involved from the beginning. Additionally, this is the first ship-to-ship LNG bunkering operation in the Port of Rostock and highlights that the availability of LNG is now secured in another important port in Northwest Europe, thereby further reducing the hurdles for companies to decide in favour of alternative fuels and ultimately, making shipping more sustainable.” For Jens A. Scharner, Managing Director of Rostock Port GmbH, the first ship-to-ship LNG bunkering operation in the Port of Rostock is an important milestone, “This operation strengthens the LNG cluster in Rostock significantly and is an essential extension of the services offered by the port. The continuous development from the LNG bunkering operations by truck during the last years towards the first ship-toship LNG bunkering operation shows the strong operational performance of our team. We are grateful for the trust DEME and Nauticor have placed in us. Environmentally friendly fuels, such as LNG, and a shipping industry driven by sustainability will shape our port in the long-run.” Meanwhile, Nauticor and Russia’s Novatek Green Energy have signed a Letter of Intent (LOI) regarding the co-operation in developing a joint LNG supply infrastructure in the Baltic Sea range. Through this co-operation the two companies aim to further develop the marine LNG bunkering market by delivering via both bunker vessels and trucks. Special focus is placed on the development of such infrastructure in
PORT ENGINEERING MANAGEMENT LNG BUNKERING
The Orion being bunkered
ports along the German Baltic Sea coast. Both companies are already active market players in the North European LNG market and see significant potential for further growth by joining forces. Novatek has remarkable LNG production
capacities in Yamal and Vysotsk which would be suitable to satisfy the growing demand from shipping, logistics and industry for alternative fuels in Central and Western Europe. Nauticor has extensive experience in setting up bespoke and competitive supply chains for LNG as marine fuel by truck and ship in Northwest Europe. The commitment of a strong player like Novatek, to support the development of smallscale LNG infrastructure in the Baltic Sea and beyond, underlines Nauticor’s efforts to develop the last mile of the LNG supply chain from the terminal to the end-customer. The Rostock LNG terminal is obviously an important addition to that and a natural starting point for such a co-operation. By using LNG, a wide range of emissions, especially sulphur, nitrogen, and particle matters, as well as carbon dioxide, can be significantly reduced.
One of Equinor’s new LNG-powered shuttle tankers
GA S U M S I G N S AG R E E M E N T W I T H EQUINOR AND PREEM Gasum and Equinor have signed an agreement under which Gasum will deliver LNG to Equinor’s new crude shuttle tankers. The supply will commence when the shuttle tankers start operating during 2020.
The LNG bunkering deliveries will mainly take place off Skagen, the most northern part of Denmark, and at Mongstad, close to Bergen, Norway. Gasum will utilise its Coralius LNG bunker vessel to perform this service. VOL 39 ISSUE 4 |
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“We’re happy to support Equinor in its ambition towards cleaner shipping,” says Kimmo Rahkamo, Vice President at Gasum. “Last week we celebrated the 200th ship-to-ship LNG bunkering performed by Coralius. That was a major milestone for us, increasing not only the numbers but also expanding the geographical area. We now bunker vessels over an area ranging all the way from Rotterdam to the Gothenburg waters.” Meanwhile, Gasum has entered into an agreement with Sweden’s largest fuel company Preem to supply its tankers with a new fuel blend comprising LNG and 10% of renewable liquefied biogas (LBG). This is the first agreement that involves Gasum delivering a blend containing renewable fuel to a maritime customer on a regular basis. It will contribute to lowering greenhouse gas emissions even further. Preem’s vessels supplied with Gasum’s blend of renewable maritime fuel are the time-chartered tankers Tern Ocean and Thun Evolve. “Maritime transport is an important part of Preem’s operations. We are very pleased to be able to introduce renewable liquefied biogas into our fuel mix. This opportunity supports our highend sustainability requirements,” says Anna Karin Klinthäll, Manager Trading Operations at Preem.
GA S U M BUNKERING FOR S A M S K I P, H E E R E M A AND P&O CRUISES Gasum has partnered up with Holland’s Samskip, which owns two single fuel vessels Samskip Kvitbjorn and Samskip Kvitnos powered entirely by LNG. The partnership with Gasum allows Samskip to bunker LNG in Risavika, Norway. As Gasum’s LNG-plant is located just 200 m from the quayside, fresh and cold LNG can be bunkered swiftly and safely directly from the plant through a loading arm. Gasum is also supporting 52
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Bunkering the Iona in Bremerhaven
Samskip’s door-to-door-logistics on land and at sea. The two ships perform liner shipping between Rotterdam and Norway, travelling all the way to the Europe’s most northern town Hammerfest. The vessels are high-capacity and ocean-going and work on a regular route with fixed schedules. The vessels are equipped with Rolls Royce single fuel LNG engines. Using single fuel engines is still quite rare, and the progressive technology has earned the vessels several awards nominations i.e. Next Generation Ship Award and GREEN4SEA Technology Award. Meanwhile, Gasum has reached another milestone by completing an LNG bunkering for Heerema’s Sleipnir, the largest semi-submersible crane vessel in the world. The bunkering took place in May in Åmøyfjorden, Norway. Heerema is the latest maritime company to reduce their climate impact by using low-emission LNG provided by Gasum. Gasum performed an LNG bunkering at the beginning of May for Heerema’s unique crane vessel Sleipnir, which has a lifting capacity of 20,000 tonnes. Sleipnir will operate on the Norwegian Continental Shelf during the following months. During June, Hamburg’s Nauticor, a subsidiary of Gasum, conducted the initial ship-to-ship LNG bunkering operation for the newbuild cruiseship Iona. The bunkering operation was conducted by Gasum’s LNG BSV Kairos in the port of Bremerhaven. The operation also marked another milestone with it being the first shipto-ship LNG bunkering operation in this port in general. The Iona is one of the world’s first LNG-fuelled cruise ships. The vessel is in the final outfitting phase at the Meyer Werft shipyard. After the outfitting and sea trials have been completed, the vessel will join the fleet of P&O Cruises. The vessel is part of a series of vessels for the Carnival Corporation with its different brands.
PORT ENGINEERING MANAGEMENT LNG BUNKERING
GA S U M O P E N S A N E W S H I P P I N G F U E L S TAT I O N AT P O R T S O F S TO C K H O L M Gasum’s new bunkering station for liquefied gas was taken into use in mid-June. The station is located at Port of Nynäshamn, Sweden on the premises of Ports of Stockholm. The new station includes new bunkering solutions enabling ships to bunker environmentally friendly fuel faster than ever. After a year of construction, the new bunkering station is finally ready to serve existing and new customers. It enables bunkering at high speed from two trucks at the same time. The station set-up and the specialised trucks now being used allows bunkering to take place at the same time as unloading or loading operations. Ferries were earlier bunkered using single trucks which was both time consuming and affected the ferries’ main operations and schedule. The new bunkering station is frequently used by two of Destination Gotland’s gas ferries. “Being able to bunker fuel from the new station is a big step forward for our operations. We fuel faster, more efficiently and during our normal operation hours. This in turn leads to a better service experience for our customers,” says Christer Bruzelius, CEO of Destination Gotland. “The station’s fit-for-purpose high speed pumps allow the bunkering operation to take
just 45 minutes. Passengers disembark and embark and goods are unloaded and loaded while bunkering. High precision and prompt deliveries from our side are needed in order to keep to the vessels’ ordinary schedule,” explains Jonas Åkermark, Sales Manager, Gasum. The station is located at Port of Stockholm premises, very close to the existing Gasum LNG terminal. Gasum’s LNG trucks efficiently transport the fuel the short distance of 5 kms from the terminal to the station. “Ports of Stockholm have high environmental ambitions. An important aspect is to support our customers in their work towards a more sustainable and efficient shipping. Vessels powered by liquefied natural gas (LNG) including a biogas blend, are showing us how to reduce the environmental impact. This example could also encourage the shipping industry to change to more sustainable fuel,” says Fredrik Lindsay, Board Director of Ports of Stockholm. Gasum supplies both liquefied natural gas (LNG) and liquefied biogas (LBG) or a blend of the two from the station. LBG is a renewable energy source. Ships blending LBG into their fuel will reduce their CO2 emissions as biogas causes zero environmental emissions.
H Ø G LU N D BUNKERS THE M YS TA R Høglund Marine Solutions will supply Fuel Gas Supply Systems (FGSS) to Rauma Marine Construction’s (RMC) for TallinkGrupp’s newest LNG powered ferry, MySTAR. Høglund will work with Finnish tank manufacturer West Welding to design and supply the systems that will handle The LNG bunkering station at Nynäshamn
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LNG on-board MySTAR, constructed by Finland’s RMC, Rauma. The ferry will sail on Tallink’s Tallinn - Helsinki route. The design and engineering of FGSS solutions is a key challenge for the future development of LNG powered shipping, particularly for passenger vessels. The process must take into account complex safety concerns stemming from impacts on the engine cooling system, hazardous area management, and ventilation systems. Høglund will bring their years of experience in gas control and automation solutions to this project. Høglund’s FGSS solutions are integrated with the ship’s IAS (Integrated Automation System) which enables better access to data in the system for playback, analysis and optimisation. It also allows better integration between on-board systems such as alarms, emergency shutdown and power management. Commenting on this announcement, Børge Nogva, CEO of Høglund Marine Solutions said, “I’m very happy Høglund has been chosen to be the supplier of the FGSS for TallinkGrupp’s newest LNG fuelled vessel MySTAR. It’s great to see the cruise and ferry operators continue to realise the potential of LNG as a viable fuel option, and we are thrilled to be working with our partners across Scandinavia and the Baltics on this new project.” It is important to remember that in order to 54
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The new ferry MySTAR
have an effective and efficient LNG vessel, you need a smarter FGSS. At Høglund we combine gas solutions with system automation to put the control of the FGSS at the fingers of the crew, providing improved reliability, efficiency and safety for the FGSS and the vessel. The crew and operators at Tallink will also have peace of mind that the FGSS is backed up with 24/7 technical support.” Jyrki Heinimaa, President and CEO at RMC said, “RMC is happy to include the FGSS by Høglund to its newbuilding NB6003 with the trust that Høglund will provide a sophisticated and reliable solution in time to our dear customer for its newest shuttle ferry MySTAR.” Captain Tarvi-Carlos Tuulik, Head of Ship Management at Tallink Grupp commented on the news, “Tallink Grupp is continuously looking for ways to bring innovative and green solutions both onto the Baltic Sea and to shipping in general. So, it is great to work with companies like Høglund who also have innovation and environmentally friendly solutions at the heart of their business and together we can work towards achieving sustainable shipping goals.” Following on from Tallink’s latest vessel, Megastar, the new shuttle ferry MySTAR will be dual fuel operated with an overall length of 212 m and a passenger capacity of 2,800. Delivery is scheduled for January 2022 and production will start during spring 2020.
PORT ENGINEERING MANAGEMENT INDIA
E X PA N S I O N O F T H E DA H E J L N G TERMINAL BY PA R T H A P R AT I M B A S I S T H A
INDIA
The Dahej LNG terminal has ensured safe receiving and turn-round of LNG tankers despite many challenges. Petronet LNG Limited (PLL) is India’s largest LNG importer. The Indian public sector entity owns and operates two onshore LNG, receiving and regasification terminals. The first, Dahej LNG Terminal, is its flagship terminal is in the Western Indian state of Gujarat, while its other new second terminal is at Kochi in the Southern Indian State of Kerala. Both the terminals are on India’s West Coast. Dahej terminal receives LNG tankers between 65,000 m3 to 138,000 m3, and the terminal now has a new jetty which can handle vessels up to 160,000 m3. Dahej imports cargo from Qatar Gas’
Ras Laffan facility, under long term contract with PLL, with additional spot cargoes. It plays a formidable role within the Indian LNG chain as it serves its customers in the power, fertilizer, petrochemicals, steel and transportation sectors, located in the highly industrialised North and North Western part of India. Disruption in the LNG supply chain can throw production cycles out of the gear for its customers. To ensure the supply chain does not suffer disruption, safe berthing of vessels at the terminal’s jetty and unloading operations is vital. The task is extremely challenging at Dahej, due to the very high levels of tidal variations and strong currents on the coast of the Arabian Sea, on which the terminal is located. However, given the right infrastructure and adherence of extreme safe operating practices during mooring operations and the right interface between the vessel, pilots and the tugs, have ensured safe ship to shore interface, without any accidents since the terminal was commissioned in 2004. Safe berthing of the LNG tankers Partha Basistha
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at the two jetties of Dahej is an extremely challenging task. This is especially relevant during torrential west coast monsoons between May – September each year. Extreme choppy sea states make it difficult for vessels to berth. High wind speeds during the afternoon, of between 40-45 knots, further makes berthing operations more difficult. Due to the high wind speeds, avoiding afternoon berthings is planned between midnight to early morning. During this period, wind velocity usually remains between 15- 20 knots and waves less than 1 m. The vessels are berthed on the port side so as to avoid possible damage to the fenders. So far there have been no major adverse incidents at Dahej during monsoon seasons - however, there have been reports of mooring lines being snapped due to strong winds exerting tension on the lines. According to the Dahej terminal officials, “During a monsoon season, LNG tankers are advised to use new ropes. In addition, we also keep additional shore lines ready, as an extra precaution to avoid vessels drifting away due to the winds and swells. The ships are supported alongside the jetty by harbor tugs.” Due to high levels of tidal variations, timely berthing and unberthing of the LNG tankers at the terminal has to take place exactly during ‘slack tide’, the time difference, between the low and high tide when water movements have become slower. At Dahej, generally there are variations of five to six hours between the high and low tides. Usually, after three hours, the tide rises or undergoes an ebb tide. It is during this period the vessels are berthed and unberthed at the jetties. The slack period is very crucial at Dahej and risky for LNG tankers. This is because most of the berthing and unberthing of vessels takes place not only at the Dahej LNG terminal but also at the other terminals located adjacently. This includes Birla Copper’s terminal, handling bulk and liquid cargoes and Adani’s coal terminal, 560 m adjacent to the LNG terminal. To avoid clash of timings with vessels at other terminals, the pilot boards the vessel some two hours in advance of the slack period setting in. Since LNG tankers are larger and take higher times for berthing and unberthing 56
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operations than vessels at the other terminals, the pilot boards the vessels two hours before, to comfortably complete his work. When the pilot boards the vessel a thorough master-pilot information exchange is undertaken. Through the information exchange note the pilot is fully acquainted with the performing parameters of the vessel’s engines, propulsion systems and other supporting instruments. This is so as to get acquainted with the limitations in the performance of all of the equipment. The familiarisation exercise enables the pilot to make his berthing/unberthing plan accordingly during the slack period and therefore advises the master to correct the limitations, so as to have optimum availability of the ship’s equipment. Based on the information exchange, the pilot informs the vessel master on the local wind speed, currents at the navigation channel and the prevailing current at the jetty, while bringing the vessel alongside. Expected weather changes are also intimated, as sudden weather changes are not unnatural at Dahej. During the master pilot information exchange, meetings are organised by the vessel master between the crew and pilot to have the pilot familiarisation with the crew members. First hand interaction is made between the officers at aft and forward mooring stations, for safe berthing and unberthing of the vessels. During these interactions, factors such as the kind of mooring lines to be in place from ship-to-shore, is decided. During berthing and unberthing operations, thorough co-ordination is maintained between the pilot and master senior engineers in the engine room. Towage of the LNG tankers to and from from the terminal is completed with uttermost safety at Dahej. This is both during navigating of the tankers in the entry channel and bringing her alongside. This is due to Dahej being open to the Arabian Sea and lays some 113 kms (70 miles) from the Narmada Channel, which has high currents both during high and low tides and high winds. To overcome these factors, performance of two crucial links between the tugs and the vessels, involving the tow line and VHS, is continuously monitored by the pilot on-board the vessel and tug master. Performance distortion in the VHS, especially
PORT ENGINEERING MANAGEMENT INDIA
A LNG tanker alongside at Dahej Terminal
during poor visibility, can hinder communication between the tug and pilot and can delay in bringing the vessel alongside during the slack period. To avoid this situation, the pilot carries a portable VHS set and another separate unit for emergency purposes. However, there is vessel VHS availability to take care of any emergency situation. During towage operations, there are possibilities of parting of tow lines due to high wind pressure on the vessels. With parting, the lines can get entangled in the propeller of the tugs, resulting in stalling operations. LNG tankers, given their design, have high wind age areas, owing to the higher heights of the vessels above the water surface. This can exert pressure of 100-120 tonnes on the vessels. During berthing and unberthing, every command given by the pilot to the tug master is noted by the vessel master. This is because, in case of any emergency situation, the vessel master can take over and
give command to the tug master. Port operations at Dahej Terminal are supported by four 60 tonnes bollard pull tugs, two mooring boats and one pilot boat, provided by Ocean Sparkle, the marine service provider. Vessels are berthed and unberthed at Dahej at a speed of 1.5. Spring tides at Dahej are between 10 .5 m to 11 m and neap tides are between 3 m to 4 m. Vessels are berthed at the terminal’s 365 m North jetty and, some 100 m further on, the new 390 m South jetty. Recently, the new jetty has berthed Q-Max, 266,000 m3 LNG tanker Mekaines, which is owned by Nakilat and operated by STASCo. This ship successfully discharged a LNG spot cargo for Indian Oil Corp, one of the stake holders in the terminal. The new jetty is equipped with eight winches to reduce stress load on lines as compared to four winches on the existing North jetty. For enhanced safety, the new south jetty VOL 39 ISSUE 4 |
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is fitted with150 tonnes Quick Release Mooring Hooks (QRMH) as compared to 125 tonnes in the North jetty. Four hooks are on mooring dolphins and two hooks are on the breasting dolphins. The QRMH has been supplied by Marimatech while winches are from Ace Winches UK. Both jetties have four mooring dolphins and five breasting dolphins, which are equipped with three 457 mm (18 inch) diameter unloading arms, supplied by FMC, for LNG cargo and one return vapour arm. The unloading arms have a flow rate of 10,000 m3/hr.
The mooring dolphins at Dahej
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The arms are fitted with standard powered energy release coupling, quick release mooring hooks, one elevator-type shore gangway and two digital display units for measuring the lateral distance and speed of the LNG tanker. For safety during cargo transfers to the LNG storage tanks, PLL has also provided a mooring tension monitoring system, and a wave and current data recorder for necessary information on weather data at the terminal. Four constant tension shore based winches are also fitted on the mooring dolphins to ensure safe berthing of the tankers.
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N E W DA N I S H T U G F I T T E D W I T H S C H OT T E L R U D D E R P R O P E L L E R S
It can assist the very large vessels arriving at Aarhus with pronounced precision, as it is delivered with an Azimuth Stern Drive system. The yard lived up to all our minimum requirements, and at the same time they can deliver a tugboat that can sail on one engine as we sail back and forth to the ship to be towed, while we can use both of the ship’s engines during the actual towing,” he adds. Schottel SYDRIVE-M connects a port and starboard mounted azimuth thruster in a vessel, allowing the thrusters to be driven together by only one of the main engines. In turn, this leads to reduced operating hours of the main engines, resulting
in lower maintenance costs as well as less fuel consumption and lower emissions. The system needs no additional electronical components or a gearbox, which offers many advantages as demonstrated in these three main operation modes - Light Operation or Free Sailing Mode, Full Thrust Operation Mode and FiFi-Mode. The new tugboat, which is scheduled for delivery in summer 2021, will ensure greener operations and higher efficiency when it goes into operation at the Port of Aarhus. As Denmark’s largest commercial port, it has the country’s largest container terminal and the country’s largest public bulk turnover.
A schematic of the new tug for the Port of Aarhus
TOWAG E & T U G S
Germany’s Schottel has been awarded a contract to supply Uzmar Shipyard with rudder propellers featuring the patented hybrid system SYDRIVE-M. The Turkish shipyard is currently building a 30.25 m and 11.75 m wide RAmparts 3000 series tugboat for the Port of Aarhus, Denmark’s largest container port. The new tug features two Schottel Rudderpropellers type SRP 430 (2,000 kW each) with fixed pitch propellers measuring 2.5 metres in diameter. The azimuth thrusters will be driven by diesel engines. This configuration will achieve an expected bollard pull of about 65 tonnes and a free running speed of approximately 12.5 knots. As a mechanical hybrid solution without the costly complexity of common hybrid technology, SYDRIVE-M will ensure lower maintenance costs. Thomas Haber Borch, Chief Executive Officer at the Port of Aarhus explains, “Not only does the tugboat have great strength, it also has significantly better manoeuvrability and thus efficiency and precision in the work it will undertake.
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KOT U G I N T E R N AT I O N A L TO SUPPORT SPHI MARINE Holland’s Kotug International has secured a technical partnership agreement with SPHI Marine, Brunei, who has been awarded a 10 + five year LNG terminal support contract to provide marine services for Brunei LNG. The contract covers the provision of a complete marine package for the design, construction, and operation of three newbuild advanced Rotortugs and one newbuild 60
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hybrid Rampage 4500 anchorhandler all having a range between 65 and 80 tonnes bollard pull. The partnership between Kotug and SPHI Marine traces back to 2014 when Kotug started operations with three Rotortugs for Brunei Shell Petroleum Company. Three strong tugs of the revolutionary Rotor concept are in charge of the berthing and unberthing operations of LNG tankers,
standby services during loading, oil spill response, SPM support, and fire-fighting duties. The RT Champion, RT Leader and RT Tasman will continue operating till the arrival of the new vessels. The new vessels will be owned by SPHI Marine and fully technically managed by Kotug for the first period of the contract. Based on a transition plan Kotug will hand the management over to SPHI Marine during the second part
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The Brunei LNG terminal
of the contract. SPHI Marine will operate under its own Safety Management System supported by Kotug through a technical Support Service Agreement ensuring smooth and reliable operations. Dzairenny Muslim, Executive Director of SPHI Marine, “We are delighted to build on our partnership with Kotug, which will allow us to continue to develop local Bruneian offshore marine capability in support
of the nation’s programme to maximise in-country value in the oil and gas industry.” Ard-Jan Kooren, CEO Kotug International, “We are proud to be able to support SPHI Marine based on our extensive knowledge and experience on providing marine services and are grateful for the confidence presented by BLNG. A special appreciation goes out to our seafarers and staff in Brunei who are on the basis of this
success having an open attitude to continue learning while remaining committed to the goal zero safety standards. In the end, it is our mission to exceeding our client’s expectations. SPHI Marine is a fully 100% Bruneian owned and managed company with a dedicated focus on providing best in class offshore marine services.
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DA M E N HOLDS K E E L - L AY I N G FOR PORT OF AU C K L A N D ’ S F U L LY ELECTRIC TUG During July, in Vietnam, Damen Song Cam Shipyard, together with joint venture partner Song Cam Shipyard hosted a keellaying ceremony for the electric RSD-E Tug 2513 that Damen is building for the Ports of Auckland, New Zealand. This is a notable milestone for a very notable vessel – the RSD-E Tug 2513 is the world’s first fully electric tug with 70 tonnes bollard pull. It will make an important contribution towards meeting Ports of Auckland’s goal of being a zero emissions operation by 2040. With 80% of electricity in the country already cleanly generated, the tug will complete a green energy cycle in the ports. Joris van Tienen general director of Damen Song Cam Shipyard said, “We are very excited to make a start on the construction of this innovative vessel. We are also very proud to be maintaining our schedule during this challenging time
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when the coronavirus pandemic continues around the world. This is due to the enormous efforts our staff has gone to in order to ensure a safe working environment.” The RSD-E Tug 2513 is a fully electric version of Damen’s standard platform, the innovative next generation RSD Tug 2513 – already a very efficient vessel before the development of a fully electric version. Damen has designed this vessel – and the others within its next generation series – with a keen focus on safety, sustainability, reliability and efficiency. Following a popular vote in which people were invited to select a name for the new vessel, the Ports of Auckland’s RSD-E
Tug 2513 will be named Sparky. Over half of the 8,000 people who participated in the election voted for the name. The RSD-E Tug 2513 is just one example of the highly efficient solutions Damen is building as it works towards its goal of becoming the world’s most sustainable shipbuilder. Other examples include the deliveries of fully electric ferries to Denmark, electric and hybrid ferries to Canada and an electric Cutter Suction Dredger. The shipbuilder, renowned for its successful series building philosophy, is applying standardisation and digital connectivity to the development of operationally excellent vessels fit for a sustainable maritime future. Damen holds keel-laying in Vietnam
PORT ENGINEERING MANAGEMENT TOWAGE & TUGS Boluda Towage in operation at the Port of Zeebrugge
B O LU DA TOWAG E E U R O P E G E T S AWA R D E D P O R T O F ZEEBRUGGE CONCESSION After a tendering procedure, the Port of Zeebrugge has decided to assign the concession for the towage services for the Port of Zeebrugge to Boluda Towage Europe. This contract has a duration of five years and starts on January 1st 2021. The concession is the renewal of an existing partnership, and is extendable for a single period of three years. The focus of this partnership between Port of Zeebrugge and Boluda Towage Europe lays in efficient, smooth, and safe handling of shipping at a competitive price point, and puts forward initiatives regarding sustainability. Two new tugboats, that are complying with the most recent Tier III emission standards, will be put to use. Aside from the
Union Koala, that was retrofitted to the IMO Tier III standards in 2019, Boluda Towage Europe will retrofit the Union Panda this year. The emissions of the remaining tugboats will be reduced in the first two years of the contract. As such, emissions of nitrogen oxides will be reduced with 80%. Shore power will also become the norm for moored tugboats, so that these can switch off their engines when inactive and during the rest-period of the crew. In total, eight tugboats will be put into action in the Port of Zeebrugge. These are all certified with the highest fire extinguishing standards. The tugs will be manned with local crew.
Boluda Towage Europe’s CEO, Geert Vandecappelle, “We are proud that the concession for the towage services in the Port of Zeebrugge has been reassigned to us for the coming five years. It is also thanks to our local crew members, and the support of their families that this concession was allocated to us. These crew members have given the best of themselves for our company in Zeebrugge, from the early years of URS until the present company Boluda Towage. Moreover, they have passed on their loyalty, passion, and professional attitude from generation to generation within their families. For them, this allocation is of major importance, as they can keep on exercising their profession in Zeebrugge for the years to come. From our long-standing partnership with the Port of Zeebrugge and our historical roots in this port, we have gained a lot of local knowledge. For the coming years, we will intensify our cooperation, where we can pursue our common goals to make the logistical chain in the Port of Zeebrugge more sustainable. Rik Goetinck, CEO Port of Zeebrugge said, “The renewal of the partnership with Boluda Towage Europe means that a correct, loyal and professional service will be continued, and that we can further promote sustainable shipping in the Port of Zeebrugge. The initiatives of Boluda Towage Europe perfectly match our clean port strategy, and their long-term knowledge about the port ensures smooth and safe shipping.” VOL 39 ISSUE 4 |
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LO C KGAT E
PD PORTS SUBMITS R E S P O N S E TO N AT I O N A L F R E E P O R T C O N S U LTAT I O N
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PD Ports has submitted its response to the Government’s consultation on Freeports. The response underlines the huge investment and jobs boost that a Freeport located on the River Tees can deliver for the local and regional economy. Within its response PD Ports highlights how the right Freeports model can turbocharge development opportunities for the River Tees. An innovative and ambitious Freeport could enable the whole Tees Valley to further capitalise on its strengths as a leading chemicals and manufacturing centre, increasing the potential for additional inward investment and creating thousands more jobs. This builds on the 32,000 jobs already identified by the Tees Valley Combined Authority in its response to the Government’s consultation. The response also highlights the region’s success in creating strong partnerships to attract new investment, including PD Ports’ track record of working alongside businesses and stakeholders to bring over £1bn of direct and indirect investment to the Tees Valley. This critical point reflects the Government’s clear view that Freeports should be founded on close collaboration between the private and public sectors. Jerry Hopkinson, PD Ports COO and Vice Chairman, said, “PD Ports is a longstanding supporter of Freeports and we were delighted to welcome [ministers] to announce their plans last year. Both we and the Tees Valley
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Combined Authority have highlighted the transformative potential that Freeport status offers and we’ve worked hard to see how we can bring that potential to reality. “As the Custodians of the River Tees, we share the ambition of both Local and National Government our partners across the region and, most importantly our fellow citizens in the Tees Valley to work together to use Freeport status to win new investment, drive regeneration and create thousands of jobs here on Teesside. “The River Tees is one of our region’s, and indeed the North of the UK’s, greatest assets, able to handle amongst the largest vessels in the world, offering state-of-the-art port facilities and infrastructure, and thousands of acres of strategically located development land. “Combined with the region’s leading research and technological capabilities, its highly skilled workforce and proud manufacturing traditions, there is, A dredger in the River Tees
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literally, nowhere else in the UK better equipped to make Freeports a success and there are few places where the chance to secure regeneration would be more welcomed by its people. “We’re calling on the UK Government to give the Port and the region this opportunity and very much look forward to working together with the Tees Valley Combined Authority, Tees Valley Mayor, businesses, our communities and other stakeholders throughout the region to secure this once-in-a-lifetime opportunity.”
The global challenges of climate change, environmental degradation and pollution require decarbonisation of all industry sectors
PORTS CAN BE THE FRONT RUNNERS O F T H E E N E R GY TRANSITION Ports can play a pivotal role in the world’s decarbonisation challenge and provide a blueprint for industries and governments to cut pollution and transition to a cleaner energy future. By 2050, the total electricity generating capacity for industrial ports could increase more than tenfold. Renewable energy could account for at least 70% of the total electricity generation, compared to just 5% today. This is one of the findings of DNV GL’s new study Ports - Green gateways to Europe - 10 Transitions to turn ports into decarbonisation hubs. The study reveals that the expected deployment of offshore wind and the required grid enforcements to realise their connection will lead to an advantageous position for large industrial ports as a hub for renewable energy generation. The report, made with input from Eurelectric, the sector association for the European electricity industry, also reveals that despite industrial production increasing almost 60% and VOL 39 ISSUE 4 |
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cargo throughput growing 30% by 2050, energy efficiency measures and electrification could more than compensate for the growth in port activities, both in energy use and CO2 emissions. Additionally, the carbon intensity for port side energy use will almost halve. However, for this to be realised, 10 Green Transitions will need to be made in and around ports. These transitions are:
• Electrification of port-related activities • Fuel switch for maritime transport • Electrification of industry • Integration of offshore wind • Energy system integration • Hydrogen as a feedstock and energy vector • Phase-out of fossil-fuelled power plants • Carbon capture and storage • New regulations • A circular and bio-based economy The report also analysed smaller Transport Ports. The findings show that without the Green Transitions, the ports energy use and CO2 emissions will increase significantly, but that efficiency measures and electrification could more than half the total energy consumption. Electricity use will increase almost fivefold and in absolute terms, electricity will be almost on par with fuel oil consumption. Regardless of size or function, the importance of ports in the wider decarbonisation agenda cannot be underestimated. Today transport accounts for one-third of the overall EU CO2
emissions, with water transport making up 14%. It is estimated that due to CO2 targets imposed on vehicles, the relative contribution of water transport will increase significantly if emissions from water navigation are not tackled in time. Ensuring that ports become the driver of the energy transition and not a bigger contributor to global emission levels, will secure their position as linchpins in the economy and major employers in the markets they serve. According to the European commission, 1.5m workers are employed in European ports, with the same amount again employed indirectly across the 22 EU Maritime Member States. Kristian Ruby, Secretary General of Eurelectric said, “The energy transition holds a huge potential for European ports. Offshore renewable energy will be a major driver of business and employment. And by electrifying operations, ports can drastically reduce both air pollution and carbon emissions.” Ditlev Engel, CEO of DNV GL – Energy added, “The global challenges of climate change, environmental degradation and pollution require decarbonisation of all industry sectors. At the intersection of land and sea, where many industry sectors come together, ports can play a pivotal role and be a blueprint for the rest of society. Governments need to incentivise port authorities and energy players to facilitate the development of energy infrastructure across multiple energy carriers in ports. First movers and those who manage to cooperate should be rewarded by relevant government policies. Fast action is needed to secure a more sustainable future.”
C L A S S N K R E L E A S E S A N N UA L R E P O R T O N P O R T S TAT E C O N T R O L Japan’s ClassNK has released its annual report on Port State Control. The report aims to assist ship operators and management companies in maintaining compliant operations by providing information about ships detained by PSC as well as deficiencies that were found on-board from
many port states in 2019. In line with the International Safety Management (ISM) Code, PSC inspections ensure that vessels departing the port meet international standards and have proved to be highly effective in eliminating substandard ships VOL 39 ISSUE 4 |
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that are in operation. They oversee not only the hardware of a ship, but also the software by examining the maintenance and operation methods being used. In addition to various figures, status of implementation and recent developments in PSC world-wide is included. For example, in relation to EU-MRV regulation a ship which has
not carried out any EEA-related voyages is not required to have a Document of Compliance (DOC) on-board for a specific period, while it was reported that the reason for not having the DOC might be confirmed by a port authority when calling at ports under the jurisdiction of an EU member state, and it is recommended to prepare to show past voyage record.
R I S K M A N AG E M E N T C O N C E R N S R I S I N G AT P O R T S A S C OV I D - 19 D I S R U P T I O N CONTINUES The deadly spread of COVID-19, and the economic and trade disruption the pandemic has caused, is prompting port managers to examine new ways to improve risk management and digital processes, according to the latest biennial global ports survey conducted by Remy InfoSource. The 2020 iSpec Ports Industry Survey was undertaken during the height of world-wide economic lockdowns in the second quarter of 2020 by Remy InfoSource, the lifecycle contract management specialist behind iSpec, the world’s leading web and mobile-based software procurement solution for buyers of capital intensive outsourced projects such as ports. It revealed that more than half (51%) of port executive respondents now identify risk management as the key area they would like to improve on in the future, up from 32% in the previous iteration of the iSpec Ports Industry Survey in 2018. In 2018 the top two areas for improvements noted by ports and terminal executives were ‘shorter lead times’ and ‘more standardisation’. ‘Risk management’ was also the leading reason pinpointed by respondents when asked to identify the most problematic issues they encounter when managing complex outsourced projects (see chart). In the 2018 iSpec Ports Industry Survey ‘tracking project compliance and delivery’ was the most problematic area identified by respondents. “I think it’s no surprise that in such an 68
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uncertain world the importance of risk management has increased dramatically,” said Pieter Boshoff, CEO of Remy InfoSource. “Disruption to supply chains has increased across the globe causing operational and investment uncertainty and, with social distancing rules, also changing the way we all conduct our business. “Managing that risk has become a major challenge at ports, particularly when it comes to managing outsourced equipment tender and procurement projects that are often complex in nature and frequently involve multiple vendors.” Some 71% of the respondents to the 2020 iSpec Ports Industry Survey were port operators, up from 58% in 2018, with over two thirds of respondents responsible for the procurement of quay cranes, reach stackers and trailers. Asked how the COVID-19 lockdown had affected the way ports were conducting business, 41% of global respondents said the pandemic had required a shift to more digital collaboration, 49% said more projects were now on hold, while 62% said they were now working from home more often. The 2020 iSpec Ports Industry Survey also found that ‘quality’ has become the leading reason for customer/supplier disputes. In the 2018 iSpec Ports Industry Survey ‘delays’ was cited most often as the cause of customer/ supplier disputes. “No matter what the business, the spread of coronavirus has forced executives to find new ways of conducting business and for the most
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part this means turning to digital solutions,” said Mr Boshoff. “There is no doubt in my mind that this is a trend that will accelerate in the future. It is becoming abundantly clear that for many businesses there are benefits and efficiencies in
the new online and outsourced methods they have developed during the pandemic. I think many of the work processes adopted during lockdowns, particularly around communication, will outlast the coronavirus crisis and become part of our normal way of working.”
Source - 2020 iSpec Ports Industry Survey (Remy InfoSource)
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PORT ENGINEERING MANAGEMENT COMPANY NEWS
C O M PA N Y N E W S
C H A N G E S I N M A N AG E M E N T W I T H I N S U P P LY C H A I N M A N AG E M E N T ( S C M )
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As announced during early June, a final agreement has been reached with a leading maritime industry consortium for the acquisition and refinancing of Royal IHC. This is an important step for the future of IHC. After a period of 5.5
years, Rolf Exalto has decided to pursue his career outside of IHC. He has had a significant contribution in professionalising the organisation and building relationships with many of you as an important ecosystem in the maritime
industry. IHC is currently reviewing its activities and organisation structure in order to improve its performance. Peter Bickel has been appointed as a.i. head of SCM within IHC’s Shipbuilding cluster as of July 2020.
UXOCONTROL AND EORC A UK ARE TEAMING UP UXOcontrol, the Unexploded Ordnance (UXO) risk mitigation solutions expert has entered into an exclusive partnership with the leading UXO and Explosive Ordnance Disposal (EOD) solutions provider, Explosive Ordnance Reconnaissance Clearance Action (EORCA) UK, to support its further growth in the market. With this partnership we can always deliver high quality EOD services and we have quick response teams, permits and assets ready to serve our clients within 24 hours all over Europe. The agreement will see UXOcontrol expand
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its already wide range of EOD equipment, trained technicians and its existing portfolio with the ‘Barracuda’ bomb and mine disposal system, designed by EORCA - a modular self-filled explosive charge with a Non-Electric (NONEL) remote initiation system. Also expeditionary EOD spreads, including two Remote Ordnance Lifting Systems (ROLS) to transfer ammunitions away from critical assets, EOD support vessels and temporary storage facilities are part of our joint well-maintained assets. In addition, exclusive use of EORCA (UK)’s new
‘Hydra’ Hyper-Water Jet Disruptor System, which offers a Low-Order/ Disintegration solution, is available. This is a real breakthrough in the market and provides an answer for a safer and sustainable world. EORCA’s highly experienced and fully qualified specialist EOD Supervisors, EOD Technicians and EOD Mine Clearance Divers will work, fully integrated and alongside UXOcontrol’s EOD specialists, ROV teams and survey personnel to relocate, identify and advise on the execution of UXO/EOD operations, both offshore and nearshore.
PORT ENGINEERING MANAGEMENT COMPANY NEWS
The business management system is state of the art, Risk assessments, EOD procedures, licences and permits are in place to deliver all EOD solutions, Safe, Sound, Swift and completely in control with over 1,000 detonations done over the last 10 years. Lt Cdr Adrian Dann, EORCA’s founder, commented, “Having operated as an EOD and UXO provider within oil and gas, offshore renewables and British nuclear industries for over 18 years, we have developed and maintained a long-standing relationship with over 30 former members of the Royal Navy Mine Clearance Diving Branch whose professionalism and expertise help to deliver outstanding results and exceptional customer
satisfaction. We are excited about this arrangement with UXOcontrol.” Lt Cdr Dann brings over 15 years’ UXO experience in the Offshore Industry and 26 years’ active service in the Royal Navy as a Maritime Mine Warfare and Mine Clearance Diving, EOD specialist and will become UXOcontrol’s EOD Superintendent. N-Sea CEO, Arno van Poppel commented, “There is no doubt that UXOcontrol has been successful and this exclusive agreement with EORCA is all part of our strategy to be the go-to UXO solution provider” Den Ouden CEO, Jeroen den Ouden added, “UXOcontrol has built an enviable track record of UXO survey, identification and
disposal, offering its one-of-akind service to the UXO industry. Our partnership with the highly experienced EORCA team will accelerate our growth strategy.” UXOcontrol combines the expertise and experience of its two parent companies. N-Sea, a leading survey and IRM subsea solutions provider, delivers effective and cost-efficient subsea support services to asset operators and tier one contractors within the energy industry, whilst BODAC (part of the Den Ouden Group), a leading UXO risk mitigation company, is certified in Historical research, archaeology, UXO surveying, identification and neutralising explosives in land and marine environment.
(Left to right) Adrian Dann and Martin Sisley
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PORT ENGINEERING MANAGEMENT CONTACT DIRECTORY
DREDGING AND MARINE
D R E D G I N G C O N T R AC TO R S
D R E D G I N G C O N T R AC TO R S
C O N T R AC TO R S
ROHDE NIELSEN A/S
DUTCH DREDGING BV
ROYAL BOSKALIS WESTMINSTER NV
Nyhavn 20
Dr. Langeveldplein 11, 3361 HE
DK-1051 Copenhagen K
Sliedrecht, The Netherlands
Rosmolenweg 20
Denmark
Tel: +31 184 411999
PO Box 43
Tel: +45 33 91 25 07
Emaill: info@dutchdredging.nl
3350 AA Papendrecht
Email: mail@rohde-nielsen.dk
Web: www.dutchdredging.nl
The Netherlands
Web: www.rohde-nielsen.com
Contact: Ir. H.C. van de Graaf,
Tel: +31 78 69 69 000
Drs. C.J. van de Graaf
Email: royal@boskalis.com Web: www.boskalis.com
D R E D G I N G C O N T R AC TO R S
D R E D G I N G C O N T R AC TO R S
DREDGE EQUIPMENT
VAN OORD DREDGING AND
DREDGING INTERNATIONAL NV
HOLLAND MARINE TECHNOLOGIES BV
MARINE CONTRACTORS Scheldedijk 30, Haven 1025 Schaardijk 211
2070 Zwijndrecht, Belgium
Pompmolenlaan 13
3063 NH Rotterdam
Tel: +32 3 250 52 11
3447 GK Woerden
PO Box 8574
Email: info.deme@deme-group.com
The Netherlands
3009 AN Rotterdam
Web: www.deme-group.com
Tel: 31 348 416075
The Netherlands
DEME is a world leader in the highly
Email: info@hollandmt.com
Tel: +31 88 8260000
specialised fields of dredging,
Web: www.hollandmt.com
Fax: +31 88 8265010
marine engineering and
Contact: Jan W. de Wit
Email: info@vanoord.com
environmental remediation. The
Supply of engineering and
Web: www.vanoord.com
company can build more than 140
equipment packages,
years of know-how and experience
including dragarm & gantry
and has fostered a pioneering
systems, gate-valves, pipe
approach throughout its history,
coupling systems,TSHD
being a frontrunner in innovation
loading & unloading systems
and new technologies.
and other customised dredging
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equipment.
DREDGE COMPONENTS
DREDGE COMPONENTS
D R E D G I N G C O N T R AC TO R S
HEGEMANN GMBH | DREDGING
VANDEGRIJP IGS B. V.
GULF COBLA (L.L.C.)
Arberger Hafendamm 16
Rietgorsweg 11, PO Box 72
Jebel Ali Industrial Area 2
28309 Bremen, Germany
3350 AB Papendrecht,
PO Box 5708
Tel: +49 421 4107 201
The Netherlands
Dubai
Fax: +49 421 4107 299
Tel: +31 78 644 64 64
United Arab Emirates
Email: info@dh-dredging.de
Fax: +31 78 644 64 65
Tel: +971 4 803 7777
Web: www.dh-dredging.hegemann-gruppe.de
Web: www.vandegrijp.com
Fax: +971 4 880 4295
Maintenance dredging, reclamation works,
Manufacturer of dredging
Email: gc-info@gulfcobla.com
aggregate dredging and sand mining using
equipment. Production and
Web: www.gulfcobla.com
trailing suction hopper and backhoe dredgers.
sale of dredging-pipes
Contact: Jan Joost Post
Charter of self-propelled split hopper barges.
andaccessories.
Specialising in hopper dredgers suitable for shallow waters. Working areas: coastal waters, river estuaries, harbours and fairways.
F O R A DV E R T I S I N G R AT E S A N D F U L L E D I TO R I A L P R O G R A M M E , V I S I T W W W. P E M O N L N E . C O . U K
DEME’s Apollo working on the Seamade wind farm offshore Belgium