PEM Online Vol 41 Issue 3 May / June 2022 by A&A Thorpe

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Volume 41 Issue 3 May / June 2022 ISSN Serial No. 0965-8203

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PORT ENGINEERING MANAGEMENT SECTION ABOUT TITLE PEM

WELCOME Welcome to the May/June edition of PEM ONLINE. The maritime world has been thrown into confusion and economic problems with the unwarranted invasion of Ukraine by Russian forces. No only have the oil and gas prices increased to a level not seen for a number of years, but the blockade of Ukrainian’s Black Sea ports has led to grain shortages and subsequent starvation across the world. Ukraine is the ‘bread basket’ of the world and the Russians have used this blockade to inflict such devastation throughout the world. How long will it last? Is anyone’s guess – but there is hope that Putin has bitten off more than he can chew. 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 All other enquiries: PEM ONLINE Office 1 First Floor 374 Long Road Canvey Island Essex, SS8 0JU UK

Alan Thorpe

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PORT ENGINEERING MANAGEMENT DEME’s latest crane ship Orion – equipped

with a powerful, 5,000-tonne crane and designed to handle the enormous turbines and foundations of the future. With a total installed power of 44,180 kW SECTION TITLE and at 216.5 m long, the vessel has a large unobstructed deck and a deadweight that has been maximised so she can handle the heaviest components

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PORT ENGINEERING MANAGEMENT CONTENTS

CONTENTS 6 10 18 24 32 38 44 54 64 74

VIEWPOINT NEW VESSELS REPAIRS DREDGING PORTS SHORE POWER PROJECTS RENEWABLES - VESSELS & EQUIPMENT RENEWABLES LOCKGATE

C O N TAC T

Front Cover: Van Oord’s latest trailing suction hopper dredger Vox Ariane, which was christened recently in Rotterdam. The Vox Ariane, built in Singapore by Singmarine, is Van Oord’s first TSHD equipped with an LNG fuel system. She has a hopper capacity of approximately 10,500 m3 and measures 138 m in length and 28 m across the beam. She is an outstanding example of Van Oord’s sustainable ambitions. (See Page 10)

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I N T E RV I E W BY PAU L B A R T L E T T

VIEWPOINT

PORT EMISSIONS UNDER S P OT L I G H T A S S H I P P I N G ’ S S U S TA I N A B I L I T Y C L I M B S AG E N DA Emissions from ships at sea are a top priority for shipping’s self-policing body, IMO, but also for regional regulators in various locations. Now, a range of port authorities are focusing on the issue and the potential harm caused by poor air quality across surrounding areas. A number of ports have already adopted shore power systems - others are doing so (see page 38). Such systems enable and sometimes require ships calling at the port to connect to electricity generated ashore, sometimes from renewable sources. This means that ship operators no longer need to rely on oil-powered auxiliary engines to work cargo or meet other energy requirements on the berth. However, establishing the original level of emissions in port, and monitoring the relative improvement and benefits gained from shore power, is still a major challenge. However, a new digital tool, the Maritime Emissions Portal (MEP), recently launched by RightShip, has been designed to help them. RightShip is a maritime sustainability and safety consultancy working for a ‘zero-harm maritime industry’. PEM ONLINE spoke to RightShip’s Senior Sustainability Adviser, Tam Pham, to find out more. RightShip has offices in Australia, Singapore, Europe and the US. Scope 3 emissions at a port relate to emissions created by third parties on site. Can you provide more detail on this? Do ships working cargo on the berth, or waiting in the roads or at the

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anchorage, count in these? Yes … a port’s Scope 3 emissions include all indirect emissions resulting from users of the port. Around 90% of total port emissions come from Scope 3 emissions and over half of those come from ships berthed in ports. This includes emissions from ships within a port’s water boundaries, trucks, railcars that call at the port to deliver and load/ unload cargo, and warehouse facilities owned and operated by third parties on port land. At a practical level, how does MEP calculate emissions from ships waiting off? How can it calculate how many generators are in use, or whether the vessel is a hybrid with batteries, for example? The MEP calculates emissions from ships using a combination of sophisticated AIS vessel movement data that tracks how a vessel operates within the port boundary, and RightShip’s unique vessel specification database. Our database covers comprehensive engine data and vessel specifications for more than 200,000 vessels. That includes the number of generators used on-board a ship as well as the type of engines used (e.g. diesel, electric, LNG or hybrid). Indeed, it’s challenging to obtain realtime data of which type of generators/ engines are used during the time in ports. Utilising RightShip’s database which has vessel technical specifics and energy efficiency retrofit devices

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Scope 3 emissions, and over half of that come from ships while berthed in ports. Shipping emissions in ports are substantial and have been linked to many health issues in surrounding communities, including bronchitis symptoms and respiratory issues. That is why understanding Scope 3 emissions is important to port emissions reduction strategies. The sea/land interface is surely an obvious link in the supply chain that is accessible and relatively easily assessed. Compared with air/land where aircraft emissions during take-off and landing have been a hot topic for ages, shipping seems to be behind, and many ports appear indifferent to their emission profiles. If this is correct, how is it changing and why? RightShip’s Senior Sustainability Adviser, Tam Pham

along with an industry leading best-practice ship emission methodology built on validated and verified assumptions ensures the robustness and accuracy of emissions data. The MEP-modelled emission outputs were also validated against actual emissions based on fuel consumption while vessels are in the port. This comparison process of in-port emissions has been undertaken with one of the world’s largest bulk ports, with results being used to validate and verify the in-port emissions of the model. What steps have major (or minor) ports made so far to gauge their own emissions and why are Scope 3 emissions an important part of this process? As pressure on reducing emissions from the maritime sector increases, ports are driven to understand the impact of their emissions on the local and global community. Developing port emissions inventories on an annual basis is key to this effort. Port emissions inventories help ports assess air pollutants from multiple sources and determine where best to focus resources to reduce emissions. We all know that what gets measured, gets managed. Around 90% of total port emissions come from

Aviation and shipping are notoriously difficult industries to decarbonise. The two sectors face different challenges to reduce emissions, but share similar solutions, such as modernising fleets and increasing the use of sustainable fuels. Discourse over shipping decarbonisation has picked up momentum since IMO set out targets for a 50% decrease of greenhouse gas (GHG) emissions by 2050. And since COP26 last year, we’ve seen that governments and ports around the world are eager to reduce emissions by committing to the Clydebank Declaration for green shipping corridors. However, shipping is still behind aviation in terms of emissions reduction. Aviation has incredible standardisation across airports, as well as the technology used to build and power planes, whereas shipping is still lacking improved standardisation. From experience, standardisation is the key to future maritime industry success. Do you expect regulation to tackle the issue, either at a national, regional or international level? Could this become an issue at IMO, for example? Yes, definitely! Regulation will help create certainty for the industry and encourage innovation. We’ve seen an increase of regulations in an effort to accelerate shipping industry

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decarbonisation at all levels. One recent example is the inclusion of the shipping industry in the EU Emission Trading Schemes (ETS), which will require shipowners to buy pollution permits under the ETS when their ships pollute, or else face possible bans from EU ports. Another example is the Clydebank Declaration for green shipping corridors, which aims to establish zero-emission maritime routes between two (or more) ports. There is also the possibility that IMO will raise its GHG emissions reduction targets to align with net-zero emissions by 2050, following aviation’s example. In 2021 the International Air Transport Association (IATA) set a target for the global air transport industry to achieve net-zero carbon emissions by 2050. This RightShip works withy many ports throughout the world

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commitment aligns with the Paris Agreement goal for global warming not to exceed 1.5°C. What role do the ESG principles of ship operators, their customers, and ports themselves play in this developing arena? As governments worldwide introduce more stringent ESG reporting requirements, the ESG principles of ship operators, their customers, and ports themselves play a crucial role in the drive towards reducing our impact on the environment and society. It is now high time for all shipping stakeholders to provide increased transparency through ESG reporting, to ensure accountability and move forward towards a more prosperous and sustainable future.

PORT ENGINEERING MANAGEMENT VIEWPOINT

Can you give details of the MEP and explain why it is an obvious addition to port efficiency management objectives? The MEP is the first building block in RightShip’s ESG solutions portal for the ports and terminals sector. This portal will be an essential tool in helping ports and terminals across the globe reduce their maritime carbon footprint and accomplish decarbonisation strategies over the next twenty years and beyond. Our portal combines sophisticated data from a ship’s Automatic Identification System (AIS) – which transmits a vessel’s position in order to avoid collisions – with RightShip’s unique 200,000-vessel database. Our shipspecific emissions methodology is aligned with other industry-leading methodologies. This includes frameworks from the United States Environmental Protection Agency (US EPA), California’s Air Resources Board (CARB), Entec UK and IMO guidance. Impacts measured by our portal include core air pollutants such as CO2, exhaust particles like NOx, SOx, and particulate matters 2.5 and 10 from visiting ships’ main and auxiliary engines. The option to add specific emissions targets particular to each port means operators can monitor air quality in and around their port, berth, or terminal, highlighted as visual ‘hot spots’ on a heat map. These are rated using an easily identifiable traffic light system. The portal also allows users to monitor their emissions following industry changes or government emissions reductions targets, such as Emissions Control Areas and the reduction in fuel sulphur levels issued by IMO in 2020. Those using the portal are then able to create specific geographical zones using ‘geo-fence’ techniques, as well as setting a specific time period they want to work within. This means that short- and long-term aims can be set, in order to identify problem areas and allow timely and practical decisions to manage emissions. Can the MEP be used to ‘blackmark’ highemission ships and their operators during port calls?

Well, it could! But we prefer to think that the way in which MEP highlights visual emission ‘hot spots’ on a heatmap allows ports to identify high-emission vessels during their port calls, and then work with shipowners and managers to find opportunities to reduce those emissions. Is there any formula or system for issuing penalties for poor performance or setting minimum standards? As mentioned above, the EU ETS is one of the systems that issues penalties for poor emission performance vessels. Shipowners will have to buy suitable permits under the ETS when their ships pollute, or else face possible bans from EU ports. However, there are also incentives programmes where ports provide financial incentives (discounts on port dues, for example) to encourage operators of ocean-going vessels to make voluntary engine, fuel and technology enhancements that reduce emissions beyond regulatory environmental standards. Many ports are either offering, or in the process of developing, shore power services. How do these fit into the MEP since these systems provide electricity for third-party assets? We work with ports closely to help them understand the magnitude of shore power services’ impact on the port overall emissions inventory. Is there a port client example on which you are at liberty to release details of MEP installation, operation or findings? We’re still in the early stages with partners using the MEP, but will be in a position to share results soon. Our mission at RightShip is to be a trusted innovation partner, charting a safe, sustainable, and socially conscious future for the shipping industry. We believe in a maritime industry that causes zero-harm. And all hands must be on deck to make this happen. We want to work with likeminded organisations to protect our ‘One Ocean, One Climate, One Future – Together’. PEM

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NEW VESSELS

VA N O O R D C E L E B R AT E S CHRISTENING OF THE TSHD VOX A R I A N E Holland’s Van Oord has celebrated the christening of the TSHD Vox Ariane in Rotterdam, the Netherlands, during early June 2022 – with a three-day event on the Koninginnenhoofd Quay in Rotterdam, Van Oord unveiled their latest addition to the fleet. Vox Ariane, Van Oord’s first trailing suction hopper dredger equipped with an LNG fuel system. The Vox Ariane has a hopper capacity of approximately 10,500 m3 and measures 138 m in length and 28 m across the beam. It is the first hopper in Van Oord’s fleet equipped with an LNG fuel system and an outstanding example of Van Oord’s sustainable ambitions. The vessel was built by Singapore’s Keppel Singmarine. The Vox Ariane and its two sisterships (Vox Alexia and Vox Apolonia), which are still under construction, will replace existing vessels and fit in with Van Oord’s The Vox Ariane, the latest Van Oord TSHD

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aim of making its fleet state-of-theart and more energy efficient. Their energy-efficient design will reduce fuel consumption and therefore carbon emissions substantially, qualifying them for a Green Passport and Clean Ship Notation. Van Oord operates TSHDs for a wide range of global activities, such as coastal protection, port construction, deepening waterways and land reclamation. The vessels are equipped with a suction pipe with electrically powered underwater dredge pump, two inboard dredge pumps, five bottom doors and have a total installed power of 14,500 kW. Each vessel can accommodate 22 crew members. The investment is part of a broader fleet renewal programme. Van Oord is committed to reducing carbon dioxide emissions, leading to a better, more sustainable world for future generations. As part of our Sustainable Earth Actions programme, Van Oord intends to be carbon-neutral by 2050, in line with the Paris Agreement. Approximately 95% of Van Oord’s carbon footprint is linked to its fleet. We can make most progress by investing in the decarbonisation of our vessels, by investing in green vessels and alternative fuels. The organisation has decided to invest €1bn in innovative and sustainable equipment over the next five years.

PORT ENGINEERING MANAGEMENT NEW VESSELS

Teams from IHC and Dredge Masters celebrate the delivery of two Beaver cutter suction dredgers

DREDGE MASTERS GHANA AND IHC DREDGING ARE BOOSTING A F R I C A N C A PAC I T Y Holland’s IHC Dredging and Dredge Masters have announced the commissioning of two Beaver cutter suction dredgers and marine equipment. The commissioning of the dredgers and equipment provides this African company with cutting edge marine technology, to be operated by local engineers and technical staff. This capacity will be a major breakthrough in the African region.

Dr. Joseph Siaw Agyepong, Chairman of the Jospong Group, said, “Our objective is to be the most successful African Holding company, leading in every sector we operate. With our mission ‘improving the lives of people’ dredging has become an important part of our group.” Captain Kahn, Director of Dredge Masters added, “Dredge Masters has been operational for over five years now and has an ambition for substantial growth in the region by supporting local parties in the development of their dredging capacity. We aim to become the leading provider of dredging, marine and related services in Africa through sustained, environmentally friendly and effective standards. To do so, we partner with organisations who are able to supply us with the best suitable equipment and knowledge. This has resulted in the partnership with IHC Dredging.” IHC Dredging offers Dredge Masters a total solution for their dredging needs and access to the latest technology. In addition to two VOL 41 ISSUE 3 |

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Beaver 50 dredgers, IHC Dredging has delivered two Delta Multi Craft work boats to perform all supporting operations. Furthermore, a critical spare parts package, training package, planned maintenance system and two discharge pipeline systems are included. Catina Geselschap, Director PMG Dredging Standard Modular vessels, commented, “IHC Dredging is proud to have partnered with Dredge Masters and we are honoured with the confidence Dredge Masters has placed in our company. Together we can make an impact in Ghana and the region. We look forward to provide support building local dredging capacity and enhancing technical knowledge.”

DA M E N D E L I V E R S M U LT I C AT 2 4 0 9 FOR MAINTENANCE OF PORT DE KAMSAR IN GUINEA Within the exceptional short delivery time of just 4.5 months, Holland’s Damen Shipyards Group has been able to deliver a customised Multi Cat 2409 for port and fairway maintenance at the Guinean Port of Kamsar. Great co-operation from Compagnie des Bauxites de Guinée (CBG) and Damen, overcoming covid restrictions in the process, has led to the outfitting of the vessel for a multitude of operations in the West-African port. Damen brought the new vessel to Guinea on its own keel, departing from the Hardinxveld yard in The Netherlands during the end part of April for a journey of about four weeks. GBG took delivery of the vessel and named her Lamine Camara. The vessel is equipped with two cranes. On the fore deck an exceptionally powerful crane is installed that can lift a weight of more than 18 tonnes at

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a range of 7 m, while a second crane on the aft deck can lift more than 4.5 tonnes at a range of more than 5 m. This is key equipment for lifting and laying buoys that mark the harbour entrance. CBG is responsible for port maintenance as the single largest user of the Port of Kamsar. Maintenance of the buoys that guide bauxite ore carriers to and from the Port of Kamsar is crucial, especially in the rainy season with its limited visibility. Shallow waters with sand banks that move with tidal and river flows in the mouth of the Nunez river require careful navigation for which clearly laid out fairways marked with buoys are essential. Train tracks go from this port to the ore mines inland, bauxite is shipped from here to aluminium producers round the world. Two Caterpillar CAT C32 engines provide a total propulsion power of 1,268 kW resulting in a bollard pull of 22.5 tonnes. The vessel offers 109 m2 of deck space. A winch with 72 tonnes brake holding power adds to the flexibility of the vessel, that is equipped for a multitude of operations. A special tool is the 8 m plough, installed aboard on an A-frame at the stern of the vessel. CBG will use the Multi Cat to plough the sea bed near the quays to keep the water deep enough and take away excess underwater vegetation that may obstruct manoeuvring and berthing at the harbour.

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The Damen Multi Cat 2409 is part of the standardised range of Damen Multi Cats that comprises vessels from 9 m up to 37 m of overall length. All vessels are the result of years of experience from operators and ship builders and offer practical and safe working conditions in a high quality and durable construction and outfitting. Damen builds vessels beforehand and has them in stock for quick delivery to clients. Only weeks are needed to equip the Multi Cats to operator specifications, so the vessel can be engaged in actual operations very quickly.

DA M E N D E L I V E R S S TA N P O N TO O N 12 0 3 2 TO I TA LY Damen Shipyards has also delivered a Stan Pontoon 12032 to Italian construction and logistics contractor Renco S.p.A. The pontoon will be supporting major energy companies in their activities in south-eastern Africa, acting as a The Multi Cat 2409 Lamine Camara

The Damen Stan Pontoon 12032 Rencraft

jetty extension for use by supply vessels. The Stan Pontoon 12032 is the largest standard pontoon in Damen’s range, measuring 120 m by 32 m and with a maximum deadweight of over 20,000 tonnes. In line with Damen’s policy of ensuring fast delivery of its Standard vessel types, the pontoon was delivered just three months after the contract was signed in December. This was possible due to Damen maintaining a range of Stan Pontoons in stock. Following some customisation and commissioning activities at Damen Shiprepair Verolme (DSV), the Rencraft was taken under tow for its voyage to the port of Pemba in Mozambique. Renco is a new client for Damen Shipyards. The company is active in energy projects including for the oil & gas sector. On its arrival in Pemba, it will be semi-permanently fixed in place with vehicular access from the shore. Platform Supply and other vessels supporting energy companies’ activities will then be able to moor alongside and embark/disembark equipment, personnel and supplies. Its size makes it highly stable and it represents a more economical solution than a fixed concrete jetty. If needed in the future, it can be disconnected and moved on to new assignments. Damen pontoons can be found all over the world doing a wide range of tasks and are constructed to the highest quality to ensure long and productive lifespans. VOL 41 ISSUE 3 |

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THE DEEP CUT BEGINS L AKE DREDGING SEASON During April, ODNR placed its latest custom 460SL dredge, Deep Cut, into operation at Buckeye Lake. An Ellicott field service technician provided start-up support and crew training. The Deep Cut is the fifth Series 460 dredge purchased by the State of Ohio since ODNR began retiring its older dredge fleet. The new custom 460SL dredge is built to the State’s specifications and will support their annual dredging activities for many years to come. The new 460SL replaces the Buckeye, a 1965 Ellicott® dredge the State has operated for more than a half century. The Buckeye, sold as surplus equipment by the State, was recently purchased by a landowner in Connecticut to support a private lake dredging project. In March, a Virginia-based specialty mining producer contacted Ellicott in search of a more efficient solution for recovering mineral tailings and settling pond maintenance. A

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The Ellicott Series 460SLM Swinging Dragon Dredge

Series 370 Dragon dredge was selected for the project to replace a very old pump barge that after many years had to be retired. The new 370 dredge requires less maintenance and is more productive. Ellicott is scheduled to provide enhanced on-site dredge training and site planning to further improve site operator skills and efficiency. Ellicott recently delivered and provided startup services for two 450 mm Series 1270 Dragon dredges, both involved in the support of the sand and gravel industry. One unit was delivered to a sand and gravel producer in central Michigan where it will replace mechanical dragline and excavator mining method and allow the user to reach deeper digging depths and on constant basis. The hydraulic cutter suction dredge will greatly simplify the mining operations and reduce the owner’s operational costs. A second Series 1270 is scheduled to ship for delivery in June to this same owner at another location in Michigan. The second Series 1270 dredge launched is operating near Salem, New Jersey, and replaces a 16” Series 970 the client has operated since 1983. The Ellicott 970 had provided the mine owner with many years of reliable service. While the owner considered refurbishing the 970, purchase of the upgraded 1270 became the

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more attractive option. The 1270 will dredge up to 15 m depth and pump silica sand directly to a processing plant which will then be loaded onto rail cars for shipment to buyers throughout the Eastern United States. Ellicott Dredges continues to produce its full product line for inventory including upgraded dredges with Tier 3 marine compliant engines. The Tier 3 marine engines feature closed-loop cooling systems, offer less complexity, and require less on-board space than Tier 4 engines. The following new models are in production - 360SLM, 460SLM, 370M, 670M, and 1270-T3. These are unprecedented times for equipment manufacturers with supply chain shortages, disruptions, and brisk demand. Unlike prior years, advance planning and commitment are necessary to ensure equipment availability in the future. The Damen Multi Mission inshore patrol vessel

DA M E N C A P E TOW N D E L I V E R S FIRST OF THREE M U LT I - M I S S I O N I N S H O R E PAT R O L VESSELS In a ceremony held at Simons Town Naval Base, the first of three, state-of-the-art, Multi Mission Inshore Patrol Vessels (MMIPVs) has been handed over to the South African Navy. The vessel marks the culmination of four years of work for Damen

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been built to the required quality level which is an achievement that was realised by South African people, as most of the work and materials that went into the construction were sourced locally. “The yard has significantly grown during this process both in the quality of work and the safety standards achieved. This project has also allowed the yard to increase the impact of its transformation strategy by consistently delivering relevant development to the communities of South Africa.” Work on the remaining two vessels is well underway at DSCT, with the second vessel handover being planned for 2023 and the third for 2024.

B R I T I S H B OAT BUILDER DELIVERS T H E WO R L D ’ S F I R S T F U L LY R E C YC L A B L E B OAT

UK’s ExoTechnologies is launching the world’s first fully recyclable, high-performance workboat range. ExoTechnologies said its first commercial vessel is being delivered to Police Scotland, built from its fully recyclable DANUTM composite material technology. ExoTechnologies says DANUTM is the most resource-efficient composite material on the planet. The Police Scotland boat has a top speed of 50 knots and operating range of 400 nautical miles. The Police Scotland deal represents the culmination of a £7m investment in research and development by ExoTechnologies. The boat is the first of a new range being built at Ultimate Boats, the Glasgow boatyard owned by ExoTechnologies. The company says it plans to create 300 jobs at the yard within five years. ExoTechnologies CEO, Shane Mugan said, “We

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are proud that this pioneering and internationally significant project is being delivered in Scotland, by our talented Clyde-based workforce, in partnership with Police Scotland. To witness the world’s first ever fully recyclable boat, in action, made from our fully recyclable DANUTM composite material technology is incredibly rewarding after years of research and development. “Police Scotland’s boat marks a significant breakthrough in transforming boat building, as our fully recyclable DANUTM composite material technology of superior mechanical strength has replaced fibreglass entirely, currently the most common form of boat building substance. DANUTM has the potential to tackle the ecological timebomb which sees 250 million kilos of fibreglass and thousands of boats dumped into landfill across Europe each year.

Assistant Chief Constable Mark Williams (left) and Ultimate Boat

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Mike Golding OBE, one of the world’s most accomplished and successful offshore sailors and chairman of World Sailing Sustainability Commission 2030 added, “Since its broad introduction in the 1950s, fibreglass and composite materials have totally transformed the sport of sailing. Today, as we move into an ‘age of sustainability’ it is crucial that all future boat construction adapts and becomes fully circular. Encouragingly, I have seen many hybrid composite solutions developed but DANUTM is quite possibly the most complete – offering, at end of life, the potential to reuse both the fibres and resin whilst performing better than comparable construction systems.” Jeroen Wats, ExoTechnologies Chief Innovation Officer and ocean yacht racing veteran said: “the high-performance boat being delivered to Police Scotland also features our advanced

ts Jason Purvey

ExoHullTM technology designed and developed by Ultimate Boats internationally renowned chief designer, John Moxham. “What John has done is to reimagine planing hull technology and hydrodynamic performance using principles that were first conceived during the development of the XB-70 Valkyrie supersonic bomber. This enhances performance across all our commercial workboat and tactical range producing intuitive handling, seakeeping capabilities, directional stability and comfort. It has been really amazing to work with Police Scotland and see them benefit from this revolutionary technology.” ExoTechnologies approached Police Scotland in July 2020 with an opportunity to co-design a purpose-built boat which would be offered on a research and development loan for operational use. It will be loaned to Police Scotland for a three-year period with an agreement in place which covers the cost of insurance, maintenance and servicing. Assistant Chief Constable Mark Williams, lead for Operational Support, said, “This unique opportunity should allow us to benefit from a high performing asset that will make a positive difference to our capability. We have a duty to explore new projects that look to improve the working environment for our officers and staff, as well as the response we can provide to the public. We have been working closely with Ultimate Boats and will continue to provide feedback as the officers look forward to using this asset operationally.” Mr Mugan said the Police Scotland deal is only the beginning for ExoTechnologies as it seeks to grow globally. “This project demonstrates an example of a green transition pathway within the maritime industry. Ultimate Boats’ full highperformance workboat range includes a 13 m crew transfer vessel, 11.5 m multi-mission workboat and 7.5 m support workboat which have already attracted significant interest from commercial operators and military. “We are preparing to engage with potential investors and strategic partners to scale our company to realise the potential of our market leading technologies capable of accelerating the green transition to a circular economy across all industries and markets.” PEM

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R E PA I R S

The Taurus II

BAKKER SLIEDRECHT UPGRADES BOSKALIS’ CUTTER SUCTION D R E D G E R TAU R U S I I Holland’s Bakker Sliedrecht has upgraded Boskalis cutter suction dredger, enabling the vessel to be used booster station. By increasing the booster capacity of the dredge pumps from 6,000 to 7,400 kW, the dredger can pump sand over greater distances from a stationary position. The 112 m long and 24 m wide Taurus II was originally built in 1983 as a cutter suction dredger and was upgraded in 2010. At that time, Bakker Sliedrecht, as one of Boskalis’ trusted partners, modernised all electrical installations on-board. The converted Taurus II will be used as a booster station, which is able to

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pump sand over great distances. The existing 25 MW of power on-board had to be used even smarter to cope with this task. “We have stretched the unused capacity of the electrical installations to the maximum within all safety margins. Upgrading the pump power from 6,000 to 7,400 kW allows the vessel to move large amounts of sand over large pressing distances quickly,” says project manager Arie de Jong. Bakker Sliedrecht also updated all automation systems, inspected electrical installations, and expanded the camera system (CCTV). Among other things, to monitor the arrival and departure of all hopper dredgers.

PORT ENGINEERING MANAGEMENT REPAIRS

Bakker Sliedrecht started the project in June 2021. The first work was prepared in Sliedrecht, after which the adjustments were implemented and installed on board in the United Arab Emirates. The project is completed at the end of February, and afterward, Bakker Sliedrecht handed over the Taurus II to Boskalis.

S V I T Z E R TO DECARBONISE Belgium’s Svitzer, part of the A.P. Moller-Maersk Group,, has unveiled its decarbonisation strategy that will see the company become fully carbon neutral by 2040. The strategy will see Svitzer decarbonise in two phases. Firstly, Svitzer is aiming to reduce the CO2 intensity of its entire

fleet by 50% by 2030. This will pave the way for fully carbon neutral operations just ten years’ later in 2040, which is in line with A.P. MollerMaersk’s ambition. As part of the strategy, Svitzer will invest time and capital to embed sustainability throughout its business, in day-to-day operations, in people and how they do their jobs, in its fleet and through the types of fuel used by its vessels. Svitzer will measure progress against a 2020 baseline, which saw the company’s fleet of approximately 400 vessels emit 280,000 tonnes of CO2, or the same amount as 110,000 cars. Svitzer has already implemented process changes to help spur improved efficiency across its fleet. For example, the company’s ‘Aim for 8’ initiative – which asks crew to optimise their speed during tug mobilisation and demobilisation – has saved over 255 tonnes of Marine Gas Oil (Diesel) in the UK alone. Initiatives like these which influence the behaviour of Svitzer’s staff, combined with improved vessel

A Svitzer tug in operation on the River Thames

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connectivity, integrated performance monitoring across the company’s fleet and improvements to scheduling optimisation, will help drive down emissions in the short term. Svitzer will also focus on changing the fuel mix of its fleet. The success of the organisation’s EcoTow project, which has seen Svitzer’s entire fleets in London, Felixstowe, and Southampton switch to low carbon biofuels, is currently being replicated more widely across ports in the UK and to the company’s global operations. Svitzer will also begin to explore methanol as a fuel for towage and, in the long-term, take required steps to retrofit and renew its fleet in order to operate on low carbon fuel solutions. Finally, Svitzer will focus on improving the efficiency of its fleet from a design perspective. As part of this, the company will launch its new and innovative TRAnsverse Tug design, which can generate higher steering forces than most designs of similar dimensions in a smaller, nimbler package with a reduced environmental footprint. The Robert Allan design will come into operation from the third quarter of 2023. Commenting on the decarbonisation strategy, Kasper Nilaus, CEO, Svitzer, said, “We are proud to unveil our strategy to become fully carbon neutral by 2040. We are not committing to these ambitions lightly and understand that it will require leadership and collaboration with our customers, suppliers, industry peers, and ports around the world to ensure success. Widespread changes and investment into the way we work, the fuel we burn, and the composition of our fleet will be required. “The work has already started, and the whole team at Svitzer is invigorated by the opportunity to contribute to solving this truly global challenge. We hope that by leading the way for towage we will be able to generate the cleaner, greener future that our children, our industry, ports around the globe and our oceans deserve. We recognise that we can’t do this alone. Collaboration and partnerships with our customers and suppliers will be key, and we look forward to taking the industry along with us in our journey to become carbon neutral by 2040.” Gareth Prowse, Head of Decarbonisation, Svitzer, added, “The decarbonisation strategy

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The Nile River in Gemak

we are launching today is ambitious and sets a clear roadmap for Svitzer but, most importantly, it is absolutely achievable if we focus on the right areas to generate real progress. That is why we have split our strategy into three pillars behaviour, equipment, and fuel, and we will focus on each of these in a step change fashion to bring about carbon neutrality in a way that works for our customers and maintains the high level of service Svitzer is known for.”

T WO D R E D G E R S R E PA I R E D I N GEMAK Turkey’s Gemak Shipyard has recently had success in the dredger repair market with two dredgers from Belgium’s DEME. The dredgers involved were the 17,000 m3 TSHD Nile River and the 28,583 kW cutter suction dredger D’Artagnan. The yard has also recently repaired two other TSHDs from Belgium’s Jan de Nul.

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DN 46, and it welcomed Dredging & Maritime

Management SA’s 23,520 kW cutter dredger IBN Battuta, which is managed by Jan de Nul, in March involving full hull blasting and class renewal works. DEME’s 44,180 kW Spartacus is the world’s largest and most powerful self-propelled cutter suction dredger and also the first to run on LNG. The dredger has just completed a successful refit at Palumbo Shipyards in Malta and is ready to hit the waves once again in the planned time bearing in mind that the scope of work was significantly increased compared to what was originally planned. The refit involved modification of working platforms, intervention on cutter heads and equipment, full hydro jetting of the entire underwater area, hull steel works, pipe works and substantial amount of husbandry and logistic activities.

D R E D G E R R E PA I R S BY PA LU M B O GROUP

The Willem van Rubroeck alongside at Viktor Lenac

Jan de Nul’s 41,346 kW cutter dredger Willem van Rubroeck is one of the two largest cutter dredgers in the world. The ship was safely moored at Croatia’s Palumbo Viktor Lenac berth No.8 which is specifically designed for vessels with draft sup to 11 m. This Uljanik-built vessel was prepared for her upcoming works in the Adriatic – the Viktor Lenac team had a specific scope of work which included a large portion of non-standard shiprepair work such as intervention on spuds and spud carriers, steelwork modifications of railings and access equipment, installation of new piping systems, intervention on the cutter ladder, upgrades on the existing electrical systems and many others. This modification work was not without challenges, which proves that there is nothing the Palumbo Group cannot handle. Additionally, Viktor Lenac has recently carried out demanding drydocking work on-board one of Jan de Nul support vessels – multi-cat

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One of the anchor-handlers in German Naval Yard

T WO A N C H O R - H A N D L E R S C O N V E R T E D TO S TA N D BY V E S S E L I N K I E L German Naval Yard, Kiel, which is the former HDW Gaarden Yard, has successfully completed the conversion of the first of two former anchor-handlers into the world’s most powerful salvage tugs, for French operator Les Abeille International. Abeille Normandie (ex Siem Garnet) is now on station in the French English Channel port of Boulogne-Sur-Mer, where she will replace the 1979-built Abeille Languedoc. Work on the conversion of the second salvage tug, Abeille Mediterranee (ex Siem Diamond) will be completed at the end of May and this vessel will be based in Toulon, replacing the 1978-built tug Abeille Flandre. Both Abeille Normandie and Abeille Mediterranee are on charter to the French navy and will act as emergency towing and rescue vessels. In their new form, both 2010-built 7,473 gt vessels have a bollard-pull of 282 tonnes, a power output of 20,800 kW, fire-fighting capacity to tackle major fires deep-sea, and a capacity to accommodate up to 300 survivors.

The scope of work carried out on both vessels included: • Closure of stern opening • Addition of two transverse arches • Changing of a tugger winch into a gobwire • winch, and repositioning • Addition of two tugger winches on the main • deck • Addition of two deck platforms, fitted with two • davits and a workboat • Replacement of existing 3 tonne SWL deck • crane with a 30 tonne SWL, 10 m outreach crane German Naval Yards Kiel beat off competition from nine other shipyards to win this contract, with each conversion taking six months to complete. PEM VOL 41 ISSUE 3 |

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SURGE BARRIER WO R K I N NIEWPOORT During April this year, a special transport left Kallo, in the Port of Antwerp. A pontoon carrying an enormous concrete threshold. Final destination was Nieuwpoort harbour channel. This is a major component of the storm surge barrier currently under construction by the Agency for Maritime Services and Coast (MSC). This storm surge barrier will protect Nieuwpoort against extreme storm surges. Some 23.5 m wide, 42.1 m long and 5 m high, that is the size of this concrete threshold that was under construction at Kallo over the past few months. This threshold will soon be installed in the harbour channel at Nieuwpoort between both abutments of the storm surge barrier. Later, it will hold the steel barrier in normal, open position. The storm surge barrier is necessary to protect Nieuwpoort and the hinterland against floods. Coastal harbours are the

most at risk of floods when storm surges occur. Nieuwpoort too is currently still unprepared for the high water levels that can occur during heavy storms. For the protection of Nieuwpoort, at the Flemish Authority we are currently investing €58m in the construction of storm surge barriers in the Yser estuary. The infrastructure is one of the measures in the Coastal Safety Master Plan that will protect our whole coastline against heavy storm surges until 2050. Dirk Van Rompaey, Director Civil Engineering Works at Jan De Nul Group said, “Our Belgian coast is vulnerable to rising sea levels. The storm surge barriers being constructed by Jan De Nul in Nieuwpoort fit in a series of public measures aimed at protecting 67 kms of coastline. It is a unique hydraulic structure in which civil engineering and maritime technology know-how and expertise join forces. Quite fitting for Jan De Nul. The Immersing the concrete threshold is a major milestone in this project. An exploit achieved by Jan De Nul in co-operation with HerboschKiere.” Benny De Sutter, CEO Herbosch-Kiere added, “Since the works were performed in our premises in Kallo, we have the privilege of monitoring its progress on a

The Storm surge barrier Nieuwpoort - Threshold construction

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daily basis and seeing it grow. That was a special experience for our people, here at the office. The activities on this impressive and gigantic structure went very smoothly and we are proud of our colleagues who devoted their efforts in a flexible and professional manner over the past period. We were absolutely ready for this adventurous journey to the final destination of the threshold in Nieuwpoort.” Getting the threshold from Kallo to Nieuwpoort can definitely be qualified as special transport. The threshold is built onto a pontoon that can be submerged. Two tugboats first pulled the pontoon through the Scheldt, and then over sea to the harbour in Ostend. A trip that lasted about 12 hours. For the transport over the Wester Scheldt and over sea, several links in the nautical chain work together closely. The Common Nautical Authority (CAN) gave approval for the river leg, and the Maritime Rescue and Coordination Centre (MRCC) issues the permit for the sea leg. For both the part of the trip on the Scheldt and over sea up to Ostend, a pilot will be on-board. Permits have been issued for this special transport, stipulating certain safety conditions. Upon arrival in Ostend, everything preventing the threshold from shifting or tipping over during transport (seafastening) was removed. Then, the threshold was hooked onto a crane on a second pontoon, the Matador III. The concrete threshold weighs more than 4,500 tonnes. Too heavy to lift for the Matador III. According to Archimedes’ Law, a submerged object is lighter to lift. Therefore, the pontoon was submerged so that the threshold is entirely covered by water. The load to be lifted then ‘only’ weighed 1,210 tonnes. This operation took16 to 20 hours. A number of checks were still need to be carried out. Only then was the threshold, suspended from the crane on the Matador III, be ready for the last leg of the trip to Nieuwpoort. This journey took approximately six hours. Once the threshold arrived in the harbour channel at Nieuwpoort, it was lowered between two abutments. This took approximately one day. Finally, the threshold still needed to be anchored. For this, the harbour channel was closed off completely for about 10 days. During the whole process in Nieuwpoort, divers are present to

check that the positioning happens correctly. Installing the concrete threshold is a major milestone in the construction of the storm surge barrier. The MSC Agency launched the works in the spring of 2018. In the Nieuwpoort harbour channel, both concrete abutments and guide walls were built and the trench for the laying of the threshold was excavated. This autumn, construction works will start for the bypass drains. These are lateral pipes in each of the abutments. They will ensure that the spring tide flow rate never exceeds three knots. Then, the steel barrier still needs to be installed, as well as the mechanical parts and the fenders, and the service building will be installed on the abutment on the right bank. The project should be completed in 2025.

BOSKALIS AWA R D E D SIGNIFICANT EXPORT CABLING C O N T R AC T Boskalis has been awarded a contract for the transportation and installation of the export cables for a large offshore wind farm development. The value of this contract for Boskalis is considered to be ‘significant’. The contract scope comprises ocean transportation of export cables with the use of in-house heavy transport vessels. The installation scope includes three 275 kV AC export cables with a combined total length in excess of 200 kms and will tie up one of the N-class cable laying vessels for at least nine months. Preparatory works will commence in the second half of 2023 and the cable installation works will commence in 2024. Boskalis’ successful track record in offshore wind energy is founded in Europe and has expanded to Asia and the US. Boskalis’ strategy is aimed at leveraging on key macro-economic VOL 41 ISSUE 3 |

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factors and supporting the energy transition. With this project and through its client, Boskalis is advancing the energy transition by making offshore renewable energy available.

VA N O O R D AWA R D E D L A N D R E C L A M AT I O N PROJECT IN THE MALDIVES Van Oord working in the Maldives

Van Oord has been contracted to reclaim and create 194 hectares of land in Addu City, Maldives. The works are part of the Addu Development Project, meant to address climate change and to transform Addu City into a fully functional, thriving economic hub and an attractive tourist destination. The client is the Ministry of National Planning, Housing and Infrastructure of the Government of Maldives. Addu City is located in the Maldives and consists of the inhabited islands of the southernmost atoll of the Maldives, Addu Atoll. It is home to 20,000 people divided between six islands surrounding a lagoon. The Addu Development Project is the government’s plan to stimulate the economy and tackle high unemployment by increasing economic and employment opportunities in the region. The project is in line with the government’s aim of addressing climate change and environmental protection, promoting decentralisation and enhancing connectivity to relieve population congestion and reduce travel time and distance between jobs, services and homes. Land will be reclaimed along the coasts of the islands Hithadhoo and Maradhoo/MaradhooFeydhoo. In addition, three new islands will be created in the city’s lagoon. Trailing suction hopper dredger HAM 318 will be deployed for the reclamation works and will source sand from two designated areas in the lagoon. Preparations will commence immediately. The project will be

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completed within 18 months. “We have collaborated with local and other coral specialists worldwide on the relocation of coral and associated flora and fauna prior to coastal construction work, for example at the Himmafushi Atoll in the Maldives in 2016. We are keen to extend our coral relocation and rehabilitation track record,” said Niels de Bruijn, Director Dredging Coastal protection is part of the contract. Van Oord will install 11 kms of shore protection using rock and at some locations geotextile tubes. The geotextile tubes are elongated bags made of specially developed geotextile fabric filled with sand. They have proven to be effective in a variety of other climate adaptation projects around the world involving the construction of dams. The method is sustainable because it reduces the use of primary building materials such as rock and sand and therefore also reduces the fossil fuel emissions caused by transport. Addu Atoll has a wide variety of valuable ecosystems. Protection of the environment is a key concern for Van Oord and environmental management will be integrated into all project activities. Van Oord is currently investigating the most sustainable approach to project execution based on the best practices of other projects. Part of the project scope is the relocation of coral. Van Oord will work with local stakeholders to move coral and associated species from the reclamation area prior to project execution.

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VA N O O R D AND DEME S U C C E S S F U L LY COMPLETE THE L ARGE-SC ALE M O D E R N I S AT I O N PROJECT Van Oord and DEME have completed the deepening of the Świnoujście-Szczecin Fairway, one of the most important dredging projects in Poland’s history. Together with the Ministry of Transport and the Maritime Office of Szczecin, the joint venture partners celebrated the official opening of the 65 kms Fairway during early May. Providing access from the Baltic Sea, the Fairway runs between the city of Świnoujście and the Port of Szczecin. With approximately 24m m3 of material dredged, the channel has been deepened by 2 m to -12.5 m, which enables the Port of Szczecin to handle the next generation of vessels. Despite exceptional challenges, including carrying out most of the work during the pandemic and

the presence of large amounts of unexploded ordnance, as well as thick ice in winter, the ambitious Design & Build project was completed on time, highlighting the tremendous efforts of the JV team. DEME’s cutter suction dredger Amazone even mobilised at the very beginning of the pandemic, although there were lockdowns in both Poland and Belgium. When the project was nearing completion, it was hit by two heavy storms leading to a fresh build-up of sedimentation, which meant the team had to remobilise again to dredge to the target depth. Cutting-edge dredger fleet deployed. The enormous scale of this project is reflected in the numbers. More than 2,000 people were employed over its duration. The joint venture partners focused on working with local parties as much as possible and the non-dredging works were largely executed by Polish companies. Some 10 main dredging units were deployed along the Fairway, including Van Oord’s TSHDs Vox Amalia and HAM317 and DEME’s Meuse River and dualfuel TSHD Scheldt River. These next generation dredgers are all able to pump material over long distances – up to 8 kms in this case - without the need of a booster station. This mammoth project also included the construction of two artificial islands in the lagoon, which in line with the JV partners’ sustainable, circular-economy solutions, are created from dredged material. One of the islands is established as a new nature habitat above and below the waterline and is attracting a diverse range of birds, even rare species that are on the EU’s endangered list. The rock revetments below the water are also proving popular with marine life. Additionally, over 9,000 trees and bushes have been planted as part of the greenery works to create new habitats for the wildlife. Other green initiatives included DEME’s TSHD Scheldt River operating on LNG during the project, hybrid earthmoving machinery, and the use of solar panels at the Trzebiez marina. LTI-free with more than 2.5m manhours performed Safety, as always, is paramount and the project has a remarkable LTI-free safety record, with more than 2.5m manhours worked. Further highlighting the focus on health and

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A Van Oord TSHD working on the Świnoujście-Szczecin Fairway

safety, more than 10,000 Covid tests were also performed on site. In the largest UXO campaign in Van Oord and DEME’s history, the JV managed to successfully clean the channel, which had been subject to heavy bombardments in World War Two. An unexploded, five-tonne ‘Tallboy’ bomb was amongst the discoveries. After a year of research and preparations, the Tallboy was safely detonated in situ by the Polish Navy. As well as the deepening works and the new islands, the JV partners carried out shore protection works, underwater reinforcements, installed cables and navigational aids. Govert van Oord, Managing Director Dredging at Van Oord, says, “We look back with pride and great satisfaction at being able to deliver this challenging project in Poland in line with our company purpose - to create a better world for future generations by delivering marine ingenuity. Delivering world-class infrastructure whilst co-creating two new islands of natural habitat that allows nature and wildlife to flourish is an example of what our company does best and how we play an important role in adding value to society. A big thank you to all people involved in the project - your craftmanship, dedication and teamwork made the difference! This project has demonstrated that immense

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challenges can be overcome through a positive spirit of co-operation with all stakeholders involved. We congratulate the people of Poland on this landmark achievement!” Eric Tancré, Managing Director Activity Line Dredging at DEME Group, says, “This is an exciting day. DEME is so proud of this incredible project and completing it on time. This was DEME’s first major project in Poland and indeed, the first Design & Build dredging project in the country and it had to be carried out while adhering to stringent safety and environmental standards. However, we managed to successfully achieve this complex project although we faced unprecedented challenges - the pandemic, a large-scale UXO campaign, severe winter storms - and we did this by working closely together with our JV partner. The project team’s determination and versatility enabled us to overcome these challenges. This is a fantastic example of true teamwork, where we pooled our joint expertise, and the dedication of all the parties involved, as well as being the result of our strong collaboration with the Maritime Office in Szczecin, the Polish Government, the regional authorities and the local community. Succeeding, and succeeding to finish this large-scale public project on time is exceptional. This is indeed a very proud day for DEME and Van Oord!”

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JA N D E N U L G R O U P - CHALLENGING 2 0 21 B U T S O L I D O U T LO O K The maritime dredging activities in 2021 involved maintenance dredging works in the Port of Hamburg, Germany. Furthermore, Willem van Rubroeck, the largest and most powerful cutter suction dredger in Jan De Nul’s worldwide fleet, performed her first projects in Mauritania, Africa. Willem van Rubroeck was employed to deepen the access channel, the port basin and the new berth alongside the new ARISE port terminal in Nouakchott. In the Middle-East, Jan De Nul Group completed the ‘Dibba bulk handling terminal – Package 3 project’, comprising dredging works in the channel and harbour basin as well as the fishery harbour and port infrastructure works

in the United Arab Emirates. In Asia, Jan De Nul Group undertook maintenance dredging works of the existing Rabnabad inner and outer channels in Payra Port, Bangladesh. In Latin America, Jan De Nul Group continues to operate and maintain the access channel to the port terminals of Guayaquil, Ecuador, under a 25-year concession contract. Customers continue to appreciate greatly the diversity of Jan De Nul Group’s expertise. This translates into a record-high order portfolio of €4.6bn at the end of 2021. And it is still increasing. Jan De Nul Group’s order portfolio includes amongst others the following major projects: • In June 2021, Jan De Nul Group signed a contract with Payra Port Authority for the capital and maintenance dredging of the access channels of the Payra Port in Bangladesh, including the turning basins, anchorage and berthing areas on the Rabnabad channel. The capital dredging will be executed over 2022 and 2023. • In Ecuador, Jan De Nul Group holds a concession for the deepening and maintenance The Willem van Rubroeck

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of the 95 kms long access channel to the port of Guayaquil. Having completed the deepening in 2019, Jan De Nul Group continues with the maintenance and the operation of the channel for the next 22 years. • In Buenos Aires, Argentina, Jan De Nul Group commenced a deepening and widening campaign for AGP Port of Buenos Aires. After completing the deepening and widening works, Jan De Nul Group will continue to maintain the depth and width for 24 months until 2023. • In Taiwan, Jan De Nul Group will continue to maintain the port of Mailiao. • In the Philippines, Jan De Nul Group is working on several land reclamation projects in Manila. • End 2021, a joint Venture of Korea Electric Power Corporation (KEPCO), Electricité de France (EDF) and Kyushu Electric Power Japan awarded a HVDC cable installation and convertors package for the ADNOC-TAQA Lightning Project in Abu Dhabi (U.A.E.) to a consortium composed of Jan De Nul Group and Samsung C&T. Jan De Nul will be in charge of the design, installation, burial and protection of two cable clusters of almost 1,000 kms in total, connecting the islands Al Ghallan and Das in the Arabian Gulf to the onshore converter stations at Al Mirfa and Shuweihat. • In 2022, after completing the installation of the TPC Changhua offshore wind farm, Jan De Nul continues construction activities for its third offshore wind farm project in Taiwan, the 376 MW Formosa 2 offshore wind farm. • The transport and installation of 80 wind turbines at the Saint-Nazaire offshore wind Farm in France will also be executed by the jack-up installation vessel Vole au vent. • In the United Kingdom, Jan De Nul Group is responsible for the transport and installation of the GE Haliade-X offshore wind turbines at the Dogger Bank offshore wind farms. The transport and installation of the turbines will be undertaken by the Voltaire, the world’s largest offshore jack-up installation vessel from Jan De Nul Group. The 3.6 GW project, a joint venture between SSE Renewables and Equinor, will be the world’s largest offshore wind farm upon completion.

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• In April 2020, Jan De Nul Group and its partner signed the contracts for the supply and installation of high-voltage cables that will connect the Dutch offshore wind farms ‘Hollandse Kust Noord’ and ‘Hollandse Kust west Alpha’ to the onshore electricity grid. In 2022, the installation works started. • In October 2021, Jan De Nul Group signed a contract with Ørsted Wind Power A/S for the transport and installation of 107 monopile foundations and one offshore substation topside at Gode Wind 3 and Borkum Riffgrund 3 offshore wind farms. • In the United States, Jan De Nul Group was selected by Vineyard Wind, a joint venture between Avangrid Renewables, a subsidiary of AVANGRID, Inc. and Copenhagen Infrastructure Partners, to supply and install about 210 kms of inter-array cables for the Vineyard Wind 1 project, together with our subcontractor JDR Cable Systems, part of the TFKable Group.

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An artist’s impression of the new Manila International Airport

B O S K A L I S TO S TA R T MANIL A AIRPORT PROJECT During May, the Dutch State, represented by Atradius Dutch State Business (DSB), decided to support the largest project in Boskalis’ history by means of an export credit insurance (ECI). At the end of 2020, Boskalis was awarded a contract for the land development of the new Manila International Airport with a contract value of more than €1.5bn. Since then, Boskalis has worked with the client, a subsidiary of one of the largest and most progressive companies in the

Philippines (San Miguel Corporation), to make the land development possible by utilising the export credit insurance programme of the Dutch State. As a part of the ECI-process, Boskalis conducted an extensive environmental and social impact assessment in accordance with the highest international standards. This was done together with a large group of experts from its own organisation, the client and four renowned consultancy firms. In addition, thorough impact analyses were conducted and compensation plans were drawn up to mitigate or compensate for the adverse effects. Peter Berdowski, CEO Boskalis said, “I am very pleased that all the hard work with a large team of experts has been successfully completed. For more than a year, we have worked intensively with Atradius DSB to ensure that the construction of the new airport will take place in a socially responsible manner. In collaboration with Atradius DSB and the Dutch embassy, we succeeded in developing a broadly supported plan with an eye for the local community and the preservation of biodiversity. I would like to thank all those involved for their contribution to the positive decision of the State.” Bert Bruning, Managing Director Atradius DSB added, “This project is unique on many levels. Firstly, of course as a very important contract for our client Boskalis but also for us as the largest ECA policy in our 90-year history. In addition, I am proud of the fact that together with Boskalis and San Miguel, by keeping up the dialogue, we were able to ensure that the project is to meet international standards in the field of environmental and social conditions. In doing so, we have not only contributed to making this wonderful contract possible but also really made a difference together for the local communities and nature.” The new Manila International Airport will be located approximately 20 kms north of the city centre of Manila. The new airport site will comprise approximately 1,700 hectares and the construction will be carried out to the highest engineering and environmental standards to withstand the effects of possible major earthquakes, local typhoons and future sea level rise. PEM VOL 41 ISSUE 3 |

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PORTS

N AV I GAT I O N C H A N G E S AT THE PORT O F YA M B A

The Australian Port of Yamba is controlled by a small team supporting Christopher Lunnon. In early 2021, the management team identified the need for monitoring the CAT 1 lanterns while also planning to replace some lanterns coming to the end of life. The team identified three primary goals: • To enable the operations/operational team to anticipate any due maintenance or battery replacement with a focus on voltage. Currently, as CAT 1, lantern lights must be fixed within 24 hours. • Port of Yamba needed to effectively manage batteries replacement to ensure lights performance would not

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be impacted. Reporting failing batteries while lights are still operational is a prime example of this. • From wild weather to reckless fishermen, they wanted to predict and prevent risks along with the ability to schedule maintenance work and allocate the workforce to the job promptly. The solution reached was that PANSW (Yamba) currently has a total of 17 monitored assets - a combination of: • SL-510 SA (stand-alone) • SL-C510 Self Contained • SL-C310 SatCom lanterns • an additional two LED leading lights (SL-48 & SL-96) are soon to be upgraded to SatCom • The SL-C510 is the first small form factor 5-9NM lantern in the mid-range space incorporating two-way global satellite technology, OLED display, Bluetooth® connectivity and exclusive monitoring and control options via the Iridium® satellite network The Port of Yamba

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• The SL-C310 series are robust, completely

self-contained 3-5NM+ Solar LED Lantern marine lanterns. They are designed to be maintenancefree, installed in minutes, and have a service life of over 15 years The Port of Yamba has pioneered monitoring and control by selecting Satellite connectivity through Star2M, to enable them to bring the management of all their marine assets together into a single hub. From Star2M the team can control and monitor their assets as well as manage the maintenance scheduling and reporting from one single platform. Star2M gives them the ability to manage the entire asset management life-cycle.

T H O M E AWA R D E D G R A N T BY T H E MARITIME AND P O R T AU T H O R I T Y O F S I N GA P O R E Denmark’s Thome Ship Management has been awarded a grant by the Maritime and Port Authority of Singapore (MPA), which will help fund the development of a smart digital e-marketplace platform to create an ecosystem that will benefit the whole maritime supply chain and foster lasting partnerships between suppliers and the platform’s consortia members. The new platform will streamline often very cumbersome procedures and protocols by creating a digital marketplace where suppliers and purchasers will have full transparency. “The aim of this project is to create an Amazonlike marketplace where ship operators will have access to fair pricing with good geographical coverage of supply. A consortium of maritime businesses has negotiated contracts with key

Founded in 1995, the Port Authority of New South Wales is a corporation owned by the State Government of New South Wales, Australia. The Port Authority acts as harbour master at the State’s six commercial seaports, managing shipping movements, safety, security and emergency response. The Port of Yamba is located in the estuary of the Clarence River, on the State’s north coast, and is the easternmost port in mainland Australia. Port of Yamba provides import and export facilities for the region, and it is the home port of NSW’s second-largest fishing fleet and supports a vibrant shipbuilding and repair industry. Some 50 commercial vessels visit the Port of Yamba each year, overseen by the Newcastle Harbour Master.

suppliers covering the main supply essentials to enable a global fleet to operate more efficiently. Suppliers will not have to waste time sending out quotes as pricing will be standardised across different sectors creating value driven stock keeping and ease of handling. The platform will use the latest technology to create intuitive functionality and will include reporting systems using AI analytics so suppliers and ship operators (From left to right) Claes Eek Thorstensen, Executive Vice Chairman, Thome Group, Peter Schellenberger, Vice President, Supply Chain, Thome Ship Management, Say Toon Foo, Vice President, IT, Thome Group and Kenneth Lim, Assistant Chief Executive, Maritime Port Authority Singapore (MPA)

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can work more efficiently and seamlessly together,” said Peter Schellenberger VP Supply Chain Thome Ship Management. The platform will make it much easier for shipmanagers and owners to plan, manage, deliver, and report on key projects on time and within budget as it will remove many of the current pain points by providing stakeholders with a complete end-to-end solution. Commenting on the award, Kenneth Lim, Assistant Chief Executive (Industry), MPA said, “We fully support this project in modernising and automating the ship supplies value chain process that fosters trust and transparency between suppliers and purchasers. There is great momentum in digitalising and using technologies such as 3D printing and drone deliveries. Given Singapore’s role as a hub port and bunkering hub, MPA will continue to support companies uncover and unlock the potentials in digitalisation to optimise this value chain and strengthen the wider supply ecosystem.”

H P C TO A S S E S S A N D VA L I DAT E C A PAC I T Y E X PA N S I O N AT INL AND PORT GREER South Carolina Ports has commissioned Hamburg Port Consulting (HPC) to assess the capacity expansion of the Inland Port Greer, one of its intermodal rail terminals located in the Northern part of the state. The assessment was used to validate HPC’s original capacity and review options for expanding total capacity, ensuring the rail-served inland port can handle growing cargo volumes for customers. SC Ports operates multiple cargo facilities in South Carolina, among them the seaport in

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Charleston and its inland port in Greer, which extends the Port of Charleston’s reach 212 miles (341 kms) inland via a rail link that enables the smooth movement of goods for customers. Extending the range of the seaport’s economic influence has been a driving factor for the development and construction of SC Ports’ inland port in Greer. In light of the growing container volumes handled at Inland Port Greer, SC Ports commissioned HPC to develop a capacity improvement plan for the terminal with the aim of evaluating the potential for expansion as a timely response to future volume developments. “As operators, we aim for flexibility in responding to the supply chain disruptions that are more and more becoming a new normal, while also considering our planned expansion efforts to meet our customers’ needs,” said Steve Kemp, Senior Director Intermodal, Chassis and Operations Projects at SC Ports. “We opted to have our yard and equipment capacity plans reviewed by independent specialists to be prepared for meeting future volume demand.” The inland port Greer

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After providing a development plan for the facility a few years ago, HPC has now prepared an update, taking into consideration the impacts of ongoing supply chain disruptions in North America and the need for more capacity to handle customers’ growing supply chain needs. Amongst others, the layout concept and equipment procurement plan for long-term expansion have been generally validated within the framework of a sensitivity analysis. HPC has analysed the influencing factors under different dwell time scenarios to map the supply chain resilience. As a result, some adjustment measures have been suggested, making the facility capable of handling up to 300,000 rail units. “Our clients want answers to whether their planning is sufficient to cope with various future scenarios,” says Christoph Schoppmann, Project Director and responsible for intermodal planning at HPC. “With resilient planning, they can give their customers the unprecedented flexibility and control required by manufacturers with tight production lines, and retailers with high demands for efficiency and reliability of their supply chain.”

Thanks to the HPC-internal’s ‘Intermodal Planning Model’, all traffic and volume flows on the terminal can be mapped and assessed. “We consider all possible terminal resources such as tracks, lift equipment, yard, empty yard, gate, etc., individually and in combination with each other,” says Schoppmann. “As a result, the customer enjoys a better understanding of the options and can make well-informed decisions on making the facility fit for future growth.” HPC has extensive intermodal and rail terminal planning expertise. The consulting firm for ports, terminals and hinterland connections has already implemented more than 130 intermodal projects worldwide of which 60 have been in North America.

CONSTRUCTION C O M M E N C E S AT FREEPORT EAST Construction of the first phase of Freeport East began today with a ‘ground-breaking’ ceremony. George Kieffer, Acting Chairman of Freeport East, said, “Freeport East is a transformational initiative providing a total of 275 hectares of development opportunities in an area around the ports of Felixstowe and Harwich. Freeport status will attract new and additional investment in worldleading infrastructure and innovation, driving the Green Industrial Revolution and providing extensive re-skilling and up-skilling opportunities to transform the life chances of thousands of people.” The Gateway 14 development, which is being undertaken by Gateway 14 Ltd (wholly owned by Mid Suffolk District Council) and development manager, Jaynic, will provide a new base for manufacturing, logistics and R&D businesses as well as providing innovation space for smaller and start-up businesses. Freeport status provides businesses with a range of benefits including a suite of tax reliefs and simplified customs arrangements. Freeport

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East includes two other tax sites at the Port of Felixstowe and Harwich International Port as well as four customs sites. Located close to junction 50 of the A14 near Stowmarket, the 67 hectare Gateway 14 development is designed to a high specification with sustainability at the centre with features such as EV charging, LED lighting, solar PV, smart energy systems and rainwater harvesting. The development will meet a minimum Building Research Establishment Environmental Assessment Method (BREEAM) rating of Very Good and excellent wherever possible. Accessibility through and around the development is a key feature with significant walking and cycling routes being integrated along with access to public transport links and local amenities. Biodiversity on the site is also a priority, with high-quality landscaping, green corridors and

Ground-breaking at Gateway 14 Stowmarket

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nesting boxes all being introduced across the site to support not only the wildlife and ecology but also to create a vibrant, attraction and healthy working environment for employees. The infrastructure contract worth £6.4m was recently awarded to Jackson Civil Engineering and is expected to be completed by early 2023. This includes building the new main estate road from the roundabout on the A1120, providing direct access into the development, the installation of a new toucan pedestrian crossing on the A1120 to the retail development on the opposite side of the road, gas, water and electricity mains, foul and drainage water, footpaths, and cycle lanes, the stopping up of Mill Lane and a bund to the Clamps Farm boundary. Gateway 14 offers a prime location for manufacturing and logistics with its position along the A14 providing easy access to Ipswich, Cambridge and up to the Midlands as well as to the Port of Felixstowe.

PORT ENGINEERING MANAGEMENT PORTS

DP WORLD’S container terminal at Southampton has taken a major step forward in the journey to net zero by becoming the first port in Britain to eliminate fossil diesel from its operations entirely and transition to Hydrotreated Vegetable Oil (HVO)

D P WO R L D S O U T H A M P TO N TO R E D U C E E M I S S I O N S BY 8 0 % DP WORLD’S container terminal at Southampton has taken a major step forward in the journey to net zero by becoming the first port in Britain to eliminate fossil diesel from its operations entirely and transition to Hydrotreated Vegetable Oil (HVO). Diesel previously accounted for 90% of the terminal’s emissions but HVO – a renewable biodiesel derived from sustainable sources – eliminates more than 80% of net carbon dioxide emissions as well as significantly reducing nitrogen oxide, particulate matter and carbon monoxide. John Trenchard, UK Supply Chain Director at DP World, said, “I am delighted that we have successfully made the leap to fuelling all of our fleet and installations at Southampton with HVO. This innovation shows our determination to continue playing our part in helping the UK meet its target of delivering the Government’s Net Zero 2050 policy and improving local air quality.” “We estimate that using HVO will save around

14,000 tons of CO2 on an annualised basis - the equivalent of taking over 8,000 family cars off UK roads each year. We have a clear responsibility to reduce the impact of our operations and offer customers solutions that support their own sustainability journeys, which is why we are working with our supply chain partners to accelerate the transition to green energy.” “DP World Southampton moves more than one quarter of all containers by rail and we are encouraging other customers to embrace this modal shift. Taken together with DP World London Gateway, we take 300,000 trucks off UK roads each year and every additional daily train we can fill saves up to 6,000 tons of carbon dioxide/year.” DP World first trialled HVO last year, using the fuel in its forklift trucks, reefer (refrigerated unit) generators and straddle carriers (pictured), which lift containers moved by the quay cranes and then service onward forms of transport via road and rail. Based on actual diesel usage calculations and replacing these with HVO technical data, a net carbon dioxide reduction of more than 80% was calculated. HVO is regarded as an interim solution. Electric and hydrogen power are examples of alternative energy sources that are being researched and trialled within DP World, the leading provider of smart logistics solutions which helps trade flow across the globe. Its new Berth 4 at London Gateway could be 100% electric when it is completed in 2024. PEM VOL 41 ISSUE 3 |

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S H O R E P OW E R

EUROPEAN PORTS AND I N T E R F E R RY AG R E E P R I O R I T I E S F O R S U S TA I N A B L E F U T U R E

A meeting between the European Sea Ports Organisation (ESPO) and global trade association Interferry has agreed a common work programme to promote an environmentally sustainable future for the European ferry business through the provision and use of onshore power supply (OPS). Underlining the shared challenges and priorities of their Europewide memberships, ESPO and Interferry confirmed the following joint approach: • Ferries must be recognised as a sustainable passenger transport mode that link Europe’s cities and regions, as well as providing a green mode of urban transport. This should be better reflected in Europe’s transport policy, in particular in Flagship 3 of the European Commission (EC) Sustainable and Smart Mobility Strategy (available here) • Ferry ports should act as soon as possible to deploy OPS, and ferry lines should commit to using OPS whenever it is available. The agreement notes that, increasingly, many ferries will use OPS not only for their energy consumption at berth, but also to recharge batteries for propulsion – prompting significantly higher power demand that will require corresponding upscaling of the grid network • To optimise the effective deployment and use of OPS for the ferry industry, investments should initially be made where it makes most sense in terms of maximising emissions reductions/ installation. Accordingly, first priority for OPS development should be given to ferry terminals with high frequency of operation, as opposed to those with

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only occasional ferry calls. The OPS obligations set out in the EC proposals for Alternative Fuels Infrastructure Regulation (AFIR), which refer to a specified minimum number of calls/ port, should therefore be adapted to foresee a minimum number of calls/ terminal. • The exemptions to the OPS requirements under FuelEU Maritime and AFIR should be aligned to ensure the effective deployment and use of OPS. Both ports and ferries call for a coherent and predictable framework that provides legal certainty for stakeholders • Since greening the shipping sector and deploying OPS in ports will require huge investments, revenues from a maritime EU Emissions Trading System, or any similar market-based measure, should go towards funding OPS deployment through a dedicated fund benefitting both the ports and shipping sectors (From left to right) Isabelle Ryckbostand and Mike Corrigan

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• New fuels and technologies for greening

the shipping industry should be encouraged and promoted, alongside development of the relevant safety and operational standards. The accompanying financial and regulatory framework should be technology-agnostic to ensure due consideration for all viable options. With the exception of OPS, at this early stage it does not seem desirable to impose a requirement to deploy infrastructure for certain other technologies or fuels. Developments and investments should be based on bottom-up projects and bilateral commitments among different stakeholders • An EU-wide permanent and total tax exemption for electricity provided to ships at berth should be introduced in the Energy Taxation Directive in order to provide stronger and clearer incentives that promote the uptake and use of OPS. Interferry CEO Mike Corrigan commented, “Electrification of ship propulsion is key to meeting massive regulatory challenges for reducing maritime greenhouse gas emissions - interim cuts of some 50% are due by 2030, leading to ‘net zero’ status by 2050. Ferries are already leading the shipping industry’s transition to hybrid and fully electric systems, but major expansion of the electricity grid network is absolutely crucial to supporting the ultimate objectives. “To this end, Interferry has embarked on a schedule of meetings with senior decision makers from governments, ports and energy companies to urge investment in OPS infrastructure. I very much value our collaboration with ESPO to work on mutual sustainability ambitions.” ESPO secretary-general Isabelle Ryckbost concluded, “Ports in Europe are very eager to move forward in achieving the decarbonisation goals and progressing their green priorities. The greening of shipping is a priority for ports. The best way to go forward is to engage in dialogue with the different stakeholders. Each segment has its own priorities and solutions. I am very happy we started this dialogue a few months ago with Interferry and can now engage together on an efficient way to reduce emissions at berth.

The role ferry transport can play in greening passenger transport in Europe is severely underestimated. Ferries are connecting people, regions and economies. I’m happy to continue the discussions with Interferry.”

S I E M E N S TO BUILD ONE OF EUROPE’S L ARGES T S H O R E P OW E R CONNECTIONS IN KIEL Germany’s SEEHAFEN KIEL has commissioned Siemens AG with the construction of two additional SIHARBOR shore power plants at Kiel’s Ostuferhafen. The construction project with a total investment value of approximately €17m comprises a 50/60 Hz shore power plant for cruise ships and ferries and a 50 Hz shore power plant for ferries. It makes it possible to generate the electricity ships need while they are in port using renewable energies on shore instead of diesel generators on-board. The new shore power connection will be one of the largest installations of its kind in Europe. After completion of the project at the end of 2023, the port of Kiel will be able to supply green power to six ships simultaneously at all of its major passenger, cargo and ferry terminals. “Connecting ships to shore power has enormous economic and environmental impact. Ships save expensive fuel, new business models open up for port operators, and port staff and residents benefit from a significant reduction in noise and pollution,” explained Markus Mildner, CEO of Siemens eMobility. For Siemens, the contract includes execution planning, delivery, assembly, cabling and commissioning of all plant and structural components required for the operation of the shore power plants,

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the necessary structural, civil and hydraulic engineering work, and overall commissioning of the system. Siemens won the new contract following an EU-wide invitation to tender and a negotiation procedure with a preliminary qualification competition. “Siemens had already been a strong partner for us in an earlier shore power project. And once again, they submitted the most economical bid. We look forward to working with Siemens again,” said Dr. Dirk Claus, Managing Director of SEEHAFEN KIEL. The new shore power plant at Ostuferhafen continues the joint success story between Siemens and Port of Keil - the existing shore power plants at Ostseekai and Schwedenkai as well as at Norwegenkai were also built by Siemens. The construction project at Ostuferhafen includes two shore power plants able to supply up to three seagoing vessels simultaneously. The first of the two shore power plants are designed to supply up to two ferry or cruiseships and connects four berths at Ostuferhafen to shore power. It has a capacity of 16 MVA and can supply cruise ships and ferries with a frequency of 50 or 60 Hz and a voltage of 6.6 kV or 11 kV. The second shore power plant with a grid frequency of 50 Hz is designed exclusively for cargo and ro/ro vessels and supplies two berths with a voltage of 6.6 kV or 11 kV, up to a maximum capacity of 5 MVA. The expansion of the shore power infrastructure is one of the high-priority projects of Port of Keil. It has long pursued a clear sustainability strategy aimed at becoming carbon neutral by 2030. In addition to its own transition to sustainable energy sources and innovative solutions for climate protection, the port also wants to use its shore power infrastructure to create incentives for shipping companies to save carbon emissions when their vessels are in port. “Shore power is a key part of our sustainability effort. Beginning in 2024/25, we hope to use our supply infrastructure for six ships to have around 80% of all ships plugged in while berthed,” Claus added. In addition to CO2 savings, connecting ships to shore power while they are at berth also results in a significant reduction in noise and pollution.

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The Siemens shore power unit at Ostuferhafen

G OT H E N B U R G TO I N T R O D U C E S H O R E P OW E R F O R TA N K E R S As the drive to decarbonise port operations gathers momentum, the Port of Gothenburg is to provide sustainable shore power for tankers when berthed at its Energy Terminal. Gothenburg Port Authority says it is the first port in the world to adopt a system for tankers. This ship type poses pose particular challenges for shore power connection systems both in terms of design and safety considerations. Funded partly by a Skr10.7m ($1.06m) grant from the Swedish Government’s Climate Investment Support Programme, the project will proceed through this year and next, prior to a first tanker connection to green shoreside power at the port’s Energy Terminal in spring 2024. The collaborative group includes shipowners, national and European ports, classification societies, local oil companies, and the Swedish Transport Agency. The supply of shore power to other types of vessels in the port has been in place for some decades. Stena Line ships at Majnabbe, for example, were first provided with shore power in the 1980s and, since then, various workboats and utility supply vessels use shore connections. Recently, at Quay 712 on the roro terminal,

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vessels have been supplied with green electricity by cable, but similar systems for tankers have remained off the table until now. Central to the project, therefore, is the involvement of tanker owners from the island of Donsö who are wellknown for their innovation and progressive approach to tanker design and operation. The companies include Furutank, Donsötank, Tärntank, Ektank, Veritas Tanker, as well as Tarbit Tanker, based on the island of Tjörn. Owners within the group have already commissioned tankers prepared for the new technology last year. And the first vessels that are completely ready for the shore power connections were delivered in February. However, almost all tankers under construction today are not built ready for shore power connections because of existing class rules and longstanding safety considerations. This means that many tankers in operation today as well as new ships joining the fleet in future will continue to use their own auxiliary engines running on diesel fuel for many years to come. And, since Gothenburg is the first port to develop such systems, this link in the supply chain appears unlikely to be a focus for carbon emission reductions in line with other sectors of the shipping any time soon.

Jörgen Wrennfors, Production Engineer at Gothenburg’s Energy terminal, outlined some of the issues, “The greatest challenge is to ensure that tankers that are scheduled to be built are fitted with shoreside power connectors that adhere to a common standard applied to all ports. A further challenge is the constant risk of an explosion when the vessel is berthed at an energy terminal, as the combustible and flammable products being pumped could easily be ignited by a spark from the electrical equipment. These challenges have become an intrinsic part of our planning strategy.” Classification rules lay down that tankers at sea must have power supply points located aft of the bridge. So far, vessel designers have accepted this when approaching the design of new tankers fitted with shore power connectors. However, this rule does not apply when tankers arrive at a terminal, in most cases class rules fall into second place behind port regulations. These require that the whole vessel should be considered as an explosive atmosphere, including the area aft of the bridge. This variation between rules at sea and in port presents a physical challenge. Many tankers are far longer than quays at terminals and therefore The shore power system in the Port of Gotehnburg

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locating power connections aft would require the construction of connection cranes at the quayside to reach each connector. Very long cables would also be required. Gothenburg’s approach is different. Wrennfors explained, “The standard we are proposing puts the power connection point in the centre of the vessel, and we are in the process of formulating a technical requirement specification for shipbuilders to implement this novel approach. As all tankers have their loading crane in the centre of the vessel, this would be the optimal solution for lifting power cable onboard. As a result, the length of the vessel would no longer be an issue and the direction in which she docks is irrelevant. We regard this as the best technical solution and it offers substantial cost savings at each berth.” However, this only addresses the physical aspect of the problem. The safety issue is that the shore power still needs to be supplied in an explosive atmosphere. But the port authority has come up with a potential solution to the problem. It is unclear, at least so far, whether its proposed setup will gain the approval of major classification societies and tanker terminal facilities. Wrennfors explained the new setup, “Volatile and highly combustible gases are present during bunkering and the risk of sparks during connection is a dangerous combination. We have now resolved the problem by working with overpressure in the spaces where the cable is housed and connected. This solution will shut out any explosive gases, making the facility safe.” However, Wrennfors and the collaborative shore power team realise the scale of the challenge. Changing longstanding underlying assumptions in shipping takes a long time, and it is also essential that any regulatory review body should include major ports, terminals, oil companies, owners, public authorities, and classification societies. “A solution is currently being produced here at the Port of Gothenburg and we are leading by example,” Wrennfors declared. “It is our hope that this will be noted and incorporated into international standardisation procedures in the future.”

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The shore connection project for tankers is part of a wider programme in progress at Gothenburg Port Authority. The port is currently investing about Skr600m in carbon reduction measures as it gears up to meet a 2030 target of emission reductions of 70% by 2030.

E S T - F LOAT T E C H ’ S B AT T E RY S YS T E M O N - B OA R D A BULK CARRIER EST-Floattech’s battery system enables the 5,000 dwt self-discharging bulk carrier to make zero-emission port calls. The vessel, one of a series of three, will also sail in full-electric mode, for example in environmentally sensitive environments, such as in fjords or near-coastal communities. When there is no shore connection available the battery system also allows for zeroemission discharging of the transported bulk cargo. During long distance transits, the system allows for peak shaving via the electric motor and generator (aka the PTI/PTO). The batteries can be charged during transit or in harbour via the shore connection. For this project, EST-Floattech deployed its proven and DNV-certified Green Orca battery system. The system, including battery management software and control units for enhanced safety was optimised for the ship’s operational profile in close co-operation with system integrator Hoogendijk Electric, responsible for the complete onboard electrical installation. Note that to prevent any delivery hick-ups, EST-Floattech has all delivery-sensitive components in stock, enabling fast assembly and production for on-time delivery. Walter van der Pennen, Commercial Director at EST-Floattech, said, “It is interesting to see changing market demand as part of the energy transition. It is clear that our industry is evolving

PORT ENGINEERING MANAGEMENT The new bulk carrier on the slipway

towards a more environmentally friendly mindset, partly driven by external regulations, but also by developing insights within maritime companies themselves. This will lead to more and more hybrid and even electrical coasters in the coming months and years. We are grateful for the trust that Hoogendijk and our end-clients have put in us to arrange for a safe, long-term power solution for this vessel. With this hybrid coaster Hagland is clearly a forerunner in the market and we are proud to be part of that process.“ The newbuild, the third in a row, will not only sail in zero-emission mode in port, it will also reduce noise and emissions during sailing.

SHORE POWER

According to Hagland their new coasters will reduce CO2 emissions by 40% and NOx emissions by about 90%, compared to older vessels in their fleet, which will be replaced. With EST-Floattech’s battery-hybrid system the ship complies with IMO TIER III requirements. Hagland’s new vessel programme is supported by ENOVA SF (the Norwegian Ministry of Climate and Environment’s organisation aiming to reduce emissions and develop energy and climate technology) and the Green Shipping Programme for fleet renewal. According to Hagland, the new vessels will make their fleet the most environmentally friendly in this segment. PEM

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PROJECTS

The Mayflower autonomous ship project

U K H O P R OV I D E S S - 10 0 N AV I GAT I O N DATA F O R M AY F LOW E R AU TO N O M O U S S H I P The UK Hydrographic Office (UKHO) has announced that it is the provider of S-100 navigation data for the Mayflower Autonomous Ship (MAS) project. This marks the first time that S-100 data is tested aboard an unmanned or autonomous marine vessel. The vessel is currently in Plymouth Sound in the UK, undergoing an at-sea trial which started on March 28th 2022 and is testing the ability of the ship to read, integrate, and use S-100 data. The UKHO is funding the integration and testing of S-100 Universal Hydrographic Model data into the Artificial Intelligence (AI) and Machine Learning (ML) software stack for the MAS project. The S-100 data provided by the UKHO is designed to be machine readable and higher resolution than S-57 electronic chart data, which MAS previously relied on to inform the onboard mission manager – and will be the future standard supporting digital

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navigation products globally. During the current trial, the MAS is demonstrating its ability to read and interact with the S-100 data provided by UKHO and safely manoeuvre autonomously, recreating a typical passage from sea to Devonport Naval Base – a ‘what-if scenario’ that requires an unusual and potentially hazardous passage, deployment to and from the Mayflower Base at Turnchapel Wharf, across Plymouth Sound and to and from the sea. Numerous iterations of these test scenarios are being run in varying sea states, tidal flow, and wind and weather conditions, as well as with local vessel traffic. During these, the MAS is simulating behaviours of a larger autonomous ship, performing and behaving like a Royal Navy Frigate in terms of size, manoeuvrability, draft, and other vessel characteristics. Safety is paramount for the project, with a human operator always on the

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loop from the remote operations centre and a local safety boat in proximity to the MAS at all times. Commenting on the announcement, Mark Casey, Head of Research, Design & Innovation at the UK Hydrographic Office, said, “It is fantastic to be able to play an important part in the Mayflower Autonomous Ship project as provider of the S-100 data that will inform the navigation of the vessel. Our contribution to the sea trial, which will see the use of S-100 aboard an unmanned ship for the first time in history, is a proud milestone for us at the UKHO. It not only reinforces our position as an internationally recognised Hydrographic Office, but also as a leading institution in the advancement of autonomous navigation and development of S-100.

“We are grateful to our partners and all parties involved in this exceptional project, which will highlight the importance of S-100 as an enabler of autonomous navigation in a way that the world has not seen before. The MAS project is of major significance for the potential of autonomous shipping and will have crucial implications for the wider industry.” This project will be highly relevant for the user case of S-100 as it will provide feedback on the utility of the S-100 data and format, identify gaps in the data and method of deployment and integration, and provide real-world operational testing that will inform future deployments of S-100 data from the UKHO to other manned and unmanned vessel operators across the world. The MAS project will also help to advance the state of the art in marine autonomy and will be crucial for the advancement of autonomous shipping.

SAILDRONE D E V E LO P S N E X T G E N E R AT I O N O C E A N DATA PRODUCTS

product lifecycle management (PLM). The interoperability offered by Siemens Xcelerator enables Saildrone to easily integrate mechanical and electronic design information. In addition to helping manage product engineering complexity, Saildrone has used Teamcenter X to improve data and collaboration between disciplines. Teamcenter X is part of Siemens’ Xcelerator as a Service solutions that leverage the cloud to provide accessible, flexible and scalable access to the Siemens Xcelerator portfolio to help make digital transformation happen faster. “Our products have become more complex and managing that has necessitated having better 3D CAD and PLM. Our primary focus is engineering -- building new products, making our drones and our mission services better -- not having to manage and update an on-premise server,” said Andrew Schultz, Chief Technology Officer, Saildrone. “We decided to adopt Siemens’ Xcelerator as a Service solutions because we’re a cloud first company. With a lightweight IT and DevOps team, Siemens’ expertise and its Teamcenter X infrastructure scales well with our company. It’s been great having the bulk of the Teamcenter X configuration just set up out of the box.”

Siemens Digital Industries Software has announced that Saildrone, a California-based company that designs, manufactures, and operates a fleet of uncrewed surface vehicles (USVs), has adopted Siemens’ Xcelerator portfolio, including cloud-enabled Xcelerator as a Service solution, enabling it to innovate faster and more collaboratively across the entire organisation without the burden of a traditional IT infrastructure. Saildrone has adopted the Siemens Xcelerator portfolio for product design, engineering and manufacturing, including NX software for 3D product engineering and Teamcenter X for

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Saildrone provides comprehensive turnkey data solutions for maritime security, ocean mapping, and ocean data. Its fleet of wind and solarpowered autonomous surface vehicles make cost-effective ocean data collection possible at scale. Operating as a mission or data as a service business, Saildrone asks its customers what data they need, from where and the time frame for the collection process. Data is delivered in real time to government and private customers around the globe. Most impressively, Saildrone USVs do all of this work with a minimal environmental impact, both in terms of how they are powered and their interaction with the environment (using passive acoustics for mapping, for example). The Saildrone wing technology enables a mission duration of up to 12 months, without the need to return to land for maintenance or refuelling. Saildrone USVs travel at an average speed between two to six knots under wind power and can reach most ocean locations within 30 days from the closest shore and cover large survey areas. Whether it is collecting map data of the seabed for a new offshore windfarm, avoiding an unmapped canyon or a coral field or security and maritime domain awareness or looking for illegal The Siemens Saildrone project

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fishing or drug running, Saildrone puts more eyes and ears in the ocean. “We chose Teamcenter X because it’s very important to have a single source of truth for engineering, especially being a small start-up, we really wanted to have an industry respected solution that large companies and small companies rely on,” Schultz continued. “We have had great success getting adoption and use throughout the company. Manufacturing uses it for purchasing and building of our components in our drones, then our finance and G&A teams also use to track inventory. Having Teamcenter X integrate with our other back-end systems has been really important.” “Saildrone’s adoption of Xcelerator as a Service demonstrates how Siemens is bringing the benefits of the world’s most comprehensive digital twin to a much wider audience than has historically been possible,” said Brenda Discher, Senior Vice President, Strategy & Marketing, Siemens Digital Industries Software. “Pioneers need an industrial grade, leadingedge platform to achieve their goals and to explore the boundaries of innovation, autonomy and sustainability and we are delivering in an accessible, open and flexible manner.”

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CL ASSNK ISSUES AIP FOR F LOAT I N G O F F S H O R E H Y D R O G E N PRODUCTION PL ANT Japan’s ClassNK has issued an Approval in Principle (AiP) for the design of a floating offshore hydrogen production plant developed by Japan Offshore Design & Engineering Platform Technology & Engineering Research Association (J-DeEP). The amount of power generated by offshore wind turbines is likely affected by weather conditions, and surplus electricity may be generated when supply exceeds demand on land. The floating offshore hydrogen production plant developed by J-DeEP combines a seawater desalination system and a system to extract hydrogen from water through electrolysis. Using surplus electricity from an offshore wind turbine, the plant enables producing green hydrogen that does not emit CO2 during the production process. In collaboration with Scottish Development International, J-DeEP has been working on

a feasibility study of the project to install the plant near offshore wind farms off the coast of Scotland. The technical verification of the plant and the initial feasibility study on its commercialisation have been adopted as one of the “Feasibility studies for the overseas deployment of high-quality energy infrastructure” of Japan’s Ministry of Economy, Trade and Industry in 2021. ClassNK conducted a safety evaluation on J-DeEP’s design of the plant in line with its rules 1 and guidelines 2. Upon confirming that the design complied with the relevant requirements, ClassNK has issued AiP. ClassNK will continue participating in innovative initiatives related to decarbonisation. By incorporating the expertise obtained from the collaborative work with frontrunners into its rules and guidelines, ClassNK will support the decarbonisation of the entire industry.

DLM WHEEL DE-TRENCHING GRAPNELS Southampton’s Dynamic Load Monitoring (DLM) has received a landmark order for two wheel de-trenching grapnels, which will be deployed from subsea cable repair vessels in France. The products will be delivered to a long-standing DLM customer in May. DLM is already renowned for the manufacture and supply of running line monitors (RLMs), saddleback monitors (SBMs), used in pre-

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lay grapnel run (PLGR) and route clearance operations to measure line tension, load pins, and load cells that capture data as tension is applied to the winch rope towing the grapnels. However, these products are unique in that they are specifically for recovering cable that is buried in a seabed. A wheel de-trenching grapnel (or WTG) is used to de-trench cables buried at depths of greater than 0.5 m. The WTG is one of the most robust grapnel products available - it can be used in harsher seabed environments, for example, rocky conditions, but also in soft and crumbly (friable) seabeds, where the addition of the wheels will help to maintain penetration. The end user operates a fleet of cable repair vessels, but the solution will be of interest to anyone that completes repair work on laid cables. The customer knew of the concept, but asked DLM if it could design a version that was suitable to penetrate 1.8 m into the seabed. Previous designs were only suitable for 1.1 m. Notably, DLM is the only company that offers a 1.5 m and 1.8 m fluke (a prong-shaped tool that penetrates the seabed) version of the product. Chris Scrutton, technical manager at DLM, said, “We will never sell lots of these products, as there is a limited number of cable laying ships in the world capable of handling them, but the fact that we have upgraded the design for the 1.5 m and 1.8 m penetration shows that we have one of the best offerings on the market and this will appeal to any cable ship owner in need of this type of equipment. Further, it reinforces the engineering prowess for which we are renowned. This type of product represents a steady source of income for us—and we can design them quickly and confidently. We completed a feasibility study for the client prior to them placing an order to ensure that the product would be suitable for the application.” The de-trenching grapnels will be used repeatedly in a suite of cable repair equipment. They can also be used for plough assessment surveys to assess what the industry calls ‘ploughability’ of the seabed, providing important information prior to laying a new subsea cable. In other words, this deciphers how tough the seabed conditions are and what equipment will

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be required to lay a new subsea cable. Scrutton explained that traditional versions of these products would use wheels and foamfilled tyres. DLM effectively upgrades the wheels to a newer method of rubber blocks in place of tyres, allowing for individual rubber blocks to be replaced in the event of damage. There is also an option to fit load monitoring equipment to the shear pins to record the loads seen when in operation. This data is recovered when the grapnel is back on the deck of the ship again. “This end customer has had three ships newly built, which serves as a barometer of the buoyancy in this marketplace, driven by the constant increase in offshore wind energy.”

G R E E N S E A S YS T E M S AC Q U I R E S C - 2 I N N OVAT I O N S Marine robotics technology specialist Greensea Systems Inc. (Greensea) has announced the launch of Bayonet Ocean Vehicles, a new company created to develop, manufacture, and distribute a line of amphibious robots recently acquired from C-2 Innovations Inc. The deal includes the acquisition of the IP and inventory of C-2 Innovations’ crawling robot product line. The robots have been rebranded and are launched to market as the Bayonet 150, Bayonet 250, and Bayonet 350 vehicles. Bayonet joins the Greensea group of companies as an independent entity managed by the Greensea Executive Team. Founder of C-2 Innovations Arnis Mangolds joins Bayonet Ocean Vehicles as VP Programs, and previous C-2 Innovations’ Principal Investigator employee, Mike Farinella takes the role of Senior Engineer of the new company. The company is based in Plymouth, Massachusetts, co-located with Greensea, in a newly renovated 1,579 m2 stateof-the art manufacturing facility with waterfront access for year-round testing and training. On announcing the launch of Bayonet Ocean

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Vehicles Ben Kinnaman, founder and CEO of both Greensea and Bayonet commented, “We have been working with C-2 Innovations since 2018, providing them with a C2 software suite built on OPENSEA. The seafloor crawling robot systems they developed are unique because they fill a void in autonomous ocean systems as they can work in the surf zone and carry larger sensor payloads on the seafloor. Bayonet has the resources to scale and advance the product line, and strategically, the crawler product line complements Greensea’s autonomy portfolio for defence applications.” Bayonet Ocean Vehicles joins the Greensea company portfolio and with that backing has begun larger-scale commercialisation of the seafloor crawling robot product line. The Bayonet product line will feature Greensea’s fully open architecture software platform, OPENSEA, which includes precision navigation, payload integration, autonomy, and over-thehorizon command and control. Bayonet has already secured several defence contracts as the platforms are being adopted into sensor placement and Explosive Ordnance Disposal missions. The company will launch a commercial variant of the platform in summer 2022 focused on hydrographic survey, wind farm survey and maintenance, as well as coastal dredging support. Bayonet Ocean Vehicles’ Vice President of Operations Rich Amirault added, “Because the conditions that these vehicles operate under – very shallow water, heavy surf, and poor visibility – are the perfect environments for improvised Ben Kinnaman

mines, providing an autonomous solution for EOD missions is a necessity. We are building vehicles to go where boats, divers, and ROVs simply cannot go, using software that is proven on thousands of vehicles. It’s exciting to be with the company from the start, making products that I believe in.” Deployable from land or water independent of weather, the range of Bayonet crawlers have been designed to transit along the ocean floor as well as on land, making them the only robotic platform in the world capable of working between 40fsw and the dunes on the beach as well as in the deep ocean. Their application includes amphibious operations and littoral warfare such as mine detection and clearance, seafloor, beach zone and river surveys, environmental, monitoring and wharf inspections.

WÄ R T S I L Ä B U I L D S MAJOR PL ANT FOR THE PRODUCTION O F C L I M AT E NEUTRAL BIO-LNG Finland’s Wärtsilä will supply equipment for the world’s second-largest plant capable of liquefying bio-methane and synthetic methane from renewable energy sources to produce carbonneutral transportation fuel. When operational it will have a capacity of approximately 63,000 tons Bio-LNG/year. The contract was placed in March 2022 by the German energy company REEFUELERY GmbH – a joint venture of Erdgas Südwest GmbH and avanca, a company focused on sustainable energy and logistics solutions. The plant is expected to become fully operational during the first quarter of 2024. The plant will be located in Burghaun near Fulda, Germany. Burghaun was chosen as the preferred location for this project due to its direct

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access to the MIDAL, one of the most powerful gas pipelines in Germany. The central location enables optimum supply to the Alternoil filling stations – owned by the avanca group. It will utilise biomethane from communal and agricultural waste materials as feedstock. The biomethane is subsequently liquefied and delivered to the Alternoil filling station network as the climate-neutral fuel REEFUEL (Bio-LNG). “REEFUEL can be used in any LNGfuelled truck and contributes significantly to the decarbonisation of heavy-duty transport. The construction of the liquefaction plant will reduce CO2 emissions along the entire supply chain, thereby effectively using economies of scale, said Jürgen Muhle, CEO, of the avanca group. “Wärtsilä has already been a valuable partner in other projects. We are very pleased that we can now once again draw on Wärtsilä’s extremely precious expertise for the REEFUELERY,” says Frank Erben, Managing Director of REEFUELERY GmbH and Investment Manager of Erdgas Südwest GmbH.

L AU N C H O F I N N OVAT I O N C LU S T E R H Y D R O G E N TO P OW E R H E AV Y P O R T T E C H N O LO GY Together with partners, Hamburger Hafen und Logistik AG (HHLA) wants to drive forward the decarbonisation of handling and transport processes. Clean Port & Logistics (CPL), an innovation cluster to test hydrogen-powered port logistics equipment, aims to support this. With Clean Port & Logistics (CPL), HHLA has

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The Wärtsilä LNG plant

“Decarbonisation solutions are at the front and centre of Wärtsilä’s strategies, and we are delighted to support REEFUELERY in the realisation of their first German biomethane liquefaction plant. It is a prime circular economy model. Our unmatched in-house expertise and vast experience in the process design, engineer, fabrication, and delivery of gas liquefaction plants, as well as mature gas treatment solutions prior to liquefaction, form a solid foundation for building a sustainable future,” commented Walter Reggente, Vice-President, Wärtsilä Gas Solutions.

Angela Titzrath, Chairwoman of HHLA’s Executive Board

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created a cluster to test hydrogen-powered equipment in port logistics. This will support and accelerate both the achievement of market maturity and the integration into regular port operations. In order to reduce emissions in port handling and the associated logistics chains, the innovation cluster has the support of the Federal Ministry of Transport and Digital Infrastructure – with HHLA in charge of managing the cluster. CPL brings together equipment manufacturers as well as port and logistics companies with academic partners, producers of renewable hydrogen, software companies and operators and manufacturers of storage tank locations. The parties co-operate nationwide to conduct research and practical tests into how hydrogen can be used in a reliable way to supply power to port technology and port logistics. The cluster carries out simulations and investigations and develops training concepts for this purpose. At the core of activities will be a test centre for hydrogen-powered equipment at the HHLA Container Terminal Tollerort in Hamburg. The cluster will be sponsored by the Federal Ministry of Transport and Digital Infrastructure as part of a national innovation programme for hydrogen and fuel cell technology. The funding guidelines will be co-ordinated by NOW GmbH and implemented by Projektträger Jülich (PTJ). Angela Titzrath, Chairwoman of HHLA’s Executive Board said, “Port handling and heavy goods logistics will make their contribution to climate protection and improving the quality of life in urban areas. The key element here is the decarbonisation of logistics. That can also be achieved with the help of hydrogen as the operating energy. This is why I am delighted to be launching a cluster alongside committed partners to test this promising new energy source. CPL will provide an additional boost to the transformation process.” The cluster will enable co-operation across sites and support many ports in their efforts for more climate protection. Michael Westhagemann, Hamburg Minister for Economic and Labour Affairs, explains the importance of the cluster for Hamburg in an exemplary manner, “The port is a focus area of our hydrogen strategy, which also includes the application of hydrogen, particularly

in intralogistics, as an important pillar. HHLA will gain valuable, cross-disciplinary experience from the project on how the fuel of the future can make a concrete contribution toward reaching Hamburg’s climate targets.” Johannes Daum, managing director for hydrogen, alternative fuels and batteries at co-ordinating company NOW GmbH added, “NOW looks forward to accompanying the CPL innovation cluster as part of the e4ports network. Through our network activities, we are already aware of the urgent need for action at ports concerning the energy transition, but we also know the commitment port companies have for pursuing this goal. With CPL, we will bring the concrete application of hydrogen in port logistics to a new level. As part of CPL, HHLA has already agreed the first memorandum of understanding for the delivery of hydrogen-powered empty container handlers and terminal tractors with Hyster Yale Group, Inc., a leading designer and manufacturer of port handling equipment. The units will be powered by Nuvera fuel cells. The delivery of the terminal tractor is planned for the end of 2022, followed by the empty container handler in early 2023.

I N T R O D U C T I O N TO THE RHOSONICS CL AMP-IN PIPE I N T E G R AT I O N S YS T E M Rhosonics introduces the newest pipe integration system for the Slurry Density Meter (SDM) – the Clamp-In. With this robust integration system, it is easy to remove the sensor without interrupting the process. The Clamp-In allows the installation of existing pipes in the process – these can be plastic pipes, metal pipes, or even pipes with internal liners. All necessary mounting materials

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The SDM with clamp in

are supplied with the product, including the drill for making the hole in the pipe. Aside from the easy installation, one of the main features of this system is the ‘hot-tap,’ which allows the SDM to be removed and replaced without stopping the working processes. “The Camp-In is the most practical way of installing the SDM inline, and it comes with a hot-tap! So, the sensor can be pulled out and put back again to the process while there is slurry flowing.” Vitor Braz, Global Sales Manager Rhosonics continuously improves and facilitates the use of the products. The Slurry Density Meter (SDM) was introduced in 2016, based on more than ten years of experience with harsh applications. The SDM measures the density of challenging water-based slurries for mining and dredging industries and is simple in installation and calibration. Besides that, the non-nuclear technology allows the elimination of all costs, health, and safety risks related to the radiation source. Now with the Clamp-In integration, the SDM is even more simple in the installation process and continues to improve its features.

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NXTPORT C O L L A B O R AT I O N WILL BOOST PORTS AND TERMINALS’ S U S TA I N A B I L I T Y CREDENTIALS RightShip, the world’s leading maritime due diligence organisation, today announces a new tie-up for its recently launched Maritime Emissions Portal (MEP) with port data-sharing platform NxtPort International, a marketplace for port communities, that originated in the Port of Antwerp, and deploys to 3000+ public and private entities. NxtPort International’s platform makes it possible for ports, terminals, ship owners and managers to securely access and combine data sources across multiple supply chains – encouraging data-sharing and connections

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between like-minded organisations. From predicting the weather for a voyage, to avoiding ‘traffic jams’ when coming into a port, NxtPort International offers one-stop-shop access to a range of digital tools. With the new arrangement with NxtPort International, port communities around the world will be introduced to RightShip’s MEP. It’s the first in a suite of products designed to support ports and terminals to better understand and manage ship-based emissions within set zones around their local geography. Gurpreet Singh, CCO for RightShip, said, “Nxtport International brings wonderful experience and understanding of the port business, curating products with high impact potential for ports and terminals. We are pleased to see them place their trust in MEP for emissions reduction, by highlighting this product to their customers. We’re confident that we’ll support

many new customers to embark on a journey to zero harm in the maritime industry.” Alexander Dorhout Mees, CCO for NxtPort International, added, “We hope that this partnership with RightShip will not only attract organisations who want to use the Maritime Emissions Portal in its current form, but also lead to new partners coming forward who might be able to offer data and collaborate with MEP. “We want software vendors offering advanced digital solutions to see this product too - and want to get involved! At NxtPort International we aim to create more transparency across the shipping process, increasing operational efficiency, safety and revenue, as well as protecting the environment and human health. These aims fit perfectly with RightShip’s role as an innovation partner charting a safe, sustainable and socially conscious future for the maritime and the ports industry.”

E LO G E N A N D VA L M A X T E C H N O LO GY C O R P O R AT I O N ANNOUNCE C O L L A B O R AT I O N AG R E E M E N T

locally assemble the balance-of-plant of Elogen’s state-of-the-art electrolysers and work with local certification companies such as Korea Gas Safety Corporation for their approval and implementation. Jean-Baptiste Choimet, Managing Director of Elogen, comments, “With this new partnership, Elogen will contribute to the development of the green hydrogen market in Korea. Korea is one of the most active countries in the world for hydrogen developments, with a strong political support as showcased in the Hydrogen Economy Roadmap and Zero-Carbon ambitions. Thanks to its unique technology, Elogen has the ambition to contribute significantly to the numerous projects linked to clean mobility and industry in the country.” Park, Dong Yeol, Ph.D., CEO of Valmax Technology Corporation, declares, “We are honoured to be able to play an important role in the development of green hydrogen in Korea thanks to this collaboration with Elogen. In the context of the rapid development of green hydrogen worldwide and the implementation of the Zero-Carbon 2050 objective, the partnership between Valmax and Elogen will contribute to this mission in Korea.” PEM

Elogen, a leader in PEM electrolysis, specialising in the design and manufacture of electrolysers to produce green hydrogen, and Valmax Technology Corporation, a system integrator for energy solutions for the oil, natural gas and hydrogen sectors, have signed a collaboration agreement to supply electrolysers in Korea to produce green hydrogen. As part of this collaboration, Valmax will

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D E M E ’ S R E VO LU T I O N A RY O F F S H O R E I N S TA L L AT I O N V E S S E L ORION JOINS THE FLEET DEME has announced that the revolutionary offshore installation vessel Orion officially joins its fleet today. This next-generation vessel brings a gamechanging installation concept to the offshore energy market. She is equipped with a powerful, 5,000-tonne crane and is designed to handle the enormous turbines and foundations of the future. With a total installed power of 44,180 kW and at 216.5 m long, the vessel has a large unobstructed deck and a deadweight that has been maximised so it can handle the heaviest components. Luc Vandenbulcke, Chief Executive Officer of the DEME Group, commented, “The Orion is a remarkable vessel, highlighting our marine engineering prowess and ability to pioneer so we can support our customers in all of their endeavours. This vessel heralds a new era in the offshore energy DEME’s Orion

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industry – one which will be dominated by multi-megawatt turbines, jackets and components. The combination of unique technology, load capacity and superior lifting heights will enable Orion to play an important role in helping the industry successfully navigate the energy transition. “But above all, this special vessel shows the accomplishments of DEME’s people. Their creativity and innovative thinking led to its creation. They continually show their ability to anticipate our customers’ needs and to make sure we have the best solution ready for their projects.” To enable the new installation vessel to handle the future generations of giant turbines and foundations, Orion is also equipped with an integrated Motion Compensated Pile Gripper (MCPG), which has been designed by

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DEME’s and Huisman’s expert engineers. Coupled with the vessel’s DP3 capability, the MCPG allows the monopiles to remain vertical and stable during installation in the seabed, despite waves and motions of the vessel, and crucially, to be installed without the use of mooring anchors. Combining these engineering technologies and ability to transport the new giant turbines, jackets and components in a single shipment, Orion will speed up installation times dramatically, making the vessel an extremely cost-effective solution for wind farm developers. Sustainability considerations are also a vital part of the vessel’s design. The Orion has dual fuel engines enabling it to run on LNG or alternative clean fuels, a Green Passport and Clean Design notation. Another environmental innovation is a waste heat recovery system that converts heat from the exhaust gases to electrical energy. The evaporation of LNG also cools the accommodation with a cold recovery system. She set sail for its first project in Germany, where XL foundations will be installed at the Arcadis Ost 1 offshore wind farm. This will be followed by a decommissioning project in the UK. Orion will also be deployed for the installation of 176 foundations at the Coastal Virginia Offshore Wind Farm in the US, one of the largest offshore wind developments in the world.

DEME INTRODUCES GA M E - C H A N G I N G I N S TA L L AT I O N C O N C E P T TO THE OFFSHORE E N E R GY S E C TO R An official launching ceremony for the revolutionary offshore installation vessel Green Jade was held at CSBC’s shipyard in Kaohsiung, Taiwan, marking a major milestone in the

An artist’s impression Green Jade

construction of this vessel, which is designed to handle the next generation of multi-megawatt turbines, jackets and components. The Green Jade will be the second of these exceptional vessels to enter the fleet. DEME is soon welcoming the offshore installation vessel Orion, featuring a 5,000 tonne crane and the first of its kind in the sector. Both Orion and Green Jade bring a game-changing installation concept to the offshore energy market. They have an unrivalled combination of load capacity, impressive lifting heights and green technology. Owned by CDWE, a joint venture between CSBC, the largest shipbuilder in Taiwan, and DEME Offshore, Green Jade is the first floating, DP3 offshore installation vessel to be built in Taiwan. With a 4,000-tonne crane capacity, this pioneering vessel will enable CDWE and its customers to transport multiple jackets and foundation components for the new giant wind turbines in a single shipment, making it extremely cost effective. The vessel highlights CDWE’s ambitions to play a key role in the development of the offshore wind industry in Taiwan and the wider Asia Pacific region. Green Jade is already set to be deployed for both the Hai Long and Zhong Neng offshore wind farm projects. VOL 41 ISSUE 3 |

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KO N G S B E R G T E C H N O LO G I E S U N D E R P I N I N N OVAT I V E C A D E L E R F O U N DAT I O N I N S TA L L AT I O N V E S S E L Norway’s Kongsberg Maritime (KM) has signed a new technology contract of around €28m with Chinese shipbuilder COSCO Shipping (Qidong) Offshore for an F-Class, Foundation Installation Vessel. The vessel will have greater lifting capacity than previous vessels and will be delivered to Danish service provider Cadeler in 2025. The agreement will see KM supply a comprehensive technology package for the F-class jack-up which will be able to transport up to six XL monopiles (weighing 2,300-2,600 tonnes each)/roundtrip, substantially improving efficiency over current vessels. The F-class vessel also features a unique convertible design, allowing a simple refit process to convert its role from a foundation installation vessel to a wind turbine installation vessel (WTIV). This is the third contract KM has received for Cadeler installation vessels with KM’s Integrated

Solution being crucial to the delivery and operation of all three vessels, which are destined to be among the largest of their type and capable of transporting and installing multiple sets of next- and future-generation wind turbines, and their foundations. This well-proven suite of solutions combines KM’s optimised thruster package, electrical solution and dynamic positioning functionalities to maintain operability in all conditions and includes multiple digital tools to improve sustainability and reliability. “Our vessels are designed to meet both the current and future needs of the offshore industry,” says Mikkel Gleerup, CEO at Cadeler. “So as the world needs more efficient offshore windfarms to help meet sustainability goals this requires larger turbines and larger, more efficient vessels to install them. KONGSBERG’s innovative technology The Cadeler Piling layout

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solutions are a key enabler in this.” “This is a very smart vessel with a very bright future in the rapidly evolving offshore wind market,” adds Egil Haugsdal, President, Kongsberg Maritime. “The bespoke solutions we have devised for the wind turbine installation vessels and this newly announced Foundation

Installation Vessel indicate how much thought and effort we devote to facilitating and encouraging sustainable marine operations.” Cadeler is currently in discussions concerning a XL Monopile foundation installation contract in the North Sea, which will commence with this state-of-the-art F-class vessel.

H U I S M A N AWA R D E D C O N T R AC T F O R R O C K I N S TA L L AT I O N E Q U I P M E N T Rotterdam’s Huisman has announced the award of a contract from US-based Great Lakes Dredge & Dock Company, LLC (GLDD), for the delivery of rock installation equipment. The equipment, which is to be installed on the company’s newbuild rock installation vessel, will support the development of offshore renewable energy production in US waters. Huisman is committed to driving the growth of renewable energy and making mineral and fossil fuel extraction more sustainable. The development of the company’s products reflects this vision. Huisman has optimised the equipment for installing scour protection necessary for offshore wind applications. This includes, for example, filter and armour layers for foundations, which it can install pre- or postfoundation installation. It can also install the cable protection for both inter array and export cables. The equipment will support GLDD’s ability to play a significant role in the development of the US’s offshore wind industry. For the project, Huisman will co-operate with TME, designer and producer of bespoke equipment for the offshore, bulk, asphalt and concrete industries, utilising its robust and proven rock transportation technology in the form of a plate feeder, shakers and hoppers. Delivery of the rock installation equipment is scheduled for the first half of 2024. Eleni Beyko, Senior Vice President of Offshore Wind at GLDD said, “We are pleased to work

with Huisman regarding this critical element of our planned subsea rock installation vessel, which will provide a unique, technologically and environmentally advanced vessel for use in the US offshore wind industry.” David Roodenburg, CEO at Huisman added, “We thank Great Lakes Dredge & Dock Company for the trust shown in Huisman. We are proud to be part of this project that will support the growth of sustainable energy production in the US. We look forward to co-operating with GLDD and TME to deliver this state-of-the-art rock installation equipment, using our extensive experience in designing and building custom made large rock installation systems.”

The rock installation equipment for GLDD

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The CSOVs will measure 89.3 m and will have accommodations for up to 97 technicians and 23 marine crew.

D N V TO C L A S S C S O V E S S E L S P R E PA R E D FOR HYDROGEN O P E R AT I O N S During April this year (2022) DNV signed a classification contract for two new Commissioning Service Operation Vessels (CSOVs), ordered by the Norwegian pure play offshore wind operator Edda Wind. The vessels will be built in Sri Lanka and are designed for service operations during the commissioning and operation of offshore wind farms and are prepared for hydrogen operations. They are scheduled to be delivered under the Norwegian Flag in January 2024 and July 2024. Advanced CSOVs that offer both next generation technology and comfortable accommodation are an important part of the value chain in a booming offshore wind segment that is expected to grow as the demand for renewable energy soars over the coming decade. The new additions to the Edda Wind fleet will function as mother ships for wind turbine technicians as they perform commissioning and maintenance work on wind turbines, with accommodations for up to 97 technicians and 23 marine crew. The planned hydrogen fuel system will be based on the Liquid Organic Hydrogen Carrier (LOHC) design by Hydrogenious LOHC 58

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Maritime AS and prepares the vessels for future zero-emission operations. “Ordering these purpose-built CSOVs will further strengthen Edda Wind’s leading position within offshore wind, and we are very pleased to have DNV as our classification partner on this journey,” said Håkon Vevang, Chief Commercial Officer of Edda Wind. “Tremendous growth is expected in the offshore wind market over the next decades, and the move is a clear signal of Edda Wind’s ambition to be a world-leading provider in this segment and our commitment to ensuring that our newbuilds are environmentally friendly.” “At DNV we are very pleased to have been chosen as the preferred classification partner for these newbuilds and we look forward to working closely with all partners,” said Tuva Flagstad-Andersen, Regional Manager, Region North Europe at DNV. “CSOVs are among the most technically advanced vessels out there, with high demands on safety, manoeuvrability, digitalisation and comfort. I am confident that our experience in the offshore sector will serve us well in ensuring a successful delivery.” The two CSOVs will be built to the Salt 0425 design and measure 89.3 m. They are in principle sisterships to a DNV-classed newbuild which is currently in construction at the Spanish shipyard Astilleros Gondán. Some of the key features include anti-heeling and roll reduction systems to provide good working conditions on-board and a motion compensated gangway system with an adjustable pedestal to ensure safe and optimal connections to the turbines, even in harsh weather conditions.

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KO N G S B E R G ’ S I N T E G R AT E D W I V T E C H N O LO GY C H O S E N BY SEMBCORP MARINE Norway’s Kongsberg Maritime (KM) has won another important customer for its industry-leading Wind Installation Vessel (WIV) technology, following the signing of a contract with Singapore’s Sembcorp Marine. The agreement will see KM supplying a comprehensive technology package for a new WIV, which Sembcorp is constructing for the Denmark-based service provider Maersk Supply Service (MSS). KM’s Integrated solution for WIVs will be important to the delivery and operation of the new vessel, which will be capable of transporting and installing next- and future-generation wind turbines. KM will be the supplier of the complete electrical system and the integrated control system for the WIV. The system will ensure optimal performance irrespective of weather conditions and sea states. Importantly, the solution will also reduce OPEX while minimising the environmental impact of the vessel’s offshore operations. KM’s lifecycle management system will generate long-term savings and boost visibility while the WIV is in operation. “The innovative concept builds on our maritime experiences and capabilities and ensures a more efficient installation of wind parks. MSS and KM share the same values around operational safety, efficiency and sustainability which makes the collaboration around the newbuilt a strong partnership,” says Frederik Smidth, Chief Technical Officer at MSS. “We take a genuine pride in bringing the benefits of our technological expertise to all maritime sectors,” adds Egil Haugsdal, President, KM, “and the bespoke solution we have devised for wind installation vessels indicates how much

MSS’ new WIV will be built by Sembcorp Marine

thought and effort we devote to facilitating and encouraging sustainable marine operations.” The new WIV, which will service the US renewable energy market, is expected to be delivered in 2025. It marks the first step in MSS’ expansion plans as regards the US service sector within offshore wind, which is anticipated to grow to 30 GW by 2030.

VA R D S E C U R E S C O N T R AC T S F O R THE DESIGN AND CONSTRUCTION O F T WO C S OV S Norway’s VARD has announced that Norwind Offshore in Norway has declared options for the design and construction of two Commissioning Service Operations Vessels (CSOVs). The parties have also agreed on new options for two additional vessels. The new vessels are of VARD 4 19 design, developed by Vard Design in Ålesund in close co-operation with the customer. The CSOVs are scheduled for delivery in the first quarter of 2024 and the second quarter of 2025. The first vessel will be equipped and delivered by Vard Brattvaag in Norway. The hull will be built by Vard Braila in Romania. The second vessel will be VOL 41 ISSUE 3 |

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built and delivered by Vard Vung Tau in Vietnam. Norwind Offshore has already two newbuildings under construction at VARD, in addition to the conversion of a Platform Supply Vessel (PSV) which are being converted to a Service Operation Vessel (SOV). Svein Leon Aure, CEO in Norwind Offshore is proud of their new fleet under construction at VARD. He said, “We are pleased to have secured two additional sister vessels from VARD in our new build programme, which will be vessels number four and five in the Norwind Offshore fleet. The positive feedback from offshore wind operators, both on these state-of-the-art vessels and Norwind Offshore’s operational model, has been exceptionally strong. This has enabled us to execute on our growth strategy and the additional vessels represent an important milestone on our path to become a leading pure play offshore wind company. “We are also delighted to have secured a contract for our first vessel from VARD, the Norwind Breeze, with one of the major operators within the offshore wind market. The vessel will go directly on hire upon delivery in May from Vard Brattvaag in Norway. It is a huge motivation to be able to contribute to the Green Transition from within the maritime cluster.” Fredrik Mordal Hessen, General Manager for the Offshore and Specialised Vessels business area in VARD, is thankful for the new contracts added, “The new contracts and the delivery programme of a total of five specialised vessels to Norwind Offshore contributes to strengthen VARD’s leading position within the market for offshore windfarm support vessels. We truly appreciate the co-operation with Norwind Offshore, and that we with these projects will further develop our relationship by building two new offshore wind service vessels. “We are happy to see that the new, local shipowner is about to establish themselves as a significant player in the fast-growing offshore wind market, and not least that they involve VARD as ship designer, ship builder and technology provider in this exciting venture. The projects will give work to our yards in Norway, Romania and Vietnam. These contracts are important steps for delivering on our new

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strategy in VARD and are also in line with our mission to enable sustainable maritime operations.” The VARD 4 19 design is a highly versatile platform for sustainable offshore windfarm support operations, focusing on on-board logistics, security, comfort, and superior operability. The 85 m vessels have a beam of 19.5 m and will be equipped with a heightadjustable motion-compensated gangway with elevator system and a height-adjustable boat landing system. The vessels will be prepared for installation of battery solutions. The CSOVs will have accommodation for 87 persons on-board. VARD’s specialised high technology subsidiaries will be involved with major deliveries on-board, and in the shipbuilding process of the vessels. The newbuildings will have Vard Electro’s SeaQ Integrated Bridge System installed, - a bridge solution with an intuitive user interface designed with the operator in focus. Organised to achieve a clean and efficient workspace, the bridge emphasises ease of operation, safety, and ergonomics. For control and monitoring of the vessels’ systems and overview of emissions, the newbuilding’s will be equipped with Vard Electro’s SeaQ Integrated Alarm System (IAS), Power Management System (PMS), and Energy Management System (EMS). The VARD 4 19 design for Norwind Offshore

PORT ENGINEERING MANAGEMENT The WindSetter156 design

ABS AIP FOR COSCO W TIV D E S I G N E D BY FRIEDE AND GOLDMAN ABS has granted Approval in Principle (AIP) for a design for a wind turbine installation vessel (WTIV) for China Ocean Shipping Company Limited (COSCO) by Friede and Goldman (F&G). The design is suitable for all offshore wind markets and is capable of installing 15 MW and larger sized turbines. It can be equipped with F&G’s BargeRack feeder barge system to support Jones Act-compliant operations in the

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US that has previously received an AIP from ABS. The BargeRack system is removable to enable operations in any global market as a typical WTIV. “This is a versatile system design capable of navigating port constraints and supporting offshore wind markets all over the world. It is great to see experienced designers like F&G bringing creative technical solutions as we embrace this global challenge. ABS is pleased to be able to add this project to the list of advanced new vessel developments our global team is supporting and that it will make another important contribution to the future of the offshore wind industry,” said Greg Lennon, ABS Vice President, Head of Global Offshore Wind. “F&G and COSCO have a successful history of collaboration, and this latest effort brings an experienced WTIV builder in COSCO and a seasoned jack-up designer in F&G together to maximise vessel capabilities catered to current and future market demands and trends,” said Dr.

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Yang Sun, Friede and Goldman Vice President, Asia Market. The design is just the latest advanced offshore wind vessel to be supported by ABS, with a subsea rock installation vessel to be built to ABS Class and Charybdis, the first Jones Act-compliant WTIV now under construction to ABS Class. The first U.S.-flagged Jones Act offshore wind farm service operation vessel (SOV) ever ordered will also be built to ABS Class. These vessels will join the first ABS-classed crew transfer vessel (CTV) in the US, Windserve Odyssey. ABS has also issued AIPs for a series of wind support vessels from various designers.

FOURTH WAG E N B O R G WA L K - TO - WO R K VESSEL CONNECTED BY C A S TO R M A R I N E Castor Marine has outfitted Wagenborg Offshore’s fourth Walk-to-Work (W2W) vessel Koenigsborg with a seamless connectivity installation. The VSAT internet and Tampnet 4G connectivity solution provide the crew with continuous communications channels when working on offshore assets, real-time reporting options to onshore teams and, of course, leisure use in downtime. Castor Marine was also contracted for long-term maintenance, including providing and managing the (Wi-Fi) network. Wagenborg Offshore, a subsidiary of Royal Wagenborg, was operating a fleet of three W2W vessels when it decided last year to add a fourth ship. The company chose to convert a PSV at Royal Niestern Sander shipyard, the Netherlands, in just 6 months’ time. The vessel would need to be able to perform multiple offshore support roles and include extra accommodation for housing 40 people.

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Now that Wagenborg has taken it into service in April, the Koenigsborg is deployed in many ways. Firstly, it is a W2W accommodation vessel for platform maintenance tasks. Secondly, it is a Standby & Support Vessel (SSV). Last, it is certified to serve as an Emergency Response & Rescue Vessel (ERRV), expanding its operations with rescue work and emergency towing or patrol duties. In addition to the 40-person accommodation module, the ship is equipped with an infirmary, reception rooms, a decontamination room, a recovery room, and a motion-compensated

Castor Marine has outfitted Wagenborg Offshore’s fourth W2W v

vessel

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gangway. A daughter craft and a fast rescue boat ensure that rescue activities can also be carried out in adverse weather. For Oil, Gas and Offshore Wind companies to carry out their work safely and cost-efficiently, the crew and additional maintenance or rescue staff need seamless internet connectivity, 24/7, for smooth operations and exchanging information with clients, suppliers, and HQ especially in emergency situations. Of course, internet access is also about quality of life for crew members, i.e., staying connected to families and friends.

Satellite service provider Castor Marine updated Koenigborg’s communications systems to match the demands required by the remoteness of offshore operations and extreme weather conditions. A connectivity system that is dependable and always-on is essential for those monitoring or repairing components on offshore platforms and for reporting back to shore teams. The company says it is proud to have been entrusted again by Wagenborg to handle this project. Castor Marine chose Intellian as the preferred satellite communication technology on-board. Reliability is key and the solution consists of a VSAT internet connectivity system and an Iridium Certus L-band back-up system. This includes a dual Intellian v100NX setup, accompanied with an Intellian C700 Iridium Certus terminal and an Intellian t100W satellite TV system. The v100NX antennas are equipped with a high-power 25W Ku-band BUC to achieve higher upload speeds. Note that these represent the latest in antenna technology. The dual-antenna configuration overcomes potential blockage issues, while the integrated AptusNX control software provides users with an intuitive web interface for antenna diagnosis. The Tampet 4G service (4G LTE network on the North Sea) is used for low-latency applications when the Koenigsborg is within the coverage of LTE network. Castor Marine is the very first in the world to install the high performance Ponyting Omni902 LTE/5G Antennas. The antennas have a high performance and are designed for all-weather conditions in harsh conditions on sea. As an LTE/5G modem is a dual Fortinet FortiExtender 511 used to provide high availability and advanced threat protection. Castor Marine supports and manages Wagenborg Offshore’s SD-WAN routers centrally, which is ideal for monitoring, performing changes and software upgrades. Besides the SDWAN Castor Marine also manages and support the SD-LAN on the vessels based on Fortinet equipment. In plain words - the offshore internet system, both hardware and software, ensure that the crew always have the necessary bandwidth for all requirements. PEM

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DEME OFFSHORE’S S O LU T I O N ENSURES SOLID PROGRESS AT K A S K A S I OFFSHORE DEME Offshore is making strong progress at RWE’s Kaskasi offshore wind farm, with 22 monopiles already installed. A substantial part of the scope is in DEME’s hands, including the majority of the 39 monopiles and all the transition pieces, turbines and inter-array cables. Work started with the successful installation of the substation foundation, followed by the installation of the substation itself utilising the DP2 The Blue Tern and the Neptune working together

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heavy lift vessel Gulliver, operated by DEME’s joint venture company Scaldis. RWE had contacted DEME Offshore as additional support for the foundation installation works. DEME Offshore is always pleased to be able to support clients with its creative, integrated solutions at any time during their project’s execution. DEME Offshore immediately took action when RWE reached out and mobilised its DP2 offshore installation vessel Neptune in combination with the Blue Tern from Fred Olsen for the monopile installation. DEME Offshore is managing these tandem transport and installation operations and is providing all the seafastening, handling and hammering equipment. One of DEME’s renowned turbine installation vessels, Sea Challenger, has been lined up for installing the transition pieces and subsequent WTG installation, the latter under a direct charter with Siemens Gamesa. DEME developed a smart technical solution which allows a fast change of installation modus in between the transition piece and WTG

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installation. DEME’s XXL cable installation vessel Living Stone will lay and bury all 42 inter-array cables and perform associated works. Bas Nekeman, Business Unit Director Renewables, commented, “We are proud to provide this wide range of transport and installation solutions to RWE for their Kaskasi offshore wind farm. DEME Offshore’s endless creativity and flexibility meant that we could support RWE quickly, and with multiple vessels and specialised equipment. In a very short time, a great team comprising RWE, DEME, IQIP and Fred Olsen professionals joined forces to prepare and launch the installation capabilities required.”

VA N O O R D J V AWA R D E D C O N T R AC T F O R L ARGE-SC ALE USA OFFSHORE WIND PROJECT

project. Van Oord, global market leader in subsea rock installation, joins forces with GLDD who is currently building its own Jones-Act compliant fallpipe vessel. This unique combination offered a competitive advantage in terms of experience, equipment usage, local content and regulations. The consortium plans to start operations at the Empire Wind I and II sites in the mid-2020s. Due to the geographical location of Empire I and II on the East Coast of the United States, GLDD has ample access to rocks produced from domestic quarries. Which is an important requirement for generating local content related to materials and employment in the state of New York. The wind farms are planned for an area 32 kms south of Long Island. When complete, it consists of up to 174 wind turbines with a total installed capacity of about 2 GW. The renewable power generated is sufficient to supply around 1m households in New York. The project is considered a flagship offshore wind development, shaping the future of this industry in the United States. Designed to produce renewable electricity to deliver on the state’s climate ambitions, it also creates new opportunities for economic growth and employment. Van Oord and GLDD has been selected by Empire Offshore Wind

The consortium between Van Oord and Great Lakes Dredge & Dock (GLDD) has been selected by Empire Offshore Wind, a joint venture between Equinor and bp, as main contractors for subsea rock installation works related to the development of Empire Wind I & II. This offshore wind development, located on the East Coast of the United States of America, is an important step towards providing renewable energy to the state of New York. Van Oord’s scope involves preparing the seabed with the placement of filter rock prior to the installation of monopile foundations. This will be executed by the flexible fallpipe vessel Stornes. GLDD will install armour rocks as a stabilisation and protection layer after the monopiles have been installed. The collaboration between Van Oord and GLDD has been an important factor for winning this VOL 41 ISSUE 3 |

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OSBIT S U C C E S S F U L LY DELIVERS PILE G R I P P E R S YS T E M TO YUNLIN OFFSHORE W I N D FA R M Osbit, the UK-based offshore wind technology supplier, has successfully delivered a new monopile gripper system to Yunneng Wind Power, which is realising the Yunlin Offshore Wind Farm in Taiwan. The system will be used to support installation activities on Yunlin Offshore Wind Farm. Once completed, the farm will produce 2.4 terawatt hours of renewable energy per year, supplying enough renewable electricity to meet the power needs of 605,000 households annually. The Osbit-supplied system is enabling monopile installation from a moored floating vessel and is designed to handle some of the largest monopiles in the world. It is deployed and stowed using a deck rail skidding system and is used to maintain the position and verticality of the monopile foundations. The gripper design is highly adaptable for future projects, accommodating monopiles between 6.5 m to 10 m in diameter, with push forces up to 300 tonnes. The system has also been designed for rapid mobilisation and can be adapted to suit different vessel structures. The system is also environmentally considerate, incorporating an integrated Near Pile Noise Mitigation system, which minimises the subsea noise and vibration associated with piling activities. This is complemented by bubble curtain rings which are deployed to dampen the energy emitted into the environment and further protect marine life. The system has been fabricated in Singapore to suit Yunneng’s project needs, with many sub-

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systems being shipped across from UK and EU suppliers for assembly. A full project team has worked on site in Singapore throughout the build, closely collaborating with fabricator Baker Engineering, to deliver the completed gripper. Following its completion, the Osbit-supplied pile gripper will now be mobilised on to the DLS4200 vessel and will be deployed in the coming months. It will be used in conjunction with an upending hinge, which is also being delivered by Osbit. Phil Pennington, Osbit’s Project Delivery Director, commented, “We’re delighted to have delivered this system. Our team has worked extremely hard to overcome a range of market and logistical challenges during this project, including a level of global supply chain pressure we have never experienced before, and we are delighted with this successful outcome. We would also like to extend our thanks to our global supply chain for its support in making this project happen, especially to Baker Engineering for its team’s continued commitment and effort in supporting this project. We look forward to sharing more details as the project continues to progress.” Tim Benjamin Kühl, responsible Project Manager for the procurement of Installation Tools, added, “We are pleased to take over the Gripper from Osbit, who did a great job along this project, and we are really looking forward to see the new built equipment in operation this year. Thanks to Osbit and its supply chain for managing all the challenges during these complicated times.” Osbit’s completed monopile gripper system at Baker Engineering in Singapore, prior to mobilisation.

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JA N D E N U L K I C KS OFF TURBINE I N S TA L L AT I O N F O R V E RY F I R S T OFFSHORE WIND FA R M I N F R A N C E

very first French offshore wind farm. We are also looking forward to working again with SaintNazaire Offshore Wind, and to confirm our skills and competencies by making the installation of the Offshore Wind Turbines in collaboration with GE a great success.” The Saint-Nazaire Offshore Wind Farm will produce 20% of the French Department LoireAtlantique’s electricity consumption needs and will contribute to achieving the target of 40% renewable energy by 2030 and carbon neutrality by 2050 in France. Jan de Nul’s Vole au vent

Jan De Nul’s Offshore Jack-Up Installation Vessel Vole au vent has kicked off her mission on the Saint-Nazaire Wind Farm project in France. In total, she will transport and install 80 units of 6 MW Wind Turbine Generators (WTG) for the construction of the very first offshore wind farm in French waters. This wind farm will have a total capacity of 480 MW, which equals 20% of the Loire-Atlantique’s electricity consumption needs. After five weeks of maintenance and project preparations in the port of Ostend in Belgium, the Vole au vent left for Saint-Nazaire, where she arrived during late March. From this marshalling harbour, the Vole au vent loaded the 6 MW wind turbines and transported them offshore, for installation on top of the Banc de Guérande seabed formation in the northern part of the Bay of Biscay. In sets of four, the turbines were loaded onboard of the Vole au vent and transported 12 kms offshore, where the 1,500-tonnes main crane of the vessel will mount them on top of monopile foundations. The installation of one turbine takes approximately 24 hours, depending on the weather conditions, so each installation trip took about five days. The very last turbine is scheduled to be mounted in Autumn 2022. Philippe Hutse, Offshore Director at Jan De Nul Group said, “We are excited to contribute to the further development of renewable energy and offshore wind, in particular, in France. And we are especially proud to support the country in its energy transition by paving the way for the delivery of the first electricity produced by the

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Wood’s East Anglia team outside the OrbisEnergy building in Lowestoft, Suffolk

EAST OF ENGL AND – A K E Y H U B F O R R E N E WA B L E E N E R GY The need to produce clean energy closer to home is sharper than ever - a need that is clearly recognised within the government’s recently revealed energy security strategy. With ambitious plans for faster expansion of nuclear, wind, solar, and hydrogen, the East of England is an ideal candidate to lead the energy transition in the UK. And global consulting and engineering company Wood recognises the east’s potential, finding a new home at the heart of it all within OrbisEnergy, Lowestoft. A ‘hub for clean energy’, OrbisEnergy is a sought-after base for businesses looking to establish a presence in the flourishing Southern

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North Sea energy industry, and Wood is the latest to join the building’s thriving community. OrbisEnergy Business Development Manager, Ian Pease, said, “As a global leader in consulting and engineering, Wood is an incredible addition to our ecosystem here at OrbisEnergy and highlights the East’s rising profile in the national energy landscape. We’re delighted to have them on-board and enjoy the benefit of having a physical base in the region to drive the energy transition.” Gerry Traynor, Vice President of Process & Energy for Operations at Wood, agrees, “We are delighted to establish a new regional base at the

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OrbisEnergy Centre. A key hub for the renewable energy sector, it is a prime location from which to propel our growth in the region as we work with our clients to decarbonise operational assets and accelerate renewable energy developments. “The East of England is establishing itself as a front-runner in the race to net-zero, being home to some of the UK’s most progressive and advanced decarbonisation and renewable projects. Through our new base, we look forward to working together with local suppliers and clients to leverage our rich experience and expertise in order to further accelerate delivery of energy solutions that will unlock a cleaner, more sustainable future.” And it’s a requirement that Vertas, who manage OrbisEnergy, are all too familiar with. Despite significant challenges and changes to working

over the last two years, businesses still place importance on having a base to meet, work, and collaborate with like-minded companies. Angela Grey, OrbisEnergy Building and Tenant Manager, said, “Our tenants really value the opportunity to make new connections with industry peers, seeking to collaborate and innovate within the UK’s clean growth region. Our flexible lease terms and managed working spaces offer an opportunity to do so whilst incorporating a level of fluidity and hybrid working that we’ve seen come to the fore over the last couple of years.” Wood joins an already impressive roster of tenants at the OrbisEnergy building, including Global Wind Service, the Offshore Renewable Energy Catapult, 4C Offshore, Oceanscan, ScottishPower Renewables, SSE, and many more.

GERMAN SPECIALIST CHOOSES THE EAST FOR ITS UK B A S E A S E N E R GY T R A N S I T I O N GA I N S T R AC T I O N

receiving consent at the turn of the year, through to the recent green light for further additions to ScottishPower Renewables’ East Anglia hub, the region is set to receive billions of pounds worth of investment over the coming decades. The German-based company’s expertise and capability in wind turbine operations and maintenance adds significant value to the region, complementing the already impressive range of clean energy companies who call the ‘hub for clean energy’, OrbisEnergy, home. Rosie Beevor, Country Manager at Deutsche Windtechnik Offshore Limited said, “As an independent service provider it was important to establish our office in such an exciting development region for the UK offshore energy market. We will be able to closely support our existing and potential customers and continue with the growth of our UK Offshore business looking to provide local opportunities in STEM careers.” Deutsche Windtechnik Offshore Limited’s move further strengthens the East of England’s position as a clean energy producer, demonstrating the region’s appeal to international businesses looking to set up a UK base. Ian Pease, Business Development Manager at OrbisEnergy, added, “With over 6.7 GW of

Primed as the heart of the UK’s net zero journey, the most recent addition to the East of England’s impressive portfolio of investors is Deutsche Windtechnik Offshore Limited, specialists in wind turbine maintenance and repair, who have chosen OrbisEnergy in Lowestoft as their UK base. In recent months, the energy industry in the east has celebrated several wins. From Vattenfall’s Norfolk Vanguard and Norfolk Boreas both

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offshore wind consented in the UK’s Southern North Sea, and 4.6 GW of operational capacity, there has never been a better time to invest in the UK’s clean growth region. OrbisEnergy provides businesses the perfect location to realise this opportunity.” “We’ve seen evidence of this throughout 2022, and the addition of Deutsche Windtechnik Offshore Limited adds to the exceptional year we have experienced so far at OrbisEnergy,” he said. And the building’s flexible lease arrangements make the centre a particularly appealing option for companies exploring the opportunities within the East of England alongside the rest of the UK. Managed by facilities management company Vertas, OrbisEnergy offers a highly customerfocused approach, positioning themselves as a clear choice for businesses interested in expanding their operations in the region. Angela Grey, OrbisEnergy Building and Tenant Manager, said, “Within weeks of getting the green light from Deutsche Windtechnik Offshore Limited, we were able to on-board them and give them the opportunity to settle in quickly so they could focus on their core business and make their mark on the UK. We’re delighted to welcome their team to our vibrant clean energy community, and we’re certain they’ll enjoy the opportunity to connect with our other tenants and visitors at OrbisEnergy.”

D E M O S AT H F LOAT I N G WIND PROJECT S U C C E S S F U L LY COMPLETES I N S TA L L AT I O N DemoSATH mooring, anchoring and quick connect solution is set for the 2 MW turbine

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The onshore construction of the prestressed concrete floating pla

that will be tested later this year and which will be the first floating turbine connected to the Spanish grid. In early May, Maersk Supply Service completed the installation of six mooring lines (comprised by hybrid lines of chain and fibre rope) and six drag anchors with Maersk Mariner. The mobilisation and loading of the mooring lines elements and preparation of the vessel was done at Punta Sollana quay, in the port of Bilbao (Spain), where the onshore construction of the floater is currently underway. Once loaded, the vessel left the Port towards the installation site at BiMEP test area where the elements’ connection and laying took place. The lines will be recovered from the seabed for a plug and play connection to the unit later this year. “The installation of the SATH mooring lines worked perfectly. In the future, we will use them in all our commercial projects that are currently in the planning stage. The operations have been a great success since the earliest stage of design and the execution has been outstanding,” commented Araceli Martínez, Chief of Engineering at Saitec Offshore Technologies. “It is great to see that the DemoSATH project has completed the next step of the offshore works, with the mooring system now in place – an important milestone on our way to the

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then transported to its final deployment site at BIMEP. The DemoSATH means a stepping stone in SATH Technology commercialisation roadmap. The 2 MW unit will be tested against real sea operating conditions in a harsh Atlantic environment. The test field at BiMEP facilities are located 3.2 kms off the Biscay coast where the sea is 85 m deep. DemoSATH will generate sufficient electricity to cover the energy demand of more than 2,000 local households. This project aims to collect data and gain reallife knowledge from the construction procedure, operation, and maintenance of DemoSATH floating wind platform for a period of two years.

atform continues at the Port of Bilbao

installation and commissioning of the floating turbine later this year. We at RWE see great potential for floating wind farms worldwide – especially to unlock opportunities in countries with deeper coastal waters. With DemoSATH we are gaining experience with an innovative concrete-based platform technology and are broadening our expertise in this growth market further,” said Chris Willow. Head of Floating Wind Development at RWE Renewables. “With the completion of the installation of the mooring system, the DemoSATH project is ready for the installation of the foundation later this year. We have had good collaboration throughout the process – both in the planning and the execution phase. Engagement of the key stakeholders has been instrumental for the successful completion. With this project, we hope to contribute to the development and maturation of the floating wind industry,” said Yvan Leyni, Director for Floating Wind at MSS. Meanwhile, the onshore construction of the prestressed concrete floating platform continues at the Port of Bilbao. Work on the transition piece, single point mooring and boat landing are also carried out as well as installation works inside the floaters. This will be followed by the launching operation to put afloat the platform that will be

WIND L ANDS THE C A B L E S TO R AG E FOR TENNET’S GRID CONNECTION S YS T E M S WIND, the Dutch subsea cable specialist, has signed a framework agreement with TenneT for the provision of cable transfers and cable storage for offshore spare export cables. The contract scope includes: • Supply of cable storage equipment • Execution of cable transfers • Management and storage of spare export cables The first cable for Hollandse Kust Noord will arrive with WIND before the end of the second quarter of this year. For the foreseeable future, further spare cables will be stored at WIND’s spacious cable storage and repair yard in Velsen Noord, Netherlands. WIND CEO, Tom Nooij appreciates the confidence TenneT has placed in WIND. He said, “This framework agreement cements our partnership with TenneT for the coming years.

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The TenneT wind farm

Their trust allows us to guarantee the flexibility in cable requirements they need to continue vastly

developing the offshore wind farm landscape in Europe.”

D E M E O F F S H O R E A N D E I F FAG E M É TA L S U C C E S S F U L LY C O M P L E T E F O U N DAT I O N I N S TA L L AT I O N DEME Offshore and Eiffage Métal completed the installation of 80 foundations at the SaintNazaire offshore wind farm in France. Industryfirst technology has been deployed to install the foundations in solid rock and to enhance operational working time. Installation of the foundations started in spring 2021. DEME and its partner Herrenknecht, the global leader in tunnel boring machines, jointly designed a 350-tonne Offshore Foundation Drill (OFD) to

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perform the drilling work for the XL monopiles. Other unique equipment deployed at SaintNazaire is the MODIGA. At nearly 60 m high, the MODIGA encapsulates the drilling and installation operations, protecting them from the adverse Atlantic marine conditions, which in turn enhances operational working time. The complete technological solution has been deployed from the offshore installation vessel Innovation.

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DEME Offshore and Eiffage Métal have involved more than 200 companies from Pays de Loire and France in the project, mainly small and medium enterprises, creating job opportunities and contributing to the development of the blue economy in France. Bart De Poorter, General Manager DEME Offshore, said, “Deploying this world’s first equipment enabled us to complete the installation well ahead of schedule. Installation operations continued through the winter season, despite the combination of severe weather conditions and the harsh Atlantic ocean environment. At Saint-Nazaire, our teams and crew have not only gained substantial experience for the next offshore wind farm projects at the French coast, but also to successfully carry out installation works in similar challenging conditions across the globe.” “Eiffage is very proud to be a key actor helping to build France’s first offshore wind farm. Given the complexity of the works done which were first of a kind in many aspects, we are glad to

prove that the planning milestones are met on time. This is the demonstration of our know-how and our ability to manage this type of project successfully,” said Arnaud de Villepin, Managing Director of the Industry & Energy Division at Eiffage Métal. “The Group, which already has substantial operations on this market in Northern Europe, where Eiffage Métal, through its subsidiary Smulders, has a large number of wind farm project references off the coasts of Belgium, Germany, the UK and the Netherlands, has now its first track record of its expertise in France. The members of the joint venture are delighted to have worked with the Saint-Nazaire offshore wind farm in full co-operation to complete this project safely and in accordance with its environmental features.” The Saint-Nazaire wind farm will have a total capacity of 480 MW or the equivalent of 20% of the French department Loire-Atlantique’s electricity needs. The wind farm is being developed by EDF Renouvelables, Enbridge and CPP Investments. PEM

DEME Offshore and Eiffage Métal completed the installation of 80 foundations at the Saint-Nazaire offshore wind farm

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LO C KGAT E

NEW REPORT HIGHLIGHTS S U S TA I N A B I L I T Y CREDENTIALS OF MARINE AG G R E GAT E S

The importance of construction materials sourced from the sea is highlighted in a new sustainability report from the British Marine Aggregate Producers Association (BMAPA). The BMAPA publication sets out the latest sustainable development data (2020/21) for the marine aggregates industry across seven priority areas including resource use, climate change and energy, and the natural environment. More than 20m tonnes of sand and gravel were sourced from the seabed in 2021, with 14.3m tonnes supplied to British construction for infrastructure, public and private buildings, and housing. Marine aggregates contribute more than 20% of the total sand and gravel needed for construction in England and Wales, provide one third of primary aggregate demand in the South East and 50% of all the primary aggregate used in central London. A further 1.3m tonnes were used for beach replenishment at locations along the south and east coast of England in 2021, and 4.3m tonnes of British marine aggregates were delivered to Europe (France, Belgium and the Netherlands) for use in construction. While marine aggregate production fell by 17.2% during 2020, the corresponding reduction in total fuel

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oil consumption and CO2 emissions reported by BMAPA operators were only around 9%. This reflects the fact that while a number of marine aggregate vessels were inactive in the second quarter of 2020 as the national economy responded to the effects of the global pandemic, they remained under power. Meanwhile those that were active had to supply a wider range of markets, necessitating longer transport distances for the same volume of materials. The annual BMAPA sustainable development report builds on the wider sustainable development reporting established by BMAPA’s parent organisation, the Mineral Products Association (MPA). The information reported is structured to align with the existing Key Performance Indicators defined in the original BMAPA strategy document produced in 2006 using the seven MPA strategic priorities. Mark Russell, the MPA’s Executive Director for Planning, Mineral Resources & BMAPA said, “At a time when there is spatial pressure arising from new off-shore activities such as renewable energy developments, coupled with the growing importance of marine protected areas and nature recovery more generally, it is more important The importance of construction materials sourced from the sea is highlighted in a new sustainability report from the British Marine Aggregate Producers Association (BMAPA

PORT ENGINEERING MANAGEMENT LOC KGATE

than ever that the marine aggregates industry is able to demonstrate its sustainability credentials alongside its longstanding commitment to responsible operation. “The industry was not immune to the impacts of the pandemic, with the initial lockdown arrangements in 2020 resulting in a significant downturn in construction activity. However, when it did resume, aided by Government recognising construction and its supply chain as an ‘essential activity’, the pent-up demand meant production levels in many parts of the country – particularly London and the South East – rapidly returned.” In a typical year approximately 0.01% of the 867,000 kms2 seabed around Britain’s coastline is dredged for sand and gravel. BMAPA and The Crown Estate, which is responsible for activities on the sea bed around Britain, continue to report on the extent of licenced and dredged areas as part of their ‘Area Involved’ initiative, now in its 24th year. Mark continued, “What is significant is that the original UK Marine Policy Statement recognised the essential nature of marine aggregate supply, which is now reflected in the policies contained within adopted marine plans and the marine licencing decisions that they support. This has provided marine aggregates operators the confidence to make long-term multi-million pound investments. For example, in the past two years we have seen two new state-of-theart ships go into operation, as well as significant investment in marine wharf facilities.” The ability to land large volumes of marine sand and gravel into coastal urban areas, close to the point of demand often brings significant environmental benefits, with lower emissionsper-tonne of material landed compared to the equivalent land-sourced mineral once transport is taken into account, and the reduction of road miles and associated traffic congestion. However, the growing use of rail and river distribution is reinforcing the sustainable contribution these supplies can make to the overall supply of essential construction aggregates. “In addition, historically 20 to 30% of marine aggregate production from British waters has been exported to France, Belgium and

the Netherlands, reflecting the fact that the marine aggregates resources in our neighbours’ coastal waters do not contain the coarse sands and gravels required to make concrete. So, the ability for the British marine aggregates industry to maintain exports to customers on the near continent is important and, despite extra bureaucracy, indications suggest the export tonnages remained stable following formal departure from the EU at the end of 2020, making a contribution to the nation’s balance of payments. “Besides some significant short-term challenges facing the sector, arguably the greatest challenge for all of us is climate change. As well as the need to transition towards net zero, there is a growing recognition of the need for widescale adaptation to ensure that society, the economy and our environment are prepared for the inevitable changes that will result. Alongside the risks posed by sea-level rise, the increased energy contained within a warming atmosphere is already resulting in more extreme weather events. The on-going need to protect vulnerable coastlines and the communities, infrastructure and environmental features they support, reinforces the strategic importance of marine aggregate resources.”

WÄ R T S I L Ä AC Q U I R E S P O R T L I N K G LO B A L TO AC C E L E R AT E ITS SMART PORT E C O S YS T E M V I S I O N Finland’s Wärtsilä Voyage, part of the technology group Wärtsilä, has announced the acquisition of PortLink Global, a global port solutions company headquartered in Vancouver, Canada. The move

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will speed Wärtsilä Voyage along its path towards creating an end-to-end connected maritime ecosystem in which intelligent port logistics solutions play a nodal role. The transaction was signed and closed in June 2022. PortLink and Wärtsilä Voyage have proven to be formidable strategic partners in the past – successfully collaborating on projects including the co-development of a next-generation Port Management Information System (PMIS) for the largest Mediterranean and African port, Tanger Med, the Callao Port Authority (Peru) modernisation project, and the delivery of Brazil’s first Smart Port Solution at Porto do Acu. “Bringing PortLink into Wärtsilä Voyage isn’t just about expanding our portfolio, but further strengthening our expertise in the smart port sector by bringing in highly experienced people into our team. Their domain expertise and portfolio perfectly complement Wärtsilä Voyage’s smart ports vision — a critical piece in our larger ambition of building an end-to-end connected ship-to-shore logistic management and voyage optimisation ecosystem,” said Sean Fernback, President, Wärtsilä Voyage and Executive Vice President, Wärtsilä. Founded in 2007, PortLink is a leading provider of port efficiency solutions, including Port Management Information Systems (PMIS), Port Community Systems (PCS), Pilotage Dispatch systems and Local Port Services (LPS). With over 3,500 active system users, the PortLink team has the necessary experience and expertise to deliver projects of all scope and size ensuring that each system is customised to meet the specific requirements and vision of the customer. PortLink has a global partnership with more than 3,500 users and a customer network in more than 20 countries. Its existing workforce of approximately 20 professionals will be integrated within Wärtsilä Voyage’s business. “Since its inception, PortLink has grown many folds by establishing deep roots in the port operations solution segment with proven services and a solid track record. Joining Wärtsilä Voyage creates ideal opportunities for the next spurt of expansion, creating new and genuine value for customers and all other stakeholders

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Wärtsilä Voyage has announced the acquisition of PortLink Global

in the port segment,” said Evgeny Vdovin, CEO, PortLink. “We share a common vision - one of improving operational efficiency, port safety, and environmental sustainability in shipping by reducing carbon and greenhouse gas emissions. The PortLink team has significant competencies in technology, along with a globally recognised portfolio in cutting-edge Port Management Information Systems, Smart Port tools for port operations and digitalisation – including implementing Just-In-Time solutions, machine learning and AI. Adding these to the extensive, world leading Wärtsilä portfolio of services and products provides an unparalleled opportunity for a new ecosystem of port operations,” Mr Vdovin added. This acquisition is a significant step taking Wärtsilä Voyage closer to achieving its purpose of enabling sustainable societies through innovation in technology and services. PEM

PORT ENGINEERING MANAGEMENT RENEWABLES SECTION TITLE

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73 77

PORT ENGINEERING MANAGEMENT AGENT’S CONTACT DIRECTORY DREDGING AND MARINE

D R E D G I N G C O N T R AC TO R S

ROHDE NIELSEN A/S

DUTCH DREDGING BV

C O N T R AC TO R S

ROYAL BOSKALIS WESTMINSTER NV

Amager Strandvej 304

Dr. Langeveldplein 11, 3361 HE

DK-2770 Kastrup

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

DREDGE EQUIPMENT

VAN OORD DREDGING AND

DREDGING INTERNATIONAL NV

HOLLAND MARINE TECHNOLOGIES BV

MARINE CONTRACTORS Scheldedijk 30, Haven 1025 Schaardijk 211

2070 Zwijndrecht, Belgium

3063 NH Rotterdam

Tel: +32 3 250 52 11

PO Box 8574

Email: info.deme@deme-group.com

3009 AN Rotterdam

Web: www.deme-group.com

The Netherlands

DEME is a world leader in the highly

Tel: +31 88 8260000

specialised fields of dredging,

Fax: +31 88 8265010

marine engineering and

Email: info@vanoord.com

environmental remediation. The

Web: www.vanoord.com

company can build more than 140 years of know-how and experience and has fostered a pioneering approach throughout its history, being a frontrunner in innovation and new technologies.

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Pompmolenlaan 13 3447 GK Woerden The Netherlands Tel: 31 348 416075 Email: info@hollandmt.com Web: www.hollandmt.com Contact: Jan W. de Wit Supply of engineering and equipment packages, including dragarm & gantry systems, gate-valves, pipe coupling systems,TSHD loading & unloading systems and other customised dredging equipment.

PORT ENGINEERING MANAGEMENT

PORT ENGINEERING MANAGEMENT D SECTION REDGE CO MPONENTS TITLE

DREDGE COMPONENTS

RENEWABLES DREDGING CO 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.

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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

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Belgium’s DEME Offshore and France’s Eiffage Métal have completed the installation of 80 foundations at the Saint-Nazaire offshore wind farm in France. Industry first technology has been deployed to install the foundations in solid rock and to enhance operational working time. (See Page 72)