PEM Online Vol 40 Issue 3 May / June 2021

PORT ENGINEERING MANAGEMENT SECTION ABOUT TITLE PEM

WELCOME Welcome to the May/June edition of PEM ONLINE (Port Engineering Management). Ports throughout the world are facing new regulations, the requirement of having alternative fuels available, the move towards digitalisation as well as fighting the COVID-19 pandemic, which has been with the maritime world for over 18 months. Port operations are therefore far more complicated than say five years ago. There are many answers and solutions to these problems for the ports – many detailed in our editorial pages. This also applies to dredge contractors and vessel operators involving all type of ships.

PEM ONLINE (Port Engineering Management) is written by a highly experienced team of journalist, all of which have been in the industry for over 40 years. We are a small team, therefore the pride in the work produced is high and suited to any company involved in the various industries covered

by PEM. Although every effort is made to ensure accuracy and reliability of the material published, Port Engineering Management cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements. © 2016 Port Engineering Management. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers.

If you need notification for when PEM ONLINE is available, please send your Email address to sue@shipaat.com – Telephone number (44) 1268 511300 Alan Thorpe All other enquiries: PEM ONLINE Office 1 First Floor 374 Long Road Canvey Island Essex, SS8 0JU UK

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The Kalmar Straddle Carrier is powered by a diesel-electric driveline and offers high performance, PORT ENGINEERING MANAGEMENT excellent fuel efficiency and low noise as well as complying with the latest exhaust emission regulations SECTION TITLE

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PORT ENGINEERING MANAGEMENT CONTENTS

CONTENTS 6 12 28 38 43 51 65 71 83 90

VIEWPOINT NORTH AMERICA NEW VESSELS REPAIRS DREDGE CONTRACTORS PORTS LNG & LBG PROJECTS RENEWABLES LOCKGATE

C O N TAC T

Front Cover: The 29,190 kW heavy-duty rock cutter suction dredger (CSD) Mohab Mameesh, which is owned by Egypt’s Suez Canal Authority (SCA) and recently delivered by Holland’s Royal IHC. With the delivery of the CSD, SCA now owns one of the most powerful dredgers in the world. With an overall length of 147.4 m and a total installed cutter power of 4,800 kW, the vessel can dredge to a depth of 35 m.

There are also accommodation facilities on-board that can house over 70 people. (See Page 28)

A&A Thorpe Office 1, First Floor, 374 Long Road, Canvey Island, Essex, SS8 0JU, UK.

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BY PAU L B A R T L E T T

VIEWPOINT

LNG CONTINUES ITS A DVA N C E AS SCEPTICS LO S E G R O U N D LNG as a transition fuel makes eminently good sense, its advocates claim, offering immediate benefits and a pathway to the low and zero-carbon biofuels of the future. The fuel has plenty of detractors, however, but this is not deterring port executives from investing steadily in bunkering infrastructure. Missing the boat is not an option Until recently, ships using LNG as fuel – apart from LNG tankers themselves – numbered only a couple of dozen. But as shipping’s decarbonisation process accelerates and the drawbacks of heavy fuel oils become more evident in the environmental spotlight, shipowners are carefully analysing their bunkering options. So far this year, they have voted with their wallets – recent statistics from classification society, DNV, reveal that close to a fifth of ships ordered so far this year, excluding LNG tankers, will burn LNG as fuel.

Surprisingly, recent research on decarbonising the maritime sector published by the World Bank, no less, came out against LNG as a transition fuel, claiming it is likely to play only a limited role. The research noted “specific niche applications on pre-existing routes or in specific vessel types”. It recommended that countries should avoid public policy that supports LNG as a bunker fuel, reconsider existing policy support, and continue to regulate methane emissions.

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Tunnel vision?

The researchers appear to have overlooked some of the world’s largest container ships which now use LNG as fuel and are deployed on the world’s greatest-volume container trade lane between Asia and Europe. They perhaps missed the Capesize bulk carriers designed to run on LNG and energy major Shell’s move to charter ten VLCCs powered by LNG. Meanwhile, owners of vessels including various types of tankers, car carriers, offshore supply vessels, ro/pax vessels, cruiseships (large

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and small) and ferries, continue to choose the fuel.

The report went on to highlight the investment opportunities that are available to many countries, notably those with large renewable energy resources, to develop a zero-carbon fuel market while modernising their own domestic energy and industrial infrastructure. It identified specific countries that could be well-positioned to pursue such strategies.

Step-by-step There’s one problem, though. There are no zero-carbon fuels available for ocean shipping

today. Their development on any scale will take many years and is likely to cost trillions of dollars in distribution, storage and bunkering infrastructure. Battery technology is advancing fast and is proving a useful way to cut carbon emissions by peak-shaving to handle engine load fluctuation, for example, power for auxiliary engines, and energy during port calls. But batteries do not offer scope as source of main propulsion on ocean routes and are unlikely to do so, probably ever, according to sources.

So ship power experts stress that the most prudent strategy is to pursue a step-by-step advance along the decarbonisation pathway, and one option available today is LNG. In addition to its immediate benefits, they point out that it

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offers a route to greater use of biofuels as they become available in greater volumes, as well as green LNG (using carbon offsets) or e-LNG, involving electric liquefaction trains.

LNG contracts this year However, LNG may well not offer the ultimate answer to shipping’s fuel conundrum. Despite the drawbacks of other possible fuels – including toxicity, explosion risk and relatively poor energy density – there are many projects under way assessing the possibilities and viability of zero-carbon fuels. However, as Peter Keller, the Chairman of Sea-LNG, a lobby group advocating LNG as marine fuel, pointed out recently, the world can’t just sit and wait for zero-carbon fuels until the technologies become available.

Thankfully, the orderbook demonstrates that this is not happening. And a recent chart from DNV (see Chart 1) shows clearly that LNG-fuelled ships are now operating on many of the world’s key trades. There are still gaps, of course, but that is inevitable at this early stage of take-up. Despite recent contracting activity and the accelerating change of direction towards LNG, there are still only a small number of ships out of the world fleet that are powered by gas.

According to analysis by DNV, there are 198 ships in operation today, running on LNG, with a similar number of ships currently being built (see Chart 2). These figures exclude LNG tankers and the 150-odd ships that are being built as ‘LNG ready’. In overall terms, therefore, LNG-fuelled vessels still account for a very small percentage of the world fleet.

Peter Keller, Chairman of Sea-LNG

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LNG IN KEY BUNKERING HUBS Singapore is the world’s largest bunkering port, with a market share of about 20%. Aligning its operations with the potential new marine fuels of the future is therefore a priority. The port has pursued a strategy of developing LNG bunkering infrastructure of its own, therefore, whilst also cooperating with other ports to set up a network on which shipowners and operators can rely for safe LNG supplies in the future.

The first ship-to-ship bunkering of an LNGfuelled tanker in Singapore marked the latest

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step in the city state’s rapidly developing LNG marine fuel infrastructure. FueLNG, a joint venture between Keppel Offshore & Marine (KO&M) and Shell Eastern Petroleum, completed the operation together with the Maritime and Port Authority of Singapore (MPA).

The bunkering process involved the gas-up and cool down of the 113,400dwt LNG-fuelled Aframax tanker, Pacific Emerald, delivered earlier this year by South Korea’s Samsung Heavy Industries and now fixed on a long-term charter to Shell Tankers Singapore. The vessel, the first of ten LNG-fuelled Aframax tankers chartered by the oil major, received 3,000 m3 of LNG from Singapore’s first LNG bunkering vessel, FueLNG Bellina, according to a statement released by FueLNG, KO&M, Shell and the MPA.

Tahir Faruqui, a FueLNG director and Head of Downstream LNG at Shell LNG Marketing & Trading, was quoted in the statement, stressing that shipping cannot afford inaction. “Shell is actively investing in building a global LNG bunkering network to support the sector with capabilities to tackle emissions with urgency,” he declared.

Meanwhile, the MPA recently awarded a new LNG bunker supplier license to Total Marine Fuels Private Limited, the energy major’s bunkering subsidiary. The five-year license, which starts on January 1, 2022, is part of a wider ten-year agreement to develop LNG bunker supplies in Singapore, agreed in 2019.

Speaking as the new license was announced, Total’s President, Marketing & Services, Alexis VOL 40 ISSUE 3 |

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Vovk, commented, “The contribution of Singapore is of essence for the development of a global LNG bunkering market. Moving forward, Total will continue to step up investments to bring greater value of our integrated natural gas supply chain to customers [in Asia], contributing to our target of serving more than 10% of the global LNG bunker market.”

Rotterdam Sales of LNG bunkers in Rotterdam shot up over the first quarter, the port has reported. The first quarter total of 139,489 m3 was four times more than sales during the first three months of 2020, the port said, and close to double the volume sold in the fourth quarter of last year.

Europe’s largest port has notched up several firsts as it has pursued a robust LNG bunkering strategy from the beginning. Last November, the CMA CGM Jacques Saadé, then billed as the world’s largest container ship, was successfully bunkered with 17,300 m3 of LNG supplied from Total’s 18,600 m3 bunker vessel, Gas Agility, at the World Gateway terminal.

Supplied by Total Marine Fuels Global Solutions, the energy company’s worldwide bunkering service company - the fuel took 24 hours to be transferred but was carried out simultaneously with cargo operations.

In an additional benefit, the LNG that was supplied to the giant vessel comprised about 13% biomethane, a carbon neutral fuel that releases no more carbon as a result of combustion than the organic matter absorbed previously during its growing period. In this case, the biomethane cam from organic municipal waste produced in the Schipol region of the Netherlands.

At the end of April, the same LNG bunker vessel, Gas Agility, the world’s largest service ship of this type normally based in Rotterdam, sailed to Dunkerque to refuel the CMA CGM vessel again, this time with 16,400 m3 of LNG. The operation marked a first for Terminal de Flandres in Dunkerque where the first bunkering operations were carried out simultaneously with cargo operations.

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The Gas Agility

The operation also emphasised the success of partners in the so-called Green Loop project which is aimed at strengthening LNG bunkering infrastructure in northern Europe. Project partners – Total, the Dunkerque LNG terminal, Mitsui OSK and CMA CGM – have been supported in this aim by the European Union, under its Connecting Europe Facility – Transport Sector.

This has assisted the Dunkirk LNG terminal in service provision for small-scale LNG services, including the conversion of an existing jetty to enable LNG to be loaded aboard LNG bunker vessels.

Speaking at the time of the CMA CGM Jacques Saadé’s Dunkerque loading, Total Vice President, Marine Fuels, Jérôme Leprince-Ringuet, said, “We are pleased to partner with Dunkerque LNG for this unprecedented operation, and to showcase the agility of our LNG bunkering solutions to serve the north-western Europe markets. It also reinforces our confidence in the role of LNG for shipping’s energy transition. We will continue to grow our LNG bunker supply network to help our customers take advantage of the confirmed reduction in greenhouse gases of up to 23% and its significant air quality benefits.”

US ports slow to react Considering its vast resources of LNG and the fact that it has bunkering ports in various key locations around its coast, the US has been relatively slow in providing LNG fuelling services, particularly for foreign-flagged vessels. Last

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September, the Swedish-flagged, dual-fuel tanker, Fure Ven, was hailed as the first vessel not flying the US flag to take on LNG bunkers in the US – the vessel bunkered in the Port of Jacksonville.

There are plans ahead, however. Pilot LNG, for example, signed a Heads of Agreement with Dubai-based GAC, a global agency network, to provide an LNG bunkering service in the Galveston Bay Port complex. This takes in the ports of Houston, Galveston, Texas, and the Galveston Offshore Lightering Area. GAC is believed to have acted as bunker broker for the Fure Ven when it took on LNG as fuel in Jacksonville.

Pilot LNG subsequently filed regulatory papers for the Galveston Bay project in December. It is understood that a floating liquefaction plant would make the fuel available. Jonathan Cook, Piot LNG’s CEO, said: “Pilot LNG’s Galveston LNG Bunker Port will provide clean-burning LNG to one of the US’ largest port complexes. The proposed [facility] would provide the necessary infrastructure to supply the growing market for LNG marine fuel, substantially reducing marine emissions and cutting shippers’ fuel costs at the same time.”

Meanwhile, in the world’s other key bunkering hub – Fujairah, just outside the Straits of Hormuz – there are plans in the making but no firm arrangements for LNG bunkering yet. There is, as yet, not much incentive: following the three-year-long blockade of Qatar, driving the LNG-rich nation to develop its own bunkering arrangements.

Apart from LNG tankers, few other types of vessels are designed to operate on LNG fuel so far. Fujairah port executives have stated publicly that a facility for LNG bunkering could become available as part of a long-planned LNG plant in the Emirate. But the politics are complicated because the plant would be controlled by Abu Dhabi, another Emirate. PEM The Fure Ven in action

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NORTH AMERICA

U S AC E D E L I V E R S F I S C A L P L A N F O R 2 0 21

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The U.S. Army Corps of Engineers (USACE) has delivered its Fiscal Year 2021 Work Plan for the Army Civil Works programme. The Army Civil Works programme includes funds for the planning, design, construction, and operation and maintenance of water resources projects, with a focus on the highest performing work within the three main Civil Works mission areas - commercial navigation, flood and storm damage reduction, and aquatic ecosystem restoration. It also funds programmes that contribute to the protection of the nation’s waters and wetlands - the generation of low-cost renewable hydropower, the restoration of certain sites contaminated as a result of the nation’s early atomic weapons development programme, and emergency preparedness and training to respond to natural disasters.

“I greatly appreciate the additional funding to put toward waterrelated infrastructure to support the national economy, public safety and environmental health of this great nation during an unprecedented time,” said The Honourable R. D. James, Assistant Secretary of the Army for Civil Works.

The additional funding not allocated by the Statement of Managers to specified PPAs in the five appropriations is subdivided into numerous categories and subcategories within these broad areas: • Navigation: $1.3bn • Flood Risk Management: $0.5bn • Other Authorised Project Purposes: $0.4bn FUSRAP: $0.20bn

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On-going work eligible for consideration for the additional funding generally includes projects, programmes and activities that can attain a significant milestone, complete a discrete element of work, or produce significant outputs in FY 2021.

The Work Plan identifies the projects, programmes, and activities within the Civil Works programme that will receive the FY 2021 funding and how much each will receive. With the total funding for this fiscal year, the Work Plan funds to completion 10 feasibility studies, 17 projects in the Preconstruction Engineering and Design phase, and 17 construction projects or elements of projects.

Studies Funded for Completion in FY 2021: • Elim Subsistence Harbour, AK (Tribal Partnership Program Study) • Clear Creek Ecosystem Restoration, CA (Tribal Partnership Program Study) • Los Angeles County Drainage Area (Channels), CA (Disposition Study) Savannah River

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The Mississippi River

• Salinas Reservoir (Santa Margarita Lake), CA

(Disposition Study) • Suisun Bay Channel (Slough), CA (Disposition Study) • Savannah River Below Augusta, GA (Disposition Study) • Savannah River Below Augusta, GA (Feasibility Study) • Peoria Small Boat Harbour, IL (Disposition Study) • Bayou Cocodrie and Tributaries, LA (Disposition Study) • Cape Fear Locks and Dams 1-3, NC (Disposition Study)

Preconstruction Engineering and Design Funded for Completion in FY 2021: • Alaska Regional Ports (Port of Nome Modification), AK • Craig Harbour, AK • Arkansas River Navigation Study, AR & OK • Three Rivers, AR • Pajaro River at Watsonville, CA • West Sacramento, CA • Baptiste Collette, LA (Section 203) • Eastern Shore, Mid-Chesapeake Bay Island, MD • Espanola Valley, Rio Grande and Tributaries, NM • Rio Grande, Sandia Pueblo to Isleta Pueblo, NM • Lower Brule Sewage Lagoon, SD (Tribal Partnership Program) • GIWW, High Island to Brazos River, TX • Matagorda Ship Channel (Widening and Deepening), TX • Resacas at Brownsville, TX • City of Norfolk, VA • Puget Sound Nearshore Marine Habitat Restoration, WA (Duckabush River Estuary) • Tulsa West-Tulsa Levee, OK • Construction Projects Funded for Completion in FY 2021: • Hamilton City, CA • Napa River, CA

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Claiborne and Millers Dam from the lower side of the Alabama River

• Jacksonville Harbour Deepening, FL • Albeni Falls Dam (Fish Passage), ID • Melvin Price Lock and Dam, IL & MO (Deficiency

Correction) • Waukegan Harbour, IL (Beneficial Use of Dredged Material Pilot Program) • Mississippi River Ship Channel, Gulf to Baton Rouge, LA • Mississippi River Between Missouri River and Minneapolis (MVP Portion),MN & WI (Beneficial Use of Dredged Material Pilot Program) • Mississippi Coastal Improvement Program, Hancock, Harrison, and Jackson Counties (Forrest Heights Levee), MS • Portsmouth Harbour & Piscataqua River, Turning Basin, NH • Barnegat Inlet, NJ (Beneficial Use of Dredged Material Pilot Program) • Espanola Valley, Rio Grande and Tributaries, NM • Willamette River at Willamette Falls, OR (Disposition) • General Edgar Jadwin Dam and Reservoir, PA • San Juan Harbour, PR (Beneficial Use of Dredged Material Pilot Program) • Lower Brule Sewage Lagoon, SD (Tribal Partnership Program) • Atlantic Intracoastal Waterway (AIWW), Bridges at Deep Creek, Chesapeake, VA

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Public Law 116-260 requires USACE to fund eight new studies in the Investigations account, one new study in the Mississippi River and Tributaries account, and seven new projects in the Construction account. The Army selected nine previously unfunded studies and seven previously unfunded construction projects based on performance and on considerations provided in the Statement of Managers.

The Statement of Managers stipulates that of the eight new studies funded in the Investigations account, three shall be for flood and storm damage reduction studies, of which one shall be for a coastal storm damage reduction study, two for navigation studies, two for environmental restoration studies, and one shall be for a multi-purpose watershed study to address coastal resiliency. The eight selected studies in the Investigations account are: • Claiborne and Millers Ferry Locks and Dams (Fish Passage), Lower Alabama River, AL • North Ponte Vedra, St. Johns County, FL • Lower Missouri River Basin, KS, MO & IA • Boston Metropolitan Area, MA • St. Marys River Deepening, MI • Little Blue River Basin, Jackson County, MO • Hatchie/Loosahatchie, Mississippi River Mile 775-736 Habitat Restoration, TN & AR • City of El Paso, TX

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The Statement of Managers also stipulates that of the seven Construction and Mississippi River and Tributaries new starts, three shall be for navigation projects, one of which shall be for an inland waterways lock and dam modernisation project, and one of which shall be for a small or medium-sized harbour, one for an environmental restoration project, one for an environmental restoration project or a multi-purpose project, one for a flood and storm damage reduction project, and one for a flood and storm damage reduction project or multi-purpose project. The seven selected construction projects are: • Albeni Falls Dam (Fish Passage), ID • Mississippi Coastal Improvement Program, Hancock, Harrison, and Jackson Counties (Forrest Heights Levee), MS • Portsmouth Harbour & Piscataqua River, Turning Basin, NH • Espanola Valley, Rio Grande and Tributaries, NM • Upper Ohio, Allegheny and Beaver Counties, PA • Morganza to the Gulf, LA • Houston Ship Channel, TX

N E W C O N T R AC T S FOR GLDD

The Mobile Harbour Phase 3 Navigation Project comprises deepening and widening portions of the Lower Bay Channel located South of Gaillard Island and North of the Gulf Intracoastal Waterway.

This project is a critical step toward realising the port’s ability to accommodate the larger ships serving the world’s major trade lanes, while improving vessel transit efficiencies and safety in the port. The client on this federally funded project is the Mobile Engineer District. Work is expected to commence in the second quarter of 2021 with anticipated completion in the fourth quarter of 2021.

The Golden Triangle Marsh Creation Project entails constructing berms and placing dredge material to create marsh land. The overall objective is to restore and protect wetland, fish, and wildlife habitat and help maintain the land’s integrity and assist the surrounding communities to become more resilient to storm surges.

The Golden Triangle is a narrow band of marsh directly east of New Orleans between Lake Borgne and the Mississippi River Gulf Outlet and the Gulf Intracoastal Waterway. The client on this project is the State of Louisiana Coastal Protection and Restoration Authority (CPRA) and it is funded by the state. Work is expected to commence in July of 2021 with anticipated completion in the second quarter of 2022.

GLDD vessels in action

Great Lakes Dredge & Dock Corporation (GLDD) recently reported that it had received major dredging awards totalling $112.8m. The work includes: • Mobile Harbour Navigation-Phase 3 Project (Capital, Alabama, $53.9m) • Golden Triangle Marsh Creation Project (Capital, Louisiana, $32.4m) • Captiva Island Beach Renourishment Project (Coastal Protection, Florida, $15.6m) • Vicinity of McKellar Lake Harbour Dredging Project (Maintenance, Arkansas, Kentucky, Mississippi, Missouri, Tennessee, $7.6m) • Jacksonville Harbour Maintenance Dredging Project (Maintenance, Florida, $3.3m)

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The Captiva Island Beach Renourishment Project entails placement of sand to improve and reinforce five miles of beach along Captiva Island.

This project will help protect and strengthen the island’s shoreline. Great Lakes previously worked on renourishment of the beach in 2013.

The client on this project is the Captiva Erosion Prevention District and it is privately funded.

Work is expected to commence in the third quarter with anticipated completion in October of 2021.

The Vicinity of McKellar Lake Harbour Dredging Project comprises dredging of various harbours along the Mississippi River to maintain proper channel and harbour depth to allow barges to transport goods. The client on this federally funded project is the Memphis Engineer District.

This is the first task order of this project. There are two more estimated task orders for $16.4m open

for potential awards to Great Lakes in the next two years. Work is expected to commence in July of 2021 with anticipated completion in the fourth quarter of 2021.

The Jacksonville Harbour Maintenance Dredging Project involves dredging of the Lower Terminal Channel of the Jacksonville Harbour in Duval County, Fla. The client on this federally funded project is the U.S. Army Corps of Engineers, Jacksonville District. Work is expected to commence and complete in May of 2021.

“GLDD is pleased to add these important projects to our 2021 backlog of deepening, maintenance and coastal protection work,” said COO David Simonelli. “Working on these projects allows GLDD to help strengthen the US economy and support the overall improvement and resiliency of our country’s environment, coastlines and infrastructure.”

N E W G L D D D R E D G E R O N I T S WAY

Signalling the start of construction of a 5,000 m3 vessel, Conrad Shipyard hosted a steel cutting ceremony for GLDD at its Deepwater South shipyard, Amelia, La. during February 5th this year (2021). Delivery of the vessel is scheduled before the end of second quarter 2023.

“The steel cutting for this new hopper dredge is an important milestone for Great Lakes as we strategically invest in our fleet capacity to meet the nation’s maritime infrastructure needs,” GLDD Chief Operating Officer David Simonelli, told the audience of Conrad and GLDD managers, shipyard workers and guests.

“We are proud to partner with Conrad in the construction of this state-of-the-art Jones Actcompliant vessel which when operational will rebuild and protect our shorelines, deepen and maintain shipping channels and help restore Louisiana’s eroded barrier islands and marshes.”

Being built to a basic design by Netherlandsheadquartered C-Job Naval Architects, the dredge will feature two 800 mm suction pipes and will be able to dredge at depths of up to 16

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30.5 m. The vessel has principal dimensions of approximately 105.5 m in length, 21 m in breadth and 7 m in depth, and a total installed horsepower of 16,500 hp.

The new dredge will be well-suited to multiuse applications on various project types. It will be deployed for channel deepening, maintenance dredging, beach nourishment, and coastal restoration projects with short to medium distance transport requirements.

The dredge will be equipped with a direct high-power pump-ashore installation, dredging system automation, dynamic positioning and tracking, US EPA Tier IV compliant engines, and additional features designed to minimise the impact of its dredging process on the environment.

The Tier 4-compliant engines significantly reduce the vessel’s climate footprint, while other incorporated features minimise turbidity and marine species entrainment. Best-in-class accommodations feature single-occupancy staterooms, a workout room, and a movie theatre that has raised seating and doubles as a training facility.

Vidar Lindmoen, GLDD New Build Program Director, said that he was looking forward to working with the Conrad shipbuilding team on the new contract, “You are a very competent and hard-working team. We are grateful for the very detailed engineering work that you provided the open communication and your quick response to our every inquiry. We know from personal experience of Conrad’s outstanding reputation for delivering quality vessels on-time and within contracted cost. Our companies are a good match.

“GLDD has been a valued customer of Conrad, and we appreciate their continued confidence in Conrad to construct this highly automated vessel to complement GLDD’s existing fleet,” said Conrad Senior Vice President and Director Dan Conrad. “We look forward to working with the Great Lakes team to provide another quality vessel to serve the US dredging market.”

The new dredge will complement Great Lakes’ existing six-dredge Hopper fleet, including the ATB Tug Douglas B. Mackie and 11,468 m3 capacity barge Ellis Island, which was delivered in the fourth quarter of 2017.

An artist’s impression of GLDD’s new dredger

NEW MARKET FOR US DREDGING FIRMS AS OFFSHORE WIND OPENS UP

With a multi-billion dollar budget for maintenance dredging, ecosystem restoration and tackling flood and storm damage, the US has the world’s largest dredging budget by a large margin. Overseen by the US Army Corps of Engineers, the 2021 budget works out at a whopping $4.35bn. However, the Biden Administration’s new policy on offshore wind VOL 40 ISSUE 3 |

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development will open up a whole new arena, experts say. It will provide a substantial boost for US shipbuilders as well as opportunities for ship design and technology companies in Europe and elsewhere, specialising in offshore wind development.

At a recent webinar arranged by ABS, the classification society’s experts revealed some of the projects currently in progress. They include deepening a lower stretch of the Mississippi River and maintenance dredging at many ports including Boston and Charleston. Capital dredging projects include the Mobile Harbour Phase 3 Navigation scheme to deepen and widen parts of the approach channel to the port of Alabama, providing safe access for larger ships.

Meanwhile, the State of Louisiana Coastal Protection and Restoration Authority is overseeing a land reclamation scheme, the Golden Triangle Marsh Creation Project, to the east of New Orleans. With a start schedules for July 2021, berms will be created and dredged material placed to create marshland. The aim is to restore and protect wetland, fish and wildlife in the area as well as providing more protection against storm surges for local communities.

The Mississippi deepening project will take the river’s depth from 45 (13.7 m) to 50 feet (15.2 m) over a 256-mile (412 kms) stretch between Baton Rouge in Louisiana and the Gulf of Mexico.

Due to be completed in 2024, the project is set to benefit soybean producers who contributed $2m towards a research, analysis and design scheme. This was later taken up by the federal government and state of Louisiana which is stumping up $245m for the scheme.

The extra water depth will cut the cost of shipping soybean cargoes to the coast by increasing the size of consignments and enabling the deployment of larger vessels.

The US dredger fleet is expanding, with several new and larger units due to be commissioned in the months ahead, according to ABS data. A steel-cutting ceremony took place in April at Keppel AmFELS in Brownsville, Texas, for the largest self-propelled TSHD, Frederick Paup, in April. The 11,468 m3 vessel will be owned and operated by Manson Construction Co and is due to be commissioned in 2023 when it will support

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the US Army Corps of Engineers on a range of projects.

Meanwhile, early this year, Royal IHC was awarded a contract for the design and engineering of a 5,000 m3 TSHD for Cashman Dredging & Marine Contracting, based in Massachusetts. The vessel, which will be one of the most sophisticated ships of its type in the US, according to claims, will have a flexible, dieselelectric power system enabling optimisation for different dredging modes and full compliance with EPA Tier IV and IMO Tier 3 air pollution requirements. The dredger will incorporate a high level of automation and high-efficiency dredging equipment which will aid productivity.

However, both the US dredging sector and the country’s shipbuilding industry have received a major boost with the Biden Administration’s move to stimulate renewable offshore wind power on both the Atlantic and Pacific coasts.

Although the vessels that will be required are not specifically dredgers and will operate some distance from shore, they can loosely be categorised as similar vessel types.

An early example is a subsea rock installation vessel, for which Great Lakes Dredge & Dock (GLDD) has signed up Ulstein. The Norwegian family-owned company, both a ship designer and builder in its own right, will design and integrate engineering for the first Jones Act-compliant ship of this type to be built in the US, at a shipyard Dredging in the Mississippi River

PORT ENGINEERING MANAGEMENT The Golden Triangle Marsh Creation Project

that has not yet been named.

Ulstein will assist in selecting main equipment for the vessel and assist in project management to ensure that the construction process remains on schedule. The ship will initially be deployed in waters off the US east coast, but it will also be suitable for west coast operations when necessary.

So far, renewables generally and offshore wind, in particular, have attracted little attention in the US as oil-focused climate-change deniers have held the whip hand. But the new Administration has altered the backdrop, renewing a US commitment to global initiatives to limit growing carbon emissions and promoting the

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development of renewables, notably offshore wind.

The change in strategy opens a large window of opportunity for vessel design and technology developers outside the US. Apart from installation vessels themselves with advanced station-keeping and hybrid propulsions systems including batteries and azimuths, other sectors include motion-compensated access and lifting equipment, dynamic positioning, and overhead and subsea drone surveillance control. Once operational, US wind farms will also require a range of support vessels including service operation vessels, subsea inspection ships and fast crew transfer vessels.

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SU BS TANTIA Renewable offshore wind power is virtually non-existent in the US, with just one facility off the east coast to the south of Rhode Island.

The Block Island Wind Farm is a five-turbine site, with a capacity of 30 MW, developed by Deepwater Wind, now Ørsted US Offshore Wind.

Waters off this part of the coast are relatively shallow, compared with greater depths of the country’s west coast. For this reason, east coast wind farm development is likely to come first, in advance of possible floating facilities to the west.

President Joe Biden wasted no time in demonstrating his new strategy to stimulate the country’s offshore wind sector, as he gave the go-ahead in May for the Vineyard Wind project. It is the country’s first large-

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scale offshore wind farm, sited off the coast of Massachusetts. The $2.8bn facility, with 84 turbines, will have a capacity of 80 MW and lies about 12 nautical miles (22 kms) off Martha’s Vineyard.

The project, a joint venture between Bilbaobased Iberdrola and Copenhagen Infrastructure Partners, is seen as a significant step in the country’s new strategy of boosting wind power to 30 GW between now and 2030. It is the first of several sites that are currently under review.

Iberdrola’s Jonathan Cole, Managing Director of the Iberdrola Renewables (Scottish Renewables in the UK), described the project as a ‘watershed moment’ for the US offshore wind sector. It is likely to create about 3,600 jobs.

Rafael Riva is US Commercial Manager at

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L POT EN TIA L classification society, Lloyd’s Register. “There are spectacular opportunities on both the Atlantic and Pacific seaboards,” he said recently.

“With lots of focus on cheap energy from shale deposits, energy companies have left wind power until later. But now we get the sense that widescale developments are about to start.”

Riva noted estimates by BVG Associates, a UK-based renewable energy consultancy, that US offshore wind capacity could catapult from today’s 30 MW to more than 33 GW by 2035. The scale of that increase – more than a thousand times – will generate huge demand for design, marine engineering, trenching, cable laying, rock installation, heavy-lift, and operational service vessels.

In the longer term, estimates of US wind

An artist’s impression of GLDD’s new dredger

power potential are even more dramatic. For example, the US Department of Energy has forecast that offshore wind could generate as much as 86 GW of power by 2050. Companies engaged in the sector – both in the US and elsewhere – are watching developments closely.

There are many opportunities ahead, as demonstrated by the interest in the last auction for Massachusetts offshore wind blocks, run in 2018 by the US Bureau of Ocean Energy Management. At that time, while President Trump was still firmly at the helm, bidding for just three offshore blocks raised more than $405m.

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H U I S M A N D E V E LO P S S O LU T I O N FOR WIND TURBINE COMPONENT S U P P LY I N U S WAT E R S Rotterdam’s Huisman has introduced a Motion Compensated Platform to quickly and safely transfer wind turbine components from a feeder vessel. Since using an internationally flagged Wind Turbine Installation Vessel is restricted under the Jones Act, a feeder vessel with a Motion Compensated Platform offers a reliable and efficient solution for transportation of components in US waters.

The Motion Compensated Platform provides a stable deck area because it actively counterbalances the effects of vessel motions.

This means that lifting heavy components and moving an empty jack-up vessel can be done in more severe weather conditions, thus significantly increasing the weather window for operations.

The dimensions and capacities of the Motion Compensated Platform are optimised for nextgeneration wind turbines and are designed to compensate for five degrees of vessel motions.

The Motion Compensated Platform can be integrated into the hold of a vessel and aligned with the main deck, making it easy to skid cargo across the platform.

Cees van Veluw, Product Manager at Huisman, “By using an offshore rated feeder vessel equipped with our Motion Compensated Platform, the jack-up vessel can continue installation work without having to shuttle back and forth to load new components. Maximising the operational time results in a faster and more reliable way, the delivery of an offshore wind farm is improved, compared to more traditional feeder solutions.”

With this development, Huisman aims to grow its presence in the US Offshore Wind market.

In December 2020, Huisman was contracted

by Keppel AmFELS from Brownsville, Texas, for the delivery of a 2,200 tonne Leg Encircling Crane for the world’s first Jones Act compliant Wind Turbine Installation Vessel, Charybdis, ordered by Dominion Energy. In May 2020, the first monopile foundations in US federal waters were installed by Jan de Nul’s vessel Vole au Vent, using Huisman’s cutting edge Motion Compensated Monopile Gripper. To locally support the North American market, Huisman has facilities in the Houston area, Texas.

Q UA N E R GY A N D ICENT SECURE C O N T R AC T F O R S O U T H KO R E A PORTS

The Huisman Motion Compensated Platform system

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US-based Quanergy Systems has announced a new deployment of its QORTEX DTC LiDAR

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solution to increase the security of critical national port facilities in South Korea. This is the most recent application for Quanergy and integration partner, iCent, and is just one of many security and smart city installations that the companies have deployed together in South Korea.

“LiDAR leads the way in detection accuracy and is quickly replacing other competing technologies,” said Moon WonSang, CEO at iCent.

“This is clear by our long-term partnership with Quanergy, which continues to expand to new projects—in security and beyond.”

Built from Quanergy’s patented M-Series LiDAR sensors and proprietary QORTEX 3D perception software, the QORTEX DTC (Detection, Tracking, and Classification) platform delivers real-time tracking of intruders in security, smart city, and smart space applications.

In the most recent application at the South Korean port, M-Series sensors are installed throughout the facility and integrated with existing pan-tilt-zoom (PTZ) cameras to continuously monitor the perimeter and detect intruders. When an intrusion is detected, event data is shared with the cameras so users can easily view and track the location of the threat.

Compared to the port’s previous solution, the new 3D LiDAR solution provides higher accuracy and greater reliability in an easy-to-manage, fully automated solution. In addition, the solution will provide long-term value and save costs by increasing efficiency and significantly reducing false alarms.

The M-Series LiDAR sensors provide a complete 360o view in any environmental conditions, including inclement weather and extremely bright or low light. Meanwhile, the QORTEX software incorporates 3D perception algorithms to detect, track, and classify objects based on the rich point cloud data received from the M-Series sensors.

In addition, the solution features iSaver dashboards from iCent. iSaver further interprets the data from the QORTEX platform so it can be displayed on an intuitive dashboard for at-aglance visibility.

“LiDAR delivers a more adaptable, reliable, and accurate solution to modern security challenges,” said Enzo Signore, CMO at Quanergy. “We’re excited to share our LiDAR expertise to improve safety, security, and efficiency for customers all around the world.”

Quanergy Systems’ QORTEX DTC LiDAR solution

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JUMBO TRANSPORTS 14 3 5 - TO N N E S H I P LOA D E R Holland’s Jumbo Shipping has raised the bar with the recent shipment of a 1,435 tonne shiploader, measuring 135 m x 25 m x 43 m, from Vietnam to Canada for the machine’s manufacturer Tenova.

After almost two years of engineering, the Jumbo Shipping team saw their hard work come to life when the Jumbo Kinetic was captured on film lifting and shipping this gigantic 1,435 tonne shiploader from Phu My Port, Vietnam to Vancouver, Canada.

Having conducted a final loading simulation, the time had come for the engineers to put Jumbo Kinetic, a K-class vessel with 3,000 tonne dual lifting capacity, to the real test by loading this super-heavy shiploader on-board.

Based on the size of the unit and the length of its boom, loading this shiploader at Phu My Port, Vietnam was a formidable task, but the dual lift went without a hitch. With stage one of the lifting operations complete, the next step was to temporarily suspend the unit above the deck so that the boom could be retracted to change the centre of gravity position. This enabled the vessel’s team to re-rig and then perform a single lift to shift the shiploader to its final stowage position where it could be secured for the sea voyage to Vancouver.

After a 20 day ocean voyage the Jumbo Kinetic arrived safe and sound at the Neptune terminal in Vancouver and discharge operations got underway. If the engineering work at Phu My Port was not already impressive enough, our client raised the bar even further for the offloading operations with the team needing to discharge the shiploader while it was half suspended over the water.

The shiploader was then steadily manoeuvred onto the pivot point at the quayside and onto the

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semi-circle shaped rails above the water. Now in its final position at the Neptune Bulk Terminals in North Vancouver, this shiploader is reshaping the landscape of the port. Thanks to strong team work and co-operation between all parties involved, a journey of two years has come to a successful completion.

Shiploader being loaded in Vietnam

KO N E C R A N E S AC T I V I T I E S I N U S In September 2020, the Panama City Port Authority (PCPA) ordered an eco-efficient Konecranes Gottwald Mobile Harbour Crane for its operations at Port Panama City, in the Florida Panhandle, US. With delivery and commissioning planned for April 2021, the crane will handle containers, general cargo and breakbulk.

Established in 1945, the PCPA operates the Port of Panama City which is located on Florida’s Gulf Coast approximately 241 kms east of the Port of Mobile, Alabama. The port is a growing regional hub providing services for intermodal cargo, including road, rail and barge. Recent development added the East Terminal in early 2020, which includes new facilities for deepwater access and the export of forest products, with another berth and more storage warehouses coming soon. Plans for the existing West Terminal

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include a new container freight station and an expanded bulk storage facility. In order to increase the overall tonnage capacity, PCPA looked for a new mobile harbour crane that can handle the most common types of cargo.

The new crane will be a Konecranes Gottwald Model 6 Mobile Harbour Crane in the G HMK 6407 variant, the same model they ordered in 2014. It gives a maximum lifting capacity of up to 100 tonne and a working radius of up to 51 m, with the outreach needed for ships up to postPanamax in containers and Capesize in Bulker class. The new crane will be equipped with an external power supply to be operated via the existing harbour mains.

When travelling and during autonomous operation (if a connection to the harbour mains is not available), the crane can also use its innovative on-board hybrid drive, combining a Volvo Penta diesel genset with ultracapacitors.

The ultracaps provide additional power for heavy lifts and are refilled by recuperating lowering and braking energy. This special system gives maximum adaptability in changing port conditions and ensures that the crane is always ready to deliver loads to or from the terminal.

It also follows the strict EPA Tier 4 standards, reducing local emissions and noise while also lowering energy and maintenance costs for the port.

Kalmar is also to deliver a further order of next-generation electric (NGE) straddle carriers to Maher Terminals LLC for use at their marine container terminal in New Jersey, US. The order for 42 machines will be delivered for the third quarter of 2021.

Maher Terminals is one of the largest privately held, multi-user container terminal operators in the world. The company has developed North America’s largest marine container terminal in the Port of New York and New Jersey.

The new machines form part of Maher’s comprehensive fleet renewal programme and will bring the total number of Kalmar straddle carriers in current operation by Maher Terminals to close to 250. When this new order has been completed, the number of Kalmar straddle carriers delivered to Maher Terminals will exceed 400 straddle carriers since 1980, which is a truly historic and significant milestone for both Maher and Kalmar.

The Gottwald Mobile Harbour Crane in Port Panama City

The next-generation machines delivered to Maher Terminals will have a 50-ton twin-lift capacity and feature a variety of customerspecific options that have been jointly developed as part of Kalmar’s long co-operation with Maher.

They will have a stacking height of four-high and feature Kalmar’s unique and highly robust mobile drives, which have proven to our customers globally a significant increase in reliability and uptime.

Kalmar straddle carriers at Maher Terminals

Meanwhile, Kalmar has completed a deal with Total Terminals International, LLC (TTI) to supply a total of six hybrid rubber-tyred gantry cranes (RTGs) equipped with a suite of Kalmar SmartPort process automation solutions. Valued VOL 40 ISSUE 3 |

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at approximately US$13m, the order also includes a two-year Software Maintenance and Support (M&S) Services agreement for the Kalmar SmartPort software. The delivery is scheduled for the third quarter of 2021.

The Kalmar Hybrid RTG combines the latest lithium-ion (Li-ion) battery technology with diesel power-unit to deliver customers with a machine that makes no compromises on performance or sustainability. The battery is combined with a smaller diesel power unit, which is not only highly fuel-efficient – consuming up to 60% less fuel than a conventionally powered RTG – but also quieter and easier to maintain. The cranes to be delivered to TTI will feature a range of Kalmar SmartPort process automation solutions SmartStack, SmartLift, SmartRail and SmartMap, which will help the customer, optimise and ensure the efficiency of their operations.

KALMAR DELIVERS E Q U I P M E N T TO OT H E R P O R T S I N THE AMERICAS

Kalmar has entered into an agreement with Companhia Siderúrgica Nacional (CSN) for the supply of nine Kalmar Rubber-Tyred Gantry Cranes (RTGs). The cranes will be delivered to Sepetiba Tecon terminal in Rio de Janeiro, Brazil. The order that includes Kalmar SmartPort operator assistance features is scheduled for delivery in the first quarter of 2022.

One of Brazil’s main container terminals, Sepetiba Tecon S.A. is located in the Port of Itaguaí, some 80 kms from the city of Rio Janeiro. Inaugurated in 1998, the terminal offers its customers rail and sea connections at the convergence point of Brazil’s main highways, close to the country’s main economic and industrial centres.

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The Kalmar hybrid RTG

The Kalmar RTG combines the best of diesel and electric technology for fuel savings, low emissions and easy maintenance. The units delivered to Sepetiba Tecon will be configured to handle 6+1 wide with 1-over-6 high stacking and will have a lifting capacity of 40 tonnes under the spreader. To ensure greater fuel economy and lower emissions, the cranes will include a Variable Speed Generator system, which automatically optimises the RPMs according to the required power, fully-electric Bromma spreaders and large tyres that enable minimal ground pressure.

The RTGs will be fitted with Kalmar SmartRail automated gantry steering system that automatically controls the gantry within centimetre grade accuracy on the travelling path, improving the terminal’s operational efficiency.

The cranes will also be equipped with SmartRail CPI (Container Position Indication) system, a realtime tool to track and report container moves.

The Kalmar RTG

PORT ENGINEERING MANAGEMENT The Kalmar Ottawa terminal tractor

Meanwhile, Kalmar has signed an agreement with Mexican heavy-equipment distributor Grupo Tracsa to supply a total of 47 Kalmar Ottawa terminal tractors for various customers including Auto Express Charqueño, Transportadora Nuevo Milenio and Transportes Castores in Mexico. The order has delivery scheduled to take place during third quarter of 2021.

Grupo Tracsa, founded in 1974, is a leading distributor of heavy industrial equipment in Mexico and has been collaborating closely with Kalmar for more than a decade. The company is a distributor for Kalmar’s Ottawa brand of terminal tractors as well as Kalmar forklift trucks, reachstackers and empty container handlers.

Tracsa supplies terminal tractors to customers in a variety of different industrial segments, including marine ports and terminals, steel processing, mining and logistics.

The new machines will be used to replenish the Tracsa inventory following tremendous success

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with sales of terminal tractors in the first quarter of 2021 after an economically challenging 2020. About half of the new machines will be configured for distribution application and the rest for port terminal operations.

Kalmar has also recently signed a deal with Brasil Terminal Portuário (BTP) to supply a total of nine Kalmar Ottawa T2 terminal tractors for its terminal operations at the Port of Santos, Brazil.

The complete order is scheduled to be completed by the beginning of the third quarter of 2021.

BTP, a joint-venture between Terminal Investment Limited (TIL) and APM Terminals, is a multipurpose terminal for container and liquid bulk handling located on the right bank of the Port of Santos. In 2020 BTP set a new record for the Port of Santos and for Brazil by handling almost 1.2m teu. BTP’s existing Kalmar equipment fleet includes empty container handlers, reachstackers and terminal tractors.

PEM

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NEW VESSELS

HYDROGEN-FUELLED DREDGER DESIGN F R O M R OYA L I H C

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Holland’s Royal IHC has recently received an AiP from Bureau Veritas (BV) for the design of a hydrogen-fuelled TSHD. In an innovation partnership with the Dutch Rijkswaterstaat, Royal IHC is exploring a new type of vessel referred to as the ‘LEAF’ (low energy adaptive fuel) hopper.

The AiP from BV has meant that the proposed design of the vessel, encompassing its features and specifications, have been deemed acceptable in this early stage and that the hydrogen system has been safely integrated into the design.

The exploration phase began at the beginning of 2019 with the aim of developing a vessel that can be operational in 2024.

Rijkswaterstaat has the ambition

to become CO2 neutral by 2030, and needed to come up with cost-effective solutions for its coastal protection projects that could significantly reduce CO2 from 2024.

With this in mind, Royal IHC has been developing a hydrogen-powered TSHD that is designed to be used to maintain the Dutch coastline. The LEAF hopper will contribute to the reduction of greenhouse gas emissions as well as harmful exhaust gas emissions in close proximity to the coast and coastal cities.

When operating on hydrogen the vessel emits only water vapour.

A minimal amount of CO2, SOx, NOx and particulate matter is released only during the construction of the vessel and in producing green hydrogen. In addition, many design features on the LEAF hopper contribute to low energy consumption, including an electric drive train and energy recovery systems. The reception of the AiP gives Royal IHC and Rijkswaterstaat the confidence to continue on the path towards zero emissions and further develop the LEAF hopper as a solution for CO2 neutral coastal protection works.

An artist’s impression of the ‘LEAF’ vessel designed by Royal IHC

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R OYA L I H C H A N D S OV E R C S D TO S C A

Meanwhile, Royal IHC officially handed over the cutter suction dredger (CSD) Mohab Mameesh to Egypt’s Suez Canal Authority (SCA) during mid-March. The vessel is now ready for its official duties after successfully completing commissioning tests on the Dutch coastline and Haringvliet.

With the delivery of the 29,190 kW heavyduty rock CSD, SCA now owns one of the most powerful dredgers in the world. With an overall length of 147.4 m and a total installed cutter power of 4,800 kW, the vessel can dredge to a depth of 35 m. There are also accommodation facilities on-board that can house over 70 people.

The Mohab Mameesh will primarily be deployed to maintain and improve the artificial sea-level area that connects the Mediterranean and Red seas. As the vessel was designed in close co-operation with SCA, it has the capacity to work effectively in the harsh conditions of the region.

The new CSD was then transported to Egypt. It was first loaded on to a semi-submersible cargo vessel, after which it departed from Rotterdam to the Suez Canal. Its sistership, Hussein Tantawy, is expected to depart for sea trials in the next couple of months.

“We were confident from the start of the project that Royal IHC was the right partner for this important assignment,” says SCA’s Chairman and Managing Director, Admiral Osama Rabie.

“The Mohab Mameesh is a truly impressive vessel and many people are enthusiastic to see it performing live operations as soon as possible.

We expect to achieve incredible results with this state-of-the-art CSD for many years to come.”

Royal IHC’s CEO, Gerben Eggink, added, “I’d like to reconfirm the sentiments we held at the start of this journey, that we were – and remain – truly honoured that SCA placed its trust in Royal IHC for such an innovative vessel. A great deal of hard work and dedication has led to this moment, and many people will feel deep satisfaction at seeing the final result. We would like to wish the owners

The Mohab Mameesh on-board the semi-submersible for transport to Egypt

and crew of the Mohab Mameesh good fortune and smooth sailing.”

ULSTEIN VERFT D E L I V E R S C LV TO NEXANS Snow-covered mountain tops, green hillsides and a bright sun on a blue sky make a perfect frame for the lady in red, the CLV vessel Nexans Aurora, on her sea trial. A sunny mood also characterises the atmosphere on-board the vessel. The sea trials commenced with the yard’s sea trials on May 3rd 2021, and continued with the technical sea trials on May 5th.

Tore Haugen and Jørgen Fosse from Bergen Engines signed for the yard’s sea trails. When interviewed after two days of sea trial, they responded ‘So far – so good’, and emphasised that most of the testing of the engines had been done before the trial, so their presence on-board is more to be in a state of readiness. If nothing out of the ordinary happens, they can continue to VOL 40 ISSUE 3 |

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The Nexans Aurora on sea trials

enjoy the sun and the scenery.

A brief talk with Terje Vestad and Jørgen Toft from the thruster supplier Brunvoll strengthens the initial impression. They had a quite hectic day, which is quite natural when the thrusters are being tested. When this was checked out and fine, they commented that ‘things have gone well and according to plan’.

Nexans’ Technical Manager, Knut Flage, says that “blackouts are not uncommon on sea trials, but so far, we have experienced nothing of the kind on Nexans Aurora”. Knut explains that the shipyard, Ulstein Verft, has done a thorough job from the start, and the result of this is now experienced. “This way of working is not always the standard, many shipbuilding projects do not prioritise enough the testing and run-throughs at the yard - and this often results in more complicated sea trials.”

The success of the sea trial so far is also a big thank you to the suppliers. “High quality components, delivery on-time and the overall composition of the work completed has resulted in far less errors than is usual on sea trials like this.

A lot of the hard work has been up to this point,” Knut says, “now, the sea trial feels almost like a holiday”.

“But still, there is always some excitement, when all the systems are tested together and over time. The sea trial will continue for a few more days, but at this point everything has run

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smoothly”.

“We are very pleased with the composition of the solution,” says Frode Beyer, who is Nexans’ Project Manager. He follows up by saying, “This vessel is sophisticated, yet conventional.

She is designed for her tasks but using well tested components and solutions from quality suppliers”.

“Nexans is leading the charge of the energy transition by providing connected, sustainable and decarbonized energy. There is a lot at stake when a vessel like the Nexans Aurora is undergoing operations for customers and she is tailor-made for the risks we are involved in,” says Frode Beyer. He explains that Nexans is committed to receiving the vessel on the scheduled time and to the agreed quality. “We cannot afford uncertainty. When electrifying regions and countries, Nexans must deliver 100% reliable solutions. Power failure is not an option”.

Knut adds, “This reflects the people we choose to work with. Our customers expect a lot from us, and this affects the decisions we need to take to figure out who we work with. Ulstein Verft has been a good match for us”.

“Even though we have managed this project through a world-wide pandemic, we have achieved every milestone,” says Frode. He continues by saying that the way Ulstein has taken all necessary precautions has been very valuable to Nexans. He sums up, “The way Ulstein

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has dealt with the COVID-19 situation is worldclass. The policy implemented in the organization has been very rational. The challenge with COVID-19 has been taken seriously from day one at Ulstein”.

The sea trials ended during the beginning of Week 19. Hans Karsten Voldsund from Ulstein Verft is the yard’s Project Manager. “It is a lot to think about, but I have very good help from the people around me. He is positive, although there are still many tests that need to be done. And, there is still work remaining at the yard before delivery in a few weeks.

“We need to complete the outfitting of the vessel, some paint jobs, everything needs to be cleaned up and look good for delivery. We will also run some tests on the A-frame and some of the winches to check the hydraulics and the functions on these systems”.

KO O I M A N ENGINEERING TO D E L I V E R

HEGEMANN V

The TSHD Hegemann V has been developed by Holland’s Kooiman Engineering, part of Kooiman Marine Group, in close collaboration with Detlef Hegemann Aktiengesellschaft. With a suction pipe on the starboard side and an inboard dredge pump, it can load the 1,500 m3 hold with silt or sand. Unloading the dredged material can be done by opening a row of bottom doors. In addition, the material can be pumped by one or two series-connected, dredge pumps with discharge connections on both sides of the ship or via a bow connection at the front.

The dimensions of the vessel are - 75.90 m x 15.80 m x 5.50 m. In order to also maintain ports and waterways, it is able to load up to 1930 m3 with lower densities. In addition, its length is relatively short and with two rudder propellers it

is optimal to manoeuvre at small rivers.

“It all fits exactly in the box, as if it is a design optimised for standard/series construction,” says Project Manager of Kooiman Engineering Peter Vrolijk. “Some things will have to happen before we can start sea trials. Kooiman Engineering will firstly have to finish the design. Consequently, we can do a lot of the work ourselves, for example the ship’s interior, hull outfitting and finishing at one of our three yards. In addition, we have a number of reliable suppliers.”

The new Hegemann V owned by Germany’s will be equipped with Schottel RudderPropellers. The dredger is designed to execute multiple types of dredging activities at specific locations. Due to its relatively short length of about 75.9 m in combination with the Schottel Rudder Propellers, the vessel will be optimally manoeuvrable even in narrow rivers.

The propulsion system of the TSHD consists of two Schottel RudderPropellers type SRP 270 (840 kW each), featuring fixed pitch propellers with a diameter of 1.85 m. The azimuth thrusters will be driven by diesel-electric systems to fulfil strictest emission requirements.

With medium-sized rudder propellers such as the SRP 270, Schottel is meeting new challenges in the international maritime market. These include shifted engine power classes, new ice class rules and the growing trend towards

An artist’s impression of the Hegemann V

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electric or hybrid-driven vessels. Combining the latest technologies in mechanical engineering, hydrodynamics, and digitalisation, the mediumsized thrusters are available in three sizes which correspond to common engine power classes SRP 210 (640 kW), SRP 240 (850 kW) and SRP 270 (1,000 kW).

Hegemann Dredging is currently involved in a number of projects throughout Europe, including

three in Poland - dredging works at KluczOstowo, the deepening of the outer harbour basin for the LNG Terminal at Swinemünde, and beach nourishment at Rowy/Ustka.

The company is also involved in dredging work in the outer harbour Wilhelmshaven, for Waterways & Shipping Office Weser-JadeNordsee, Bremen, Germany.

JA N D E N U L O R D E R S H I G H LY P OW E R E D V E R S AT I L E T R E N C H I N G V E H I C L E

Belgium’s Jan De Nul has signed an agreement with Osbit Ltd (UK) for the design and construction of a new subsea trenching vehicle, named Swordfish. Delivery is scheduled for the first quarter of 2022.

The Swordfish will be a high-powered stateof-the-art subsea trenching vehicle that can be fitted with either a jetting installation, a mechanical chain cutter or a combination of both to tackle a wide variety of soil conditions and bury cables up to 3 or even 3.5 m deep.

Wouter Vermeersch, Manager Offshore Cables at Jan De Nul Group, said, “The Swordfish makes the perfect addition to our existing fleet of trenching vehicles providing excellent protection for cables installed by any of our cable-layers.

With its high power, the Swordfish will be able to bury the cables deeper and thanks to its hybrid mechanical chain cutting configuration the Swordfish can also tackle more challenging soil conditions, including hard clays up to 400 kPa. This new investment, together with the recent acquisition of our cable installation vessel Connector, arms Jan De Nul Group for the energy transition of tomorrow. We look forward to working together with Osbit Ltd (UK) on this project and to offer customers the best solution for their cable projects.”

Robbie Blakeman, Joint Managing Director at Osbit Ltd (UK) added, “We are delighted that Jan

De Nul has selected Osbit to supply the Swordfish trenching vehicle. We worked closely with Jan De Nul on specifications and drew from our in house trenching expertise and proven technology base to develop this market leading subsea vehicle. We pride ourselves on serving a global market and as a UK based company with a predominantly local supply chain, this projects allows us to continue to strengthen our exports of specialist equipment to mainland Europe. Furthermore, it allows us to continue to invest in our people, critically the development of highly skilled engineering roles at our home base in the North East of England.

We look forward to collaborating closely with Jan De Nul throughout this exciting project and delivering the Swordfish on time and fully

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operational for its first campaign.”

The Swordfish will be powered by 2 x 300 kW hydraulic power units and 2 x 300 kW electric HP jet pumps. In jetting configuration, it will be capable of tackling soil strengths up to 125 kPa, thanks to its 1,120 kW of pump power. In mechanical or hybrid mode, it will be able to cope with soil strengths up to 400 kPa, using its 400 kW chain cutter tool and 420 kW additional jetting power.

The main jetting tool is combined with front cutting nozzles and additional rear backwash swords to optimise trenching performance.

Thanks to the modular buoyancy the underwater weight of the vehicle in jetting mode is less than 1 tonne, resulting in a ground pressure not exceeding 5 kPa which allows trenching vehicle operation in very soft soil conditions.

The innovative chain cutter design and cable loading system minimise cable handling, plus it has the added benefit of a closed box depressor to guarantee first-time-right protection. The trenching vehicle will be launched with a dedicated A-frame and hoisting winch from one of Jan De Nul’s offshore vessels.

Specifically for the Race Bank Offshore Windfarm Export Cable project in the UK, Jan De Nul designed and built two intertidal trenching vehicles Sunfish and Moonfish that achieved an environmental and industry first. Both trenching vehicles received several industry awards for their innovative design and have subsequently been modified and used in support of several cable installation and protection projects in Europe.

S T R AT E G I C M A R I N E L AU N C H E S N E X T G E N E R AT I O N S T R AT C AT Strategic Marine’s Strat Cat 27 (SC27) combines form with function to meet the increasing demands from the offshore wind industry

and offers enhanced vessel capabilities with a reduced environmental footprint and hybrid drive options.

“It is with great pleasure that we announce the SC27 following a close and collaborative approach with our design partner BMT. It is technically advanced with multiple upgrades and propulsion options providing excellent flexibility for our customers,” said Strategic Marine’s Technical Manager Greg Daniel.

The SC27 is an evolution of the highly successful Strat Cat 26 and benefits from Strategic Marine’s experience building more than 20 CTV’s as well as feedback from customers and new technologies becoming available.

The upgraded SC27 has an improved hull design that maximises the waterline length. This improves the operational efficiency across a large range of loading conditions thereby reducing emissions and fuel consumption. It is designed for flexibility and can be fitted with various engine makes and can reach in excess of 30 knots at full speed. To cater for the different operating areas around the world, owners can choose between several options on the propulsion system, deck cranes, active fender system, ride control etc.

The bridge deck layout has been enhanced with improved visibility from the helm and an ergonomic layout to increase comfort for the bridge crew. Through real life feedback from vessel operators, internal arrangements have been optimised for improved comfort and workflow with ample storage space, comfortable sleeping areas and business class seating.

The SC27 is offered with two superstructure options for either 24 or 12 technicians. The larger asymmetric version offers a 30% area increase in the main deck cabin compared with the Strat Cat 26 while the smaller version provides the vessel with less than 200 gt, which in some cases allows for reduced crew numbers and therefore lower OPEX. The SC27 is also designed to reduce both the risk of infectious disease and any impact on the environment and can meet relevant Classification Society biosafety and environmentally friendly notations, including Green Passport for ship recycling giving assurance that the safety of

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Strategic Marine’s Strat Cat 27 (SC27

people and the environment remains top priority.

Strategic Marine’s CEO Chan Eng Yew added, “Kudos to our product development team which has been hard at work upgrading our bestselling StratCat with new and improved solutions to better fit operator needs. The SC27 offers valuable cost-savings and efficiency-gains which further improves the value Strategic Marine can offer our customers.”

COMBI LIFT R E T U R N S TO DA M E N F O R I T S N E W S TA N P O N TO O N During mid-April, Damen delivered the 111 m Damen Stan Pontoon 11226 RD mega-barge Tomsk to Combi Lift, a leading expert in the transport of heavy lift and project cargoes worldwide. The barge will be used in the construction of Gazprom’s Amur Gas Processing Plant near Russia’s eastern border, transporting some of the largest components to the site.

This contract follows a nineteen vessel order placed with Damen by Combi Lift that was

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delivered in May 2018. It was comprised of four Multi Cat 2608SD workboats, four Pusher Tugs 2612SD, four Side Floaters 8605SD and seven 89 m Stan Pontoons 8916SD. Measuring 111.75 m by 26.4 m and with a deadweight of 5,700 tonnes, the Tomsk is almost twice the size of its smaller counterparts.

Combi Lift returned to Damen for this latest order based on the high quality of the original vessels and its ability to meet tight deadlines for delivery, and the Tomsk was indeed delivered within time, on budget and to the agreed specification regarding deadweight and quality.

This was achieved despite the many constraints imposed by the COVID-19 pandemic, thanks to the Herculean efforts made by the yard and excellent co-operation among all the counterparties involved.

The barge will be operated by AAS Amur Assets Shipping Limited, a joint venture set up by Combi Lift to support its role in the construction of the Amur Gas Processing Plant, 150 kms from Russia’s border with China. Like the earlier Damen vessels operating there, the new barge has been designed to navigate the very shallow inland waters in which it will operate. This involved minimising the weight while maximising the length and beam so as to increase buoyancy and reducing the draught. In total, Combi Lift is responsible for moving 176,000 tonnes of equipment and material that is required at the site of the new facility.

The Tomsk will be tasked with transporting some of the largest components, including two, oversized heavy items that are critical for the operation of the processing plant - hence the importance of the precise timing of the delivery.

The timeline for the project got underway on the May 14th 2020 when the contract was signed, followed by steel cutting commencing at Damen Yichang Shipyard three months later in August.

The barge was then launched earlier that month on April 6th, with a delivery ceremony (without the barge) taking place on April 19th in Bremen, Germany.

Following its handover, the barge is to be transported to Shanghai where it will be floated on to a semi-submersible transport ship that will take it to South Korea where the first cargo will

PORT ENGINEERING MANAGEMENT NEW VESSELS

The launch of Stan Pontoon 11226 RD mega-barge Tomsk

be loaded. The transport vessel, barge and cargo will then proceed to the Russian port of De-Kastri on the Sea of Okhotsk where the laden barge will be floated off to start the 2,370 kms journey to the construction site.

“It has been a challenge, but we are delighted to have delivered this latest order from Combi Lift on time and on budget,” said Remko Bouma, sales manager Damen Shipyards North West & South Europe. “We’d like to thank them for their

confidence in us. The relationship between our two companies has been further strengthened as a result and we wish them safe and successful operations with the Tomsk.”

“Once again, we would like to thank Damen for the exemplary support and the great cooperation,” said Holger Hinrichs, Managing Director of Combi Lift. “Tomsk is a cuttingedge vessel which represents an important enhancement of our tugs and barges fleet.”

DA M E N L AU N C H E S R O / PA X F O R T H E P O R T AU T H O R I T Y O F T I M O R - L E S T E During early May Damen Yichang Shipyard launched the ro/pax 6716. The vessel will be operated by the Port Authority of Timor-Leste (APORTIL) and she will operate between TimorLeste’s capital Dili, the Oecusse enclave and the island of Ataúro, carrying up to 308 passengers, vehicles and cargo. The ferry will stimulate increased access to trade, education and employment.

The construction of the vessel took place during some of the most challenging months of the COVID-19 pandemic and it was only by implementing a robust set of safety measure at the yard that Damen was able to keep things on schedule.

Due to the pandemic, the launching event was a virtual celebration. It was well attended by delegates from Damen, APORTIL, class and representatives of the government of Timor-Leste in China. The vessel launch button was pressed

by Abrao dos Santos, Ambassador of TimorLeste to China, Mr. Deng Zhiping, MD of Damen Yichang Shipyard and Shengtong Wang, Damen sales manager Asia pacific.

Maria Albert Gonclave, third secretary of TimorLeste in China released the bottle of champagne with which the vessel was named Berlin-Ramelau.

The name, featuring the capital of Germany and the highest mountain in Timor-Leste, is a reference to the co-funding of the vessel by the

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PORT ENGINEERING MANAGEMENT NEW VESSELS Damen launches the ro/pax 6716 for the Port Authority of Timor-Leste

continue with outfitting. In June the vessel will sail to Shanghai for seatrials, leaving for Dili in July.

TA I WA N ’ S F I R S T S OV E Q U I P P E D WITH PRONOMAR’S D RY I N G R O O M S O LU T I O N S governments of both countries.

Speaking at the launching ceremony, president of the board at APORTIL Flavio Cardoso Neves said, “Even facing numerous obstacles, this project execution has managed to proceed, with nearly no deviation, towards its final destination, in Dili. The pandemic crisis has limited parties from travelling and made difficult the circulation of materials around the world. But the whole team commitment, adaption and perseverance has led us to this day. Such is the strong personality of the maritime industry and its people. Some may see the ocean as a barrier, but for us it is a path that connects us to each other and allows us to go further and do great things.”

Damen sales manager Asia Pacific Gysbert Boersma added, “It goes without saying that we are grateful to His Excellency the minister and His Excellency the Ambassador Abrao dos Santos for choosing Damen to supply this high quality vessel and to our neighbours in Germany for financing the project as well as all our contacts within APORTIL for the good working relationships so far. I’d also like to congratulate the shipyard and the project team at Damen HQ – you did a fantastic job.”

Dr Matthias Schilf of IMS Nord, consultant to APORTIL said, “This vessel demonstrates the great potential of collaborative efforts. The construction of the Berlin-Ramelau has been a truly multinational project, calling upon the co-operation of parties in Germany, Timor-Leste, China and the Netherlands. We are very proud to have played our part in this project.” Now that the Berlin-Ramelau is in the water, the yard will

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Given its strong wind potential, Taiwan has launched a plan to develop offshore wind farms in the Taiwan Strait. To help realise the government’s goal of to have installed wind power capacity account for more than 33% of the total renewable power capacity by 2030, Vietnam’s Vard Vung Tau has signed a contract with Ta San Shang Marine for the design and construction of the first SOV in Taiwan.

The vessel, which has been chartered by Ørsted, will be able to accommodate 87 people in single cabins and will have a changing room on-board with stainless steel (AISI 316) drying and storage systems for immersion suits, heavy lifejackets and harnesses. Vard looked to Pronomar to help them achieve the highest levels of safety, comfort and workability for wind farm technicians - even in the roughest sea conditions.

Pronomar’s robust drying systems for offshore workwear guarantee a fast drying of all PPE by means of a strong and warm air flow from An artist’s impression of Taiwan’s first SOV equipped with Pronomar’s drying room solutions

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The JLD Jayce

the inside out, which does not solely increase the longevity of the costly work gear, but also enhances hygiene, reduces odors and stimulates the motivation and productivity of the technicians on-board.

AT L A N T I Q U E M A R I T I M E S E RV I C E S B U YS A DA M E N F C S 2 610 Damen has sold one of its iconic Fast Crew Suppliers (FCS) to France’s workboat operator Atlantique Maritime Services (AMS). The Damen FCS 2610, named JLD Jayce, will be the first Damen Crew Transfer Vessel fully dedicated to the French offshore wind industry. AMS, which is part of Groupe LHD, already owns two Damen Shoalbusters, a 1907 and a 2308.

Rodolphe Bodineau, AMS Deputy Director, explains that the company’s positive experience with the Damen Shoalbusters led to it considering the FCS 2610 for the developing renewables sector. “This is the first time we have bought a Crew Transfer Vessel. We are very satisfied with the Shoalbusters and know that Damen has a very good reputation in the offshore wind market as well. We have also formed a good bond with Damen over the last few years and are even considering buying more

Damen vessels.”

AMS is located very close to the Saint-Nazaire offshore wind farm, which is under development, and the Guérande wind farm. The company is already supporting a French floating wind demonstration project.

The JLD Jayce is the fourth pre-owned Damen FCS 2610 to be sold through Damen’s ship brokerage division Damen Trading & Chartering, (part of Damen Marine Services), since the beginning of last year. The Damen division handled the initial trade-in from the former owners, the refit and final sale to AMS. Before delivery, JLD Jayce underwent a partial refit and technical check-up at Damen Shipyards Den Helder. “Our new vessel arrived in SaintNazaire recently and several potential customers have already visited so we are confident that JLD Jayce will soon be busy in the offshore wind sector in France, initially in the construction phases of the wind farms and then eventually the O&M phase.

“We are very optimistic that there are plenty of opportunities in France, with eight projects underway, and that we can find our place within the French wind farm sector and in Europe in the longer term,” Mr Bodineau stresses.

Established 35 years ago, AMS has a fleet of eight vessels performing maritime operations and services at sea and in ports. Currently, there are two Damen FCS 2610 operating under the French flag by Jifmar. Nearly 50 of these pioneering vessels have been delivered since 2011 and most of them are active in the European offshore wind sector. Damen launched a larger model, the FCS 2710, in April 2018. PEM VOL 40 ISSUE 3 |

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R E PA I R S

FA S T R E PA I R

BY T H O R D O N

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When a well-known industrial pump manufacturer needed four fully finished vertical pump bearings within three days to meet an urgent delivery deadline, Thordon Bearings’ Customer Service team orchestrated a solution to deliver the 152.3 mm diameter water lubricated SXL bearings on time.

The Texas-headquartered company, a major customer for the Canadian nonmetallic bearing specialist, had a last call requirement to replace the bearings in a cooling water pump for a thermal power plant in Mexico. However, the lead time from another supplier to replace the original rubber bearings in the size required exceeded the company’s contractual delivery schedule.

Arturo Selvas, Sales Director with Rotary Parts, Thordon Bearings’ Mexicobased distributor, established to exclusively serve OEM requirements, said, “We have created an excellent rapport with this company over the past several years, providing frequent service support. Thordon’s technology was highly recommended for this cooling water pump.”

To support quick delivery, Thordon and its distributors carry inventory of many different sizes.

Thordon Bearings’ Strategic Account Manager – Vertical Pumps, Keith Brand, takes up the story, “An order was placed on July 3rd, 2020. Two days later Rotary Parts received the bearings and set about the machining and finishing process. The customer received all four SXL bearings within the very tight deadline and was able to have the critically important cooling water pumps back in operation on time.”

Selvas said, “The notable aspect about

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Work on the vertical pump bearing

this project is Thordon’s commitment to customer service. Few companies have the capability, flexibility and adaptability to turn an urgent order around so quickly. And once we received them, Rotary Parts had them machined, measurements checked and successfully delivered them to the thermal power plant.”

“If a customer requires a quick turnaround for bearings, our Customer Service team is dedicated to finding a quick solution for these rush orders,” said Axel Swanson, Business Development Manager, Thordon Bearings.

“The success of this project is testament to the professionalism and commitment of Thordon’s Customer Service, manufacturing and engineering teams globally in meeting customers’ needs.”

The SXL grade, the market leader in grease-free vertical pump bearings, is manufactured from Thordon’s proprietary elastomeric polymer and is the industry’s preferred choice for pump applications requiring a dry start.

With a lower dry coefficient of friction typically 0.10 - 0.20, the SXL bearing has a working pressure to 10 MPa (1450 psi) and is highly resistant to abrasion, shock loading and vibration.

PORT ENGINEERING MANAGEMENT REPAIRS

“Wear life is the biggest advantage to using Thordon non-metallic materials, but also offers ease of use. We have a bearing sizing calculation programme that makes it easy to determine correct sizing, and they are easy to machine. There is no harmful dust when machining Thordon polymers which is a big advantage over phenolic bearings. And then when it comes to installation, we can freeze fit, press fit or bond fit, so there are other options there too,” said Swanson.

KEPPEL WINS BOSKALIS REFIT C O N T R AC T Singapore’s Keppel Offshore & Marine has won a contract from Holland’s Royal Boskalis Westminster to carry out jumboisation works on its 15,850 m3, 2004-built Trailing Suction Hopper Dredger (TSHD) Oranje.

Keppel previously completed the jumboisation of the TSHD Queen of the Netherlands. The vessel was lengthened by 54 m with the addition of a mid-ship section weighing 4,750 tonnes, making her one of the largest dredgers in the world with a capacity of 35,500 m3.

Boskalis’ TSHD Oranje – to be lengthened in Keppel

Keppel has also secured a contract for the modification and upgrade of Fred Olsen Windcarriers’ jack-up wind turbine installation vessel Brave Tern. The upgrade will comprise the installation of a new 1,600 tonne deck crane, which will be supplied by Rotterdam’s Huisman. With this 1,600-tonne wrap-aroundthe-leg and 3,200 m2 of open deck space, the vessel can transport, lift and install any turbine on the market today. Its DP2-class type dynamic positioning system and Voith Schneider propulsion system provide secure and accurate positioning. Up to 80 people in 56 cabins can enjoy high-quality accommodation on-board, while helidecks make for easy transfers during offshore operations. The contract is expected to be complete by 2022.

SEISMIC RESEARC H V E S S E L R E F I T AT PA LU M B O M A LTA During May this year (2021), Palumbo Shipyards Malta successfully completed the drydocking of the 10,732 gt seismic research vessel BGP Prospector, one of the most advanced and

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The BGP Prospector in Palumbo Malta

environment-friendly seismographic research vessel in the industry. She is owned by BGP Inc, a subsidiary of China’s Chinese National Petroleum Corporation, and managed by Singapore’s Thome Offshore Management.

During her 30 day stay in the yard, the Malta team carried out the assistance for the 10 yearly service of the two Rolls Royce Marine Bergen main engines, each with an output of 4,000 kW capacity, 10 year bow thruster inspection and refit, extensive overhaul on the steering gear, the 2.5 year service of the main propulsion gearbox and the complete overhauling of rudder and rudder stock.

The vessel is 100 m long and a complete execution of the full hydro jetting of the entire hull, followed by three to four full coats for the required protection. The ballast water tanks were fully cleaned, washed and painted and treated to the highest standard available.

The vessel is equipped with four top deck cranes up to 15 tons SWL, lifeboats, work boats and fast rescue boat. All of this equipment were overhauled, wires replaced, the hydraulic hoses and were load-tested following Class instructions.

The BGP Prospector also mounts a streamer winch and a cable lift on deck, which were tested as per the instructions of Bahama Flag authorities – and hundreds of lifting points were hydraulically tested to the load charters provided. Several jobs 40

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were carried out in the accommodation area in order to facilitate and improve the life of the crew on-board.

Special mention of the specific works for the 250 m2 of stainless steel plates installed and welded on the gun deck in order to improve the conditions of the Deck 3 during the normal operations of the gun arrays, needed to conduct the 3D seismic data.

Palumbo group has also been awarded with the 1,736 gt research vessel Geo Service 1, from the same company. This vessel is currently under repairs in Malta.

M E TA L S H I P S R E PA I R L ´ A I G L E Spain’s Metalships, Vigo recently carried out repairs on-board Jan de Nul´s 6,310 gt split hopper dredger L´Aigle. She was in the yard for afloat repairs (11 days) and drydocked for 40 days.

The main feature of L´Aigle is the 3,700 m3 large open hopper hold used to load and transport dredged soil.

The dredger L´Aigle arrived in Metalships prior to a new project in Mauritania, for tune-up and

PORT ENGINEERING MANAGEMENT REPAIRS

The L´Aigle in Metalships

servicing. Metalships’ Project Controller, Luis de Celis, has been following the repair day-to-day and completing a multitude of organisational skills. Luis said, “We have completed a large steel renovation in the range of almost 50 tons, the renewal of all the hopper seals and the renovation of the hopper split cylinders, plus typical works in the drydock such as blasting, painting, valve changes, electrical works etc..”

Jan de Nul entrusts Metalships for the repairs of its fleet of dredgers. The co-operation between the two companies started in 2013 and Metalships expects to repair more dredgers this year.

W E S T S E A V I A N A R E PA I R S S E R I E S O F ROHDE NIELSEN DREDGERS Portugal’s WestSea Viana, Viana do Castelo, has a fine reputation for the repair of dredgers, especially from some of the world’s leading dredge contractors. Recently drydocking work has

been carried out in three TSHDs from Denmark’s Rohde Nielsen – the 1,010 m3 Viking R, the 479 m3 Toste R and the 1,570 m3 Trud R, and Jan de Nul’s 6,200 dwt motor hopper dredger Boussole. PEM

The Boussole in WestSea Viana

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SHIP REPAIRS, CONVERSIONS, OFFSHORE PROJECTS

REMONTOWA Shiprepair Yard Poland, 80-958 Gdańsk, ul. Na Ostrowiu 1 www.remontowa.com.pl Contact: Piotr.Kubicz@remontowa.com.pl / M:+48 603 069 802

PORT ENGINEERING MANAGEMENT DREDGE CONTRACTORS

DY K E S T R E N G T H E N I N G I N H O L L A N D Yolande van der Meulen, Chair of the Alliance Board said, “The next phase starts with the granting of the subsidy for the realisation of the GorinchemWaardenburg dyke reinforcement.

“A good example of close cooperation in an alliance of three market participants - an engineering firm and Water Board Rivierenland. From the start of the exploration, a great deal of knowledge and experience has been combined and used for the purpose of a dynamic implementation. The result is a dyke reinforcement plan in which various interests come together. I am very proud that we have reached this milestone through good cooperation with all parties! And hope to raise a glass with everyone in 2026 to a waterproof dyke.”

In order to ensure that the process runs smoothly from plan to design, close cooperation has been sought with the municipalities, provinces and the State.

Among other things, this has led to a project plan for water law, which can be viewed online. The strengthening of

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

Graaf Reinaldalliantie has received €350m so it can implement the strengthening of the dyke between Gorinchem and Waardenburg in the Netherlands over the next five years.

Water Board Rivierenland, the client and partner in this alliance, received funding for this through the Flood Protection Programme. It is a major and farreaching operation in the area.

Graaf Reinaldalliantie is a partnership of Water Board Rivierenland with the contractors Heijmans, GMB and de Vries & van de Wiel and with Royal HaskoningDHV as an advisory party.

Since the new safety standard was set, the dyke reinforcement between Gorinchem and Waardenburg is the first major project on the north side of the River Waal to be implemented.

It involves 23 kms of dyke, from the Dalemsewal in Gorinchem (province of South Holland) to the crossing with the A2 near Waardenburg (province of Gelderland). The project is one of the top 10 most urgent projects in the Flood Protection Programme.

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the dyke offers opportunities for other projects (opportunities to join forces). For example, the development of the flood plains is a result of intensive cooperation between the various authorities.

In recent years, five working groups from the surrounding area have discussed what they consider important on and around the dyke.

They have ensured that their ideas ended up on the agenda of the governments concerned. Not as a wish list, but to discuss opportunities and hurdles together and address them if possible.

This cooperation has resulted in an intensive relationship between the residents involved and the Graaf Reinaldalliantie team.

In June of this year, the actual groundwork will begin. The work will be carried out in parts.

This means that the entire process will not take place at the same time, but the work will be done per dyke section or cluster of dyke sections.

During the implementation, the environmental managers will continue to closely involve the immediate environment in the work. In 2026, the dyke must once again be flood-proof.

Gorinchem-Waardenburg Dyke Reinforcement is part of the Flood Protection Programme In the Flood Protection Programme, the water boards and the Dutch Ministry of Waterways and Public Work are working together on the largest dyke reinforcement operation since the Delta Works. 1,300 kms of dykes will be reinforced until 2050. For Water Board Rivierenland it involves about 400 kms of dykes in the river area.

P E N TA O C E A N A N D D E M E S I G N M OA Japan’s Penta-Ocean Construction and Belgium’s DEME Offshore Holding have signed a Memorandum of Agreement to establish a joint venture company to collaborate in the field of offshore wind construction in Japan.

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of offshore wind power by 2030 and 30-45 GW by 2040. In accordance with Act of Promoting Utilisation of Sea Areas for Renewable Energies*1, the public tender for the selection of developers has begun in the 1st round promotion zones in the general sea area, and the clarification of the government’s target is expected to accelerate the construction of offshore wind farms.

In March 2020, Penta-Ocean and DEME Offshore signed a memorandum of understanding to collaborate in the field of offshore wind power construction in Japan, and have been promoting technological exchanges. The two companies have agreed to establish a joint venture company by June this year. The investment ratio will be 51% by Penta-Ocean and 49% by DEME Offshore.

The new company will own a foreign-flagged offshore installation vessel upgraded to the one equipped with a 1,600 tonne lifting capacity crane, which will be changed to a Japanese-flagged vessel by the spring of 2025. As a result, PentaOcean will own three offshore installation vessels, including CP-8001, a vessel equipped with an 800 tonne crane completed in 2019, and CP-16001, a vessel equipped with a 1,600 tonne crane that is currently under construction jointly with Kajima Corporation and Yorigami Maritime Construction.

The collaboration between DEME Offshore, which has a leading track record and technological know-how in the field of offshore wind power construction in Europe, and Penta-Ocean, which has extensive experience and advanced technologies in marine civil engineering work under Japan’s severe metocean conditions, will contribute to the further expansion of offshore wind power generation in Japan.

BRIDGE AND TUNNEL PROJECTS F O R JA N D E N U L Recently, a Jan De Nul team installed the central part of the new Suzan Daniel bridge over the Brussels-Scheldt Canal in the heart of Brussels.

PORT ENGINEERING MANAGEMENT DREDGE CONTRACTORS

The Suzan Danielbrug in position

Once completed, this bridge will form an important link for cyclists, pedestrians and public transport between the neighbourhood around the North Station and Tour & Taxis.

The installation of the bridge was completed and the final bridge piers were installed. For the past six months, this 60 m-long and 13 m-wide bridge section has been assembled on the Quai

des Mines, next to the final installation site, and where steel arches and a stainless steel pedestrian section were integrated into the concrete bridge deck.

Belgium’s Aelterman bvba, Ghent, a partner in this project, was responsible for the production of the steel arches, which were delivered by barge in August 2020. The 1,200 tonne bridge section was driven onto a pontoon, after which the pontoon transported the bridge to its installation location near the Vergote dock. There, Jan De Nul carefully installed the bridge on temporary piers. The canal has now opened again for shipping.

The Suzan Daniel bridge will be 120 m long in total. In the coming months, Jan De Nul will build the concrete abutments on both sides of the canal and connect them to the central bridge section.

Meanwhile, during early April, Jan De Nul pushed a new bus and bicycle tunnel into place near the Kortrijk railway station. Jan De Nul had prefabricated this 35 m, 1,500-tonnes tunnel right next to its final installation spot. The operation took some 8 hrs to complete. The new bus and bicycle tunnel will connect the station’s south and city centre sides. It will allow regular buses and bicycles a safe passage, undisturbed by car traffic.

The soil under the railway tracks was excavated The tunnel near the Kortrijk railway station

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and the tunnel lifted and put on rails. This allowed the tunnel to be pushed into place. When the tunnel was in place, Jan De Nul started backfilling the soil, allowing Infrabel to re-install the railway tracks. Regular train traffic resumed the next day on new tracks crossing the new bus and bicycle

tunnel.

Once this was achieved, Jan De Nul connected the north side of the tunnel to the all-new underground car park under the Conservatoriumplein, and the south side to an access slope.

JA N D E N U L S U C C E S S F U L LY E X E C U T E S C A B L E R E PA I R WO R K F O R TENNET IN THE GERMAN BIGHT Jan De Nul Group has successfully repaired TenneT’s AC108 cable connecting the Trianel Borkum offshore substation with Tennet’s DolWin alpha convertor station. The repair job is part of the Service Level Agreement for cable repairs that Jan De Nul Group and TenneT entered into in 2019.

TenneT engaged Jan De Nul Group for the repair of a cable fault located within the 500-m zone around the DolWin alpha platform, 75 kms off the German coast north of the island Borkum. This offshore platform connects three wind farms in the German North Sea to the German extra-high voltage grid, and is therefore vital for these wind farms to get the green energy ashore.

Within less than 50 days, Jan De Nul performed the specific detailed engineering, the vessel mobilisation, the replacement of the damaged cable section, as well as the burial of the new cable and joint.

Benjamin Foubert, Manager Offshore Cables at Jan De Nul Group said, “We are very proud of this very well organised and swift repair. The extensive pre-engineering efforts we performed in view of this repair framework agreement clearly paid off.

Achieving the full repair in such a short notice resulted in a minimal disruption of the offshore grid connection. Thanks to the close and proactive cooperation between all parties involved we were able to complete this campaign successfully, which included our two vessels working simultaneously in close proximity of the offshore platform.”

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For this repair job, Jan De Nul mobilised its cablelaying vessel Isaac Newton and Multi-Purpose Vessel Adhémar de Saint-Venant. First, the Adhémar de Saint-Venant deburied the damaged cable section, including its cable protection system which was buried under large armour rock.

Jan de Nul vessels undertaking the TenneT cable repair project

PORT ENGINEERING MANAGEMENT DREDGE CONTRACTORS

The Isaac Newton loaded the spare cable and repair joint in Emden, recovered the damaged cable section offshore and subsequently installed the new cable and joint with success. Jan De Nul’s jet-trenching vehicle PT1, installed on-board the Isaac Newton, completed the repair campaign by burying the new cable section 1.5 m below the seabed.

TenneT engaged Jan De Nul Group for the repair of a cable fault located within the 500-m zone around the DolWin alpha platform, 75 kms off the German coast north of the island Borkum. This offshore platform connects three wind farms in the German North Sea to the German extra-high voltage grid, and is therefore vital for these wind farms to get the green energy ashore.

Within less than 50 days, Jan De Nul performed the specific detailed engineering, the vessel mobilisation, the replacement of the damaged cable section, as well as the burial of the new cable and joint.

Benjamin Foubert, Manager Offshore Cables at Jan De Nul Group said, “We are very proud of this very well organised and swift repair. The extensive pre-engineering efforts we performed in view of

this repair framework agreement clearly paid off.

Achieving the full repair in such a short notice resulted in a minimal disruption of the offshore grid connection. Thanks to the close and proactive cooperation between all parties involved we were able to complete this campaign successfully, which included our two vessels working simultaneously in close proximity of the offshore platform.”

For this repair job, Jan De Nul mobilised its cable-laying vessel Isaac Newton and MultiPurpose Vessel Adhémar de Saint-Venant. First, the Adhémar de Saint-Venant deburied the damaged cable section, including its cable protection system which was buried under large armour rock.

The Isaac Newton loaded the spare cable and repair joint in Emden, recovered the damaged cable section offshore and subsequently installed the new cable and joint with success. Jan De Nul’s jet-trenching vehicle PT1, installed on-board the Isaac Newton, completed the repair campaign by burying the new cable section 1.5 m below the seabed.

BOSKALIS RECEIVES AWA R D F O R MAJOR DIKE REINFORCEMENT PROJECT Boskalis has received the conditional contract award for a major dike reinforcement, river widening and area development in the Netherlands - the Meanderende Maas project. The project is part of the national Flood Protection Programme in which the government and regional Water Boards work together to protect the Netherlands against flooding. Based on current estimates, the value of this two-phase contract awarded to Boskalis amounts to approximately €160m.

Between the towns of Ravenstein and Lith,

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The Meanderende Maas

Boskalis will reinforce the primary flood defence over a distance of 26 kms on behalf of the Aa and Maas Water Board and the co-operating parties in the project. This dike protects the hinterland against high water from the Meuse river as a result of heavy rainfall and meltwater from the Meuse basin. Boskalis will also widen the river and redevelop an area of around 500 hectares in the floodplain between the dike and the river to create a high-quality ecological landscape that will be attractive for the development of flora and

fauna, for recreational purposes and boosting the economy.

The project has a plan development phase and an execution phase, the latter of which is expected to commence mid-2023 with the project completion anticipated five years later.

Boskalis is actively involved in the national Flood Protection Programme and is currently working with partners to strengthen the Markermeer dikes, the IJssel dike between Zwolle and Olst and the IJssel dike at Krimpenerwaard.

E N H A N C E D D E E P - WAT E R B E R T H F O R H U TC H I S O N P O R T S P O R T O F F E L I X S TOW E Hutchison Ports’ Port of Felixstowe has further enhanced its deep-water berth capacity following the successful completion of strengthening and dredging works to Berth 7 on Trinity Terminal.

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Berth 7 – one of the Port of Felixstowe’s nine container berths - has been dredged from 15.0 m to 16.5 m below CD and the berth box widened from 55 m to 70 m.

PORT ENGINEERING MANAGEMENT DREDGE CONTRACTORS

Chris Lewis, Chief Executive Officer, Hutchison Ports Port of Felixstowe, said, “The Port of Felixstowe is ever progressive and continuously invests in its infrastructure, equipment and people, with the view to enhancing its customer offering.

As the number of ultra-large container ships continues to grow we will continue to improve and upgrade our facilities to meet the needs of our customers.

“Berths 8 and 9 are designed for a maximum depth of 18 m and the next phase of development will see further increases to the depths at Berths 6, 8 and 9. The deeper berths are being complemented by dredging planned by Harwich Haven Authority to increase the depth of the approach channel to up to 16 m, further reinforcing Felixstowe’s position as the country’s No.1 deep-sea container port.”

The berth upgrade, together with a programme to extend the outreach of 10 ZPMC quay cranes to 23 boxes wide on Berths 6 and 7, are in direct response to the increasing size and depth of the world’s largest container vessels, keeping Felixstowe at the forefront of the UK logistics and

supply chain.

The 19,630 teu Manila Maersk, operated on the 2M AE6/NEU3 service to Asia, was the first vessel to use the deeper berth. With a departure draft of 15.6 m, the vessel was the deepest ever to be berthed on Trinity Terminal.

Boskalis Westminster Limited was the appointed dredging contractor for the project and used a combination of backhoe dredger, the Nordic Giant with a bucket size of 13 m3, and trailing suction hopper dredgers to undertake the works. PEM The Manila Maersk in Berth 7

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DREDGING & LAND RECLAMATION MARINE CHARTER - SURVEY SERVICES

GULF COBLA Dubai based dredging firm Gulf Cobla operates a fleet of cutter suction dredgers and has over 35 years of international experience.

Our flexible approach combined with professional management, staff and crew makes us a reliable partner for your dredging and land reclamation projects in the Middle East and other parts of South Asia.

HEAD OFFICE Gulf Cobla L.L.C. Jebel Ali Industrial Area 2 Dubai, United Arab Emrates

BRANCH OFFICES Abu Dhabi, United Arab Emirates Hillegom, The Netherlands

CONTACT DETAILS Tel. +971 4 803 7777 Fax +971 4 880 4295 gc-info@gulfcobla.com www.gulfcobla.com

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Gulf Cobla BUILT ON SOLID GROUNDS

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P D P O R T S S E C U R E S LO N G - T E R M C O N T R AC T AT I M M I N G H A M Sheet Piling UK’s imports and supply chain was unaffected by both COVID-19 and Brexit, due to its unique position as the exclusive strategic partner of Emirates Steel throughout the UK and Ireland. This stability has enabled Sheet Piling UK to extend its storage arrangements with PD Ports, to maximise the benefits of its strong and secure supply chain relationships.

Sheet Piling UK’s imports, which arrive directly into Immingham from Abu Dhabi, will now be stored and worked on-site before onward distribution.

Previously, they were imported, transported via road, worked and then re-distributed. The new arrangement saves the need for the doublehandling of cargo and provides a truly consolidated, sustainable solution, in keeping with both PD Ports’ and Sheet Piling UK’s sustainability practices.

PORTS

PD Ports has secured a long-term agreement at its Immingham site with Sheet Piling UK, the UK’s leading specialist sheet pile installer and supplier, to store and handle the company’s steel sheet piles ready for use within construction industry. The new arrangement is set to assist Sheet Piling UK with its mission to strengthen its position as the UK’s number one sheet piling contractor.

Building on an already strong relationship with the sheet pile specialists, PD Ports will now store and handle up to 16,000 tonnes of imported sheet pile materials at its prime East Coast location. Further value added services such as clutch sealing, cutting and welding will also be undertaken at the facility, demonstrating how integral the port group is to post-COVID economic recovery across the UK.

PD Ports has secured a long-term agreement at its Immingham site with Sheet Piling UK

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Dedicated PD Ports staff on site will also be allocated to the contract, offering added value services such as pick and pack, all through one central point of contact, a factor that Chief Commercial Officer Geoff Lippitt said was key to securing the deal. “We are thrilled that our commitment to our customers has once again enabled us to secure a long-term deal with valued partners Sheet Piling UK Limited, to continue their operations at Immingham,” said Geoff.

“At PD Ports we pride ourselves on exceeding customer expectations. By offering added value services, we can save Sheet Piling UK valuable time in administrative processing, provide a single, reliable point of contact and improve the sustainability of the supply chain. We very much look forward to continuing this relationship going forward.”

C AY M A N I S L A N D S M O N I TO R S N E W ATO N S W I T H S TA R 2 M The Cayman Islands is a trio of islands in the Western Caribbean Sea, averaging over 500 vessel calls and over 1.5m annual cruise ship visitors annually, with more than 450,000 tonnes of cargo passing through their ports. The busy waterways are also home to commercial fishing fleets and hundreds of pleasure boats.

Safe navigation for all vessels is a priority for the Port Authority of the Cayman Islands (PACI). For decades, PACI had used metal poles topped with marine lanterns to mark inner channels through reefs and waterways. These AtoNs effectively worked to improve channel visibility, but they required frequent replacement since the poles rusted and broke.

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Sheet Piling UK originally started moving imports through Immingham in 2016. Managing Director, Andrew Cotton, says, “This new stage of the relationship with PD Ports will strengthen our commitment to provide a flexible stockholding of steel sheet piles within the UK construction sector and make the supply of steel sheet piles to customers even more seamless and swift.

“We are proud of how resilient our supply chain has been during Covid-19 and Brexit but are not resting on our laurels. This new arrangement is a sign of our looking to the future and further growth and influence within our sector.”

PD Ports is strategically positioned on the Humber with five key, well-connected and complimentary sites including Immingham, Keadby, Hull, Howden and Groveport.

personnel to redrill into the seafloor. The Acting Port Director sought an alternative AtoN solution for all three islands. The new solution had to improve reliability, reduce ongoing maintenance, and cost of ownership over the AtoNs life cycle.

The Harbour Patrol and Facilities Maintenance Departments of the Cayman Islands developed a unique AtoN solution for its waterways. Five tonne concrete blocks were locally produced. Each block holds a non-metallic pole fitted with Sealite’s Solar SL-75 Marine Lantern. This new AtoN requires minimal maintenance and eliminates the need for specialised deployment vessels.

The new AtoN solution eliminated seafloor drilling and simplified deployment. But it still required physical checks to ensure all AtoNs were on-station and performing, per IALA requirements.

PACI subscribed to Star2M for remote monitoring of their new AtoNs. The cloud-based portal and mobile application uses the Iridium satellite network to provide critical data.

This data includes alarm conditions, performance history, real-time lantern reporting and maintenance records.

The Star2M secure communications and hosting service has helped PACI proactively. Physical AtoN checks have been eliminated, reducing labour and equipment expenditures, and increasing

PORT ENGINEERING MANAGEMENT PORTS

personnel to redrill into the seafloor. The Acting Port Director sought an alternative AtoN solution for all three islands. The new solution had to improve reliability, reduce ongoing maintenance, and cost of ownership over the AtoNs life cycle.

The Harbour Patrol and Facilities Maintenance Departments of the Cayman Islands developed a unique AtoN solution for its waterways. Five tonne concrete blocks were locally produced. Each block holds a non-metallic pole fitted with Sealite’s Solar SL-75 Marine Lantern. This new AtoN requires

minimal maintenance and eliminates the need for specialised deployment vessels.

The new AtoN solution eliminated seafloor drilling and simplified deployment. But it still required physical checks to ensure all AtoNs were on-station and performing, per IALA requirements.

PACI subscribed to Star2M for remote monitoring of their new AtoNs. The cloud-based portal and mobile application uses the Iridium satellite network to provide critical data.

This data includes alarm conditions, performance A scene from the Cayman Islands

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history, real-time lantern reporting and maintenance records.

The Star2M secure communications and hosting service has helped PACI proactively. Physical AtoN checks have been eliminated, reducing labour and equipment expenditures, and increasing staff safety. Star2M’s Remote AtoN Monitoring has allowed PACI to boost navigation safety for all vessels and operators in the Frank Sound and South Sound Channels.

The complete AtoN solution from Sealite has been so successful that additional channel upgrades continue on all three of the Cayman Islands.

C ARGOES COMPLETES ‘GOL I V E ’ AT D P WO R L D LUA N DA T E R M I N A L

been implemented at 87 sites globally, including DP World Limassol, Cyprus, where Zodiac CloudBased TOS is used for General Cargo. Significant performance and productivity increases were recorded after implementation, as a result of digitisation and automation of previously manual processes.

“In fewer than eight weeks, from start to go-live, the Zodiac professional services team together with the DP World MEA portfolio team members on site have delivered a TOS that not only provides seamless optimisation functions, but also improves the myriad of processes that we must execute daily as efficiently as possible,” said CEO of DP World, Luanda Francisco Pinzon.

“Our mission is to find solutions to solve challenges for our customers and partners. And we are focused on making a positive economic and societal through the delivery of our technology and digital solutions. Luanda is a great example of how DP World is enabling smarter trade for emerging economies to compete on a global stage,” said Mike Bhaskaran, COO for Logistics and Technology, DP World.

The entrance to Luanda Port

DP World has announced that its Cargoes TOS+ (Zodiac) solution, a cloud-based Terminal Operating System (TOS), has completed its ‘go-live’ at the Commercial Port of Luanda, Angola. Cargoes TOS+ is an integrated platform encompassing all IT and operational systems under one umbrella, providing users with real-time information on vessel, gate, and yard movements. The news follows the signing of a 20-year concession agreement in January 2021.

Luanda was looking to completely transform its supply chain and logistics operations to meet growing demand and to compete on a global stage. It required digital solutions that could be implemented quickly without compromising on quality and could enable this growth, end-to-end.

Cargoes TOS+ is an off-the-shelf, cloud-based solution which was deployed in just two months, as part of continued investment from DP World into the Port of Luanda and Africa. Luanda is being equipped with new rubber-tyred gantry (RTG) cranes, the first of their kind introduced in Angola.

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MADE.COM E X PA N D S I T S DISTRIBUTION C E N T R E AT LO N D O N GAT E WAY DP World has announced that one of the largest occupiers at London Gateway’s Logistics Park will more than double its onsite capacity by exercising an expansion option in its lease agreement. MADE. COM, the leading digital lifestyle brand, will open an additional 32,516 m3 of new warehousing over two phases, with the first phase complete by August this year and the second in April 2022, to help it meet customer demand for online retail and further optimise its supply chain.

This decision has been made possible by

DP World’s unique offering and main USP - for its occupants to easily scale up their physical distribution infrastructure and grow their business within London Gateway Logistics Park. Allowing occupants to take advantage of developable land on a site the size of 400 football pitches and easily scale up their distribution operations in line with their business growth.

Oliver Treneman, Park Development Director at DP World in the UK, said, “We are delighted that MADE will be expanding its distribution facility at our Logistics Park – the biggest of its kind in Europe – and taking advantage of the land we currently have available for development. Over the past decade, DP World has invested nearly £2bn in the UK to create the right trading infrastructure and smart logistical solutions, so we can provide our customers with fast, reliable and flexible links to international supply chains and markets. When MADE first approached us, they were a young and dynamic new entrant to the market and the ability to scale up was a key consideration for them - we have demonstrated both a flexible approach and that we are able to deliver.

“As the economy grows and consumers purchase more goods online, businesses increasingly need smarter logistics solutions to serve their customers.

By providing the ability for occupiers to expand, we are supporting businesses with the scalability they need to grow in tandem with our rapidly expanding Logistics Park.”

When completed, the new facility will enable MADE to benefit from closer proximity to London.

The Logistics Park’s proximity to both a deep-water port and Europe’s largest consumer market cuts transport costs between port and logistic hubs and between hubs and markets. It also has outstanding road links and access to an adjacent rail terminal – one of the largest in Europe, enabling MADE and other occupants to import and exports goods more easily and more sustainably.

Nicola Thompson, Chief Operating Officer at MADE.COM, said, “We are thrilled to expand our warehousing operations at London Gateway as we respond to continued growth in customer demand for our exclusive designs.

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An artist’s impression of the new MADE.COM facility

the business sustainably, as we continue to invest in operational efficiency and become the design destination for digital natives.”

customer by lorry. The location, 200 yards from London Gateway’s berth 7, will deliver significant cost and time savings.

Along with the Port of Tilbury and Ford’s Dagenham plant London Gateway will form Thames Freeport after being awarded Freeport status by the Government earlier this year, further cementing its critical role in the UK’s international supply chain.

Ernst Schulze, Chief Executive of DP World in the UK, said, “I am delighted that Swain Group have chosen to strengthen further their longstanding relationship with London Gateway. At DP World we think ahead and create smarter trade solutions and this lease is an outstanding example of the benefits of port-centric logistics.”

“We aim to be a partner in our customers’ business success, providing fast, reliable and flexible links to international supply chains and DP WORLD has announced that it has signed markets. London Gateway has almost 0.93m m2 an agreement with the leading road transport (10m ft2) of land with planning consent at the operator Swain Group for a 9,105 m2 distribution port and adjacent logistics park and I would urge facility at its London Gateway freight and logistics hub. Under the three year agreement, Swain Group companies looking to expand to contact us to find will use the quayside site for the temporary storage out more about how they could benefit from being part of a Freeport.” of imported construction materials such as stone Matthew Deer, Managing Director at Swain and ‘next generation’ offsite manufacturing to Group, said, “We handle over 100,000 tonnes construct buildings faster, safer and to a higher quality before their onward distribution to the end of building materials a year on ships arriving at

D P WO R L D S I G N S THREE-YEAR DEAL FOR DISTRIBUTION H U B AT LO N D O N GAT E WAY

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London Gateway and expect this figure to continue to grow as construction in London and the South East picks up following the pandemic.”

“On arrival at the berth DP World will shunt inbound containers to our facility, where our team will unpack the stone product, temporarily store it where necessary, and then assemble outbound orders for transport via our own fleet to destinations across Britain such as garden centres and builders’ merchants. This integration of the supply chain will generate cost and time efficiencies both for us and our customers.”

Founded in 1918, Swain Group is a fifth generation family-run business which has grown to become one of the largest family-owned road transport operators in Britain. It has played a key The Swain Group at London Gateway supporting role in the development of London Gateway, with its heavy haulage division delivering machinery for the building of the port ten years providers – contributing to the cultivation of ago. industry and enterprise in Vietnam, as well as the country’s overall economic performance. As one of the most dynamic emerging economies in East Asia, Vietnam’s GDP per capita increased by 2.7 times between 2002 and 2018, lifting more than 45m people out of poverty, according to World Bank figures.

Latest estimations show the economy is set to grow 6.6% in 2021, despite the on-going COVID-19 pandemic. The VLA was selected by Vietnam’s Prime Minister, Phạm Minh Chính, to implement a The World Logistics Passport (WLP), a unique series of objectives to grow the country’s logistics loyalty programme established to increase trading industry under its Action Plan for Enhancing opportunities between emerging markets, is Competitiveness and Development of Logistics expanding in Vietnam – with the Vietnam Logistics Services – including bringing the industry’s Business Association (VLA), a leading trade body, contribution to GDP up to 10% registering as a partner and signing a framework Signed by Le Duy Hiep, Chair of the VLA, the agreement. Vietnam’s status as a WLP Hub builds framework agreement follows the leading trade on the signing of a Multimodal Trade Co-operation body’s registration as a partner and endorses Agreement between Dubai’s Ports, Customs and the WLP’s mission to strengthen and grow trade Free Zone Corporation (PCFC) and the VLA in 2019. between regions and countries. Le Duy Hiep Vietnam is the fifth country in Asia to commit to said, “Trade is critical to our country’s continued the WLP, after Thailand, Indonesia, Kazakhstan and economic prosperity in the impact of the COVID-19 India. More than 10 countries are now part of the Pandemic. The successful implementation of this major policy initiative – with global trading Mega- Agreement will surely enhance the relationship Hubs including Brazil, India, and South Africa, between our two countries and contribute to amongst others. Major multinational corporations developing the trade between Vietnam and the including UPS, Pfizer, Sony, Johnson & Johnson, rest of the world. and LG have also signed up.

“As part of the WLP, we look forward to The VLA connects domestic and foreign freight expanding our commitment to current logistics forwarders, transport, and logistics service trading partners as well as new partners in the

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region and beyond as we gain access to new markets and diversify trade. In addition, we welcome the opportunity to strengthen and build relationships with other parties in the WLP, as we collaborate, sharing knowledge and skills.”

Mike Bhaskaran, CEO, WLP, added, “In 2021, we’ve seen the WLP go from strength to strength – validating a concept conceived at the World Economic Forum in Davos in 2020. As we approach our inaugural WLP Global Summit later this year, which will chart the way forward for the future of freight and logistics, I’m proud we’re expanding in Vietnam and welcoming the VLA on-board.

“Core to the WLP’s strategy is the integration of land, sea and air freight. Vietnam fits well with our multimodal approach, as it’s an exporter of high-value, low-weight goods – with broadcasting and telephone equipment among its top exports currently, and textile and leather goods expected to increase. As an influential trade body, we hope the extensive membership of the VLA will support the WLP in its ambitions to welcome more local members into the programme.”

THE PORT OF S O U T H A M P TO N ANNOUNCES NAME OF NEWEST CRUISE T E R M I N A L ABP has announced its fifth world-class, open access cruise terminal is to be named Horizon Cruise Terminal. With nearly 4,000 name suggestions from across the world entered into a competition, Horizon Cruise Terminal was put forward by Anna Chojnacka Liberska from Chandler’s Ford having been chosen at random from multiple entries of the same name. Anna wins a seven-night cruise holiday offered by the terminal’s cruise partners, MSC Cruises.

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A projected image of the Horizon Cruise Terminal when completed

The WLP creates opportunities for businesses across Africa, Asia, Central and South America to improve existing trading routes, and develop new ones, through the world’s first logistics loyalty programme for freight forwarders and traders. It overcomes non-tariff trade barriers by fast-tracking cargo movement, reducing administrative costs, advancing cargo information and facilitating movement between ports and air.

Sultan Ahmed bin Sulayem (DP World) and the Vietnam Logistics Business Association (VLA), signing a framework agreement.

The winner of the second token collect competition was Lin Malt from Hampshire. Lin wins a sevennight cruise holidays offered by the terminal’s cruise partners, NCL. Horizon Cruise Terminal joins the line-up of the four existing world-class cruise terminals in the port which are named Queen Elizabeth II Cruise Terminal, City Cruise Terminal, Ocean Cruise Terminal and Mayflower Cruise Terminal.

Director at ABP in Southampton Alastair Welch said, “We are delighted to be announcing the name for the port’s newest cruise terminal. We selected this name as the shape of the terminal roof is such a distinctive silhouette on the horizon as you come through Dock Gate 10. Cruise is such an important part of the city’s heritage, culture and history, and we liked how this name suggests a new start for cruise following a challenging year.

“We knew that reaching out to the members of public to help us name this important piece of the city and port’s future, would generate some fantastic ideas and we have been so pleased with the strong response.

PORT ENGINEERING MANAGEMENT PORTS

“We’re incredibly grateful to have worked with our cruise partners NCL and MSC Cruises to support this competition by providing European cruises as a prize. We’re looking forward to welcoming our first cruise passengers to Horizon Cruise Terminal this summer, and the new terminal becoming an iconic part of the horizon line of the city.”

The Port of Southampton is Europe’s leading cruise turn-around port and the Horizon Cruise Terminal is in the port’s Western Docks, inside Dock Gate 10. The fifth dedicated cruise terminal at the port will benefit from roof-mounted solar power and will also have Shore Power connectivity installed. With construction on track, the port will be welcoming ships alongside from the summer.

A P M A N D H U TC H I S O N ANNOUNCE THE AC Q U I S I T I O N O F T H E R OT T E R DA M C O N TA I N E R TERMINAL APM Terminals (APMT), part of Denmark’s AP Moller-Maersk Group, and Hutchison Ports have announced that Hutchison Ports Netherlands, a subsidiary of Hutchison Ports, has signed an agreement to acquire the Rotterdam container terminal APM Terminals Rotterdam (APMTR) from APMT. APMTR is located adjacent to Hutchison Ports’ existing ECT Delta terminal in APM Terminal, Rotterdam

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the Maasvlakte area of Europe’s largest port. It has 1,600 m of deep-water quay serviced by 13 shipto-shore gantry cranes.

Commenting on the divestment, Rolf Nielsen, Head of Hub Terminals APMT said, “We are pleased to announce our divestment of APMTR to Hutchison Ports. Over the past eighteen months, the various parties have worked intensively and constructively together with all relevant parties, including APMTR’s works council and trade unions, to complete the transaction. The sale gives APMTR the best possible future with a good security for jobs for its employees.”

Commenting on the acquisition, Clemence Cheng, Managing Director of Hutchison Ports Europe added, “We are delighted to strengthen further our presence in the Port of Rotterdam. We already handle the majority of containers in the port through ECT’s Delta and Euromax terminals.

The addition of APMTR will further enhance our ability to offer a first class and flexible service to our customers.

“We will continue to serve Maersk Line’s existing business at the terminal and will work with the workforce to develop the customer and volume base to meet growing demand. We have the opportunity to redevelop and enhance the facility in the future and look forward to continuing to grow our business in the port.”

HIGH DEMAND SEES T E E S P O R T B U L KS TERMINAL SIGN THIRD MAJOR DEAL PD Ports, owner and operator of Teesport, has secured a third long-term deal at its recently unveiled state-of-the-art bulks facility, accelerating future expansion plans due to demand from global manufacturers and shippers.

The UK major ports group signed a long-term contract with a third global customer to secure the remaining bays inside the 27,870 m3 Teesport Bulks Terminal based on the port estate.

Opened during the height of the COVID-19 pandemic, the £9.2m investment by PD Ports to renovate and refurbish the former Steel Export Terminal in to the modernised Teesport Bulks Terminal, marked an important milestone in the revival of the Tees Valley, continuing to boost trade, investment and creating 44 new direct jobs with a further 250 jobs in the wider supply chain.

PD Ports has secured a third long-term deal at Teesport’s state-of-the-art bulks facility

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This investment follows the £50m redevelopment of Teesport’s No. 1 Quay, supported by Regional Growth Funding, to enhance and expand railconnected bulk handling facilities at Teesport.

Now, less than one year on, PD Ports is planning to extend the facility further, signifying the port operator’s ambitions to seize new trade opportunities and secure further longterm private investment whilst supporting the government’s levelling up agenda.

PD Ports’ CEO, Frans Calje, explained how this significant milestone demonstrates the resurgence of the River Tees, and the impact major investments of this kind will have on driving the UK’s post-COVID economic recovery, as well as further economic growth for the Tees Valley region.

“It was catastrophic for the Tees Valley when the steelworks collapsed in 2015,” said Frans.

“Overnight we, as PD Ports, lost a third of our business and this region lost one of its major component parts. Now, thanks to much hard work and investment, as well as an on-going journey of diversification, we are stronger and more resilient as a business. As a result we are underway with our biggest recruitment drive in the history of our business – employing more people now than before the closure of SSI. “I am delighted to see the successful transformation of Teesport’s bulks handling infrastructure and service provision – which is underpinned by our growing customer base, which now includes three globally renowned partners, including Viterra.

“The fact that such established and worldleading businesses within the industry have selected PD Ports as their chosen logistics providers to move cargo through our new facility further reinforces our proven track record of delivery, securing private investment in the Tees Valley region, driving the region’s economic value and creating new jobs.

“As we look ahead, we are confident that by continuing to build on the strengths the River Tees offers, utilising our newfound Freeport status to attract further investments and embrace new opportunities, we can achieve our vision of making the River Tees the UK’s most successful port region by 2050.”

C O N TA I N E R S H I P HMM NURI MAKES FIRST CALL IN HAMBURG AND S O U T H A M P TO N During mid-May the HMM Nuri, the first containership in a newbuild series total of eight for the South Korean shipping company HMM (formerly Hyundai Merchant Marine) paid her first call in the Port of Hamburg. She was handled at HHLA Container Terminal Burchardkai - CTB. The ship can transport up to 16,010 teu and has 1,200 reefer sockets for temperature-controlled cargo. With a length of 366 m and a breadth of 51 m, her dimensions correspond to the maximum for navigating the new Panama Canal. Built at the South Korea’s Hyundai Heavy Industries (HHI), the vessel will initially be deployed in the Asia-Europe trade.

On her first voyage, the vessel arrived in Hamburg in the Far East Europe 4 - FE4 - container liner service run by The Alliance. This calls at Busan, Shanghai, Ningbo, Yantian, Singapore, Suez, Rotterdam, Hamburg, Antwerp and Southampton. On the eastbound voyage, a call is also made at Hong Kong.

“We are delighted that the HMM Nuri was able to complete her maiden voyage to Hamburg without technical problems. Release of the first stage of the fairway adjustment of the Elbe makes the approach by our mega-ships to Hamburg significantly simpler to manage, and we can also plan more import and export cargo on our ships in the Port of Hamburg. For us and our customers, these are important advantages,” says Jan Baumgarten, Global Key Account Co-ordinator and Hamburg representative of HMM European Headquarters London in Hamburg.

All eight containerships of the newbuild series are equipped with scrubbers to clean exhaust gas emissions so as to meet the environmental regulations in force since the beginning of 2020.

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Jan Baumgarten points out that all the ships of this newbuild series bear names traditional in the history of Korean culture - ‘Nuri’, for example, means ‘the world’.

One of her sisterships will be named HMM Gaon. That means ‘the middle’ or ‘the centre’. In Jan Baumgarten’s view, the name of the HMM Garam, calling Hamburg shortly, is very fitting for the Elbe. In Old Korean, ‘garam’ means ‘river’.

In Old Korean manuscripts, the river is defined as the way along which water flows. It’s the way along which rainwater flows from the sky into the sea. ‘That’s a very nice description too of the Elbe flowing through Hamburg,’ says Baumgarten.

Seven liner services connect the Port of Hamburg with South Korea – three containers, and four multi-purpose services. Last year, 228,000 teu were transported between the Hanseatic city and the South Korean ports of Busan, Incheon and Gwangyang. South Korea currently holds seventh place among the Port of Hamburg’s top trading partners for container handling. Container services between Hamburg and Korea are currently operated by CMA CGM, Hapag-Lloyd, HMM and ONE with their own ships, and through slot capacities, also by Evergreen, OOCL and Yang Ming. In addition, shipping companies AAL, BBC, Chipolbrok and SAL serve Korean ports with multi-purpose services.

Following her call in Hamburg, the HMM Nuri then called at the UK port of Southampton. Ernst Schulze, Chief Executive of DP World in the UK, operators of the Port of Southampton said, “At DP World we believe in protecting our people and our planet through world-class safety and The HMM Nuri in Hamburg

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environmental standards and are therefore delighted to welcome HMM Nuri to DP World Southampton, the second largest container port in the country.

“At over 30%, Southampton has the highest proportion of containers moved by rail in the UK and the emphasis on rail at both our UK ports takes 300,000 trucks off the roads each year, bringing significant environmental benefits. We will continue to play our full part in helping the UK Government to meet its target of delivering the Net Zero 2050 policy.”

PORTL AND PORT W E LC O M E S THE UK’S FIRST DOMESTIC CRUISE C A L L I N 14 M O N T H S It has been 14 months since the COVID pandemic hit the world and the global cruise industry went into voluntary suspension. Now Portland Port has become the first port of call as cruising re-starts with the arrival of the cruiseship MSC Virtuosa.

Ian McQuade, General Manager Commercial said, “This is a very exciting day not just for Portland Port but for the whole industry. We are delighted and honoured that MSC have chosen to include Portland Port in their inaugural itineraries for this beautiful new vessel.”

Several cruise lines made use of anchorages along the south coast to wait for the opportunity to welcome guests back on-board. During this time, the sight of up to 10 cruise ships anchoring in Weymouth Bay became a tourist attraction and Portland Port was able to offer its services and berths in support.

The COVID pandemic has seen the UK go through three lockdowns with huge changes to lifestyles and businesses. However, from Monday 17th May, UK Government guidelines changed to allow greater movement and freedom which

PORT ENGINEERING MANAGEMENT PORTS The MSC Virtuosa in Portland port

MSC embraced on 20th May by becoming the first cruise line to set sail with passengers from Southampton.

This milestone is also the inaugural cruise for MSC Virtuosa. The ship is MSC’s newest ship, with her name paying homage to the skill and expertise of the MSC Cruises architects and shipyard partners who designed and built her.

This new cruiseship is one of the two largest in MSC Cruises’ fleet, along with her sistership MSC Grandiosa. The ship boasts an impressive array of features for its guests, as well as being one of the most environmentally friendly ships at sea.

The MSC Virtuosa departed Southampton on the May 20th and spent a day at sea, with her passengers being able to enjoy the amazing facilities on-board. She docked at Portland Port at and was welcome into Portland Harbour with a water canon display from the port’s newest tug, named in memory of its most influential director, Rupert Best.

This inaugural visit from the MSC Virtuosa marks the first of many scheduled throughout the season, combined with several other cruise lines that have chosen Portland Port as a destination for their domestic cruise itineraries. The cruise lines have gone above and beyond in their effort to provide the safest possible environment, using the latest technology, the most up to date testing and a whole host of new safety policies and procedures. Under the latest UK Government guidance, any passengers wishing to see the wonders of the Jurassic Coast and Dorset’s beautiful countryside, can go on ship organised tours which will maintain the cruise ship’s ‘bubble’ at all times.

Mr. McQuade commented, “The port has worked closely with MSC and our local port health department for many weeks to plan for the re-start of commercial cruise operations. A lot of work from all sectors of the cruise industry and Government has gone in to making this

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The Port of Tyne

PORTS

possible and we are proud to be part of an industry which has shown such solidarity in these unprecedented times.”.

Portland Port prides itself on the warm reception that the cruise lines and their passengers receive, from its multi-lingual Welcome Team, musical entertainment and friendly staff to the loud canon fire upon departure from the Nothe Fort Artillery Volunteers. Unfortunately, these services cannot be present during this first cruise call, however preparations are well under way for when the circumstances are appropriate and they can return.

PORT OF T YNE NETS UK FIRST W I T H I S O 4 4 0 01 AC C R E D I TAT I O N The Port of Tyne has become the first port in the UK to be awarded the ISO 44001:2017 accreditation, demonstrating the outstanding levels of collaboration and excellence being achieved for our customers.

Developing collaborative business relationships is a key element within the Port of Tyne’s vision to be the UK’s safest, most progressive customerfocused and environmentally sustainable port.

ISO 44001 will deliver a wide range of benefits to enhance competitiveness and performance and the accreditation represents the Port of Tyne successfully meeting one of its key Tyne 2050 strategy milestones.

ISO 44001:2017 is the latest International Standard for Collaborative Working and represents a new generation of international accreditation. It emphasises the behaviours, organisational culture and management processes required to take commercial organisations way beyond delivering contractual

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obligations to foster sustainable, strategic business relationships and harness the benefits of collaborative working for all parties.

“Gaining the ISO 44001 certification is a landmark achievement and being the first UK port to do so is the strongest evidence possible to demonstrate that our commercial relationships with customers are truly collaborative. This is already adding real value to our customers and their business.” says Matt Beeton, CEO at the Port of Tyne.

According to the ISO 44001 framework, collaboration between organisations may take many forms, from loose tactical approaches through to longer term alliances or joint ventures.

ISO 44001 does not enforce a single rigid approach and recognises that every relationship has unique considerations. At the Port of Tyne, the emphasis is being placed on moving beyond tactical operational relationships to creating strategic and highly forward-thinking customer alliances. In doing do, the port will significantly increase rates of innovation, differentiation and enhance the customer value offered.

Mark Gibbens, Head of Logistics at Drax who participated in the port’s ISO 44001 Joint Relationship Management Plan said, “Drax has benefited greatly from a long working partnership with the Port of Tyne and in the last decade this involved developing innovative biomass handling facilities to support business growth and decarbonisation. This could only have been achieved with the open minded and proactive manner in which the port has embraced working with Drax and both parties continue to strive for operational excellence.” PEM

PORT ENGINEERING MANAGEMENT LNG & LBG

GA S U M B U N K E R S U E C C V E S S E L more to follow. All the vessels are LNGLBG compatible.

Gasum is pursuing a strategy of expanding the geographic outreach and quality of its maritime LNG offering.

The company seeks to further improve the service to its shipping customers.

As part of this strategy, Gasum has now obtained a licence to deliver maritime LNG in France, allowing it to add French ports and waters to its supply network.

The new LNG distribution licence obtained on February 17th, 2021 will allow Gasum to deliver to maritime customers in France and to offer LNG, a cleaner shipping fuel, to a larger number of customers. In addition, the licence will improve the geographic availability of LNG to more areas and ports.

LNG is the cleanest marine fuel available and is rapidly becoming more common as a cost-effective alternative.

Compared with heavy fuel oil, LNG has significantly lower CO2 emissions, and almost non-existent particle emissions.

Switching to LNG is one of the concrete actions that will take us towards cleaner maritime transport and a low-carbon society going forward.

LNG & LBG

During December last year, UECC’s 42,424 gt PCTC Auto Energy received the first ship-to-ship bunkering of LNGblended with 10% renewable Liquefied Biogas (LBG). Gasum’s LNG bunker vessel Coralius performed the bunkering operation at anchorage outside the port of Gothenburg, Sweden.

Typically, LBG from Gasum is sourced from biodegradable waste streams in Scandinavia, including residential, retail, and commercial sewage and/ or agricultural waste streams. Adding renewable carbon neutral biogas provides yet another advantage to the proven range of benefits afforded

by LNG technology. LBG has a carbon footprint close to zero, with the same low emissions of sulphur oxides, nitrogen oxides and particles as with LNG. Introducing biogas also marks a transition to a circular economy where waste becomes a resource, delivering greater productivity while reducing environmental impact.

UECC currently operates two dual-fuel LNG PCTC ro/ro vessels. Their first LNG battery-hybrid PCTC is scheduled for delivery at the end of 2021, with two The Auto Energy and LNG bunker vessel Coralius

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H Ø G LU N D TO C O N V E R T H A L L I B U R TO N VESSEL Norway’s Høglund Gas Solutions AS has signed a contract with Halliburton AS to provide a turnkey retrofit of the 5,932 dwt ro/ro-combination carrier Hannah Kristina, which can operate dry bulk, wet bulk and general cargo. She is owned by Base Marine Norway and under technical management

by Larvik Shipping while Halliburton is the end-charterer. The project aims to improve the vessel’s environmental footprint by converting the marine diesel oil-fuelled vessel into dual-fuel by supplying an LNG Fuel Gas Supply System (FGSS) alongside an upgrade with shore power connection.

The project, led by Høglund, will require extensive collaboration between numerous stakeholders, including naval architects, engineering teams, a retrofit shipyard, various suppliers, class society flag state and the vessel

owners and operators. Høglund will therefore collaborate with long-time partners HB Hunte Engineering GmbH and Fiskerstrand Verft AS for the naval architecture and shipyard elements of the project, respectively. The entire project will be classed by DNV. The scope under the contract comprises a 250 m³ capacity FGSS with a dedicated Gas Control and Safety System to serve the already installed dual-fuel main engine with natural gas. For the shore-power upgrade that will be used to power the vessel while berthing and to charge the existing Energy Storage System (ESS), Høglund will supply and install a package consisting of shore connection cabinets of 690V/600kVA compatible with state-of-the-art shore power supply, following IEC80005-3 standards. Both systems will be seamlessly integrated into the existing Automation System (IAS), Power Management System (PMS) and ESS control system of the vessel which were delivered and installed by Høglund in 2018.

In order to implement the appropriate safety measures following the requirements of the IGF-Code and improve the safety credentials of the Hannah Kristina, Høglund will be combining its extensive knowledge in gas, power and automation solutions with HB Hunte’s outstanding expertise in naval engineering to perform further modifications on the vessel.

The Hannah Kristina

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PORT ENGINEERING MANAGEMENT LNG & LBG

These will include the adjustment of the mooring arrangement in the LNG tank area and an upgrade to the ventilation system, among other conversions. The delivery of the retrofitted vessel is expected to take place in March 2022.

The goal of this project is to upgrade a 20-year-old vessel with modern environmental credentials. With the use of LNG and battery power, the vessel will significantly reduce its CO2 and NOx emissions both while at sea and during harbour stays. Supporting the project is the Norwegian NOx Fund, a partnership between the Norwegian government and the private sector committed to reducing NOx emissions in Norway.

As such, the turnkey solution approach provided by Høglund is ideal, especially given the complex nature of this project. It provides the customer with peace of mind that the contract will result in a vessel that is modern, effective, reliable and fits the operational requirements.

NEW DESIGN OF LNG BUNKER VESSEL FROM KNUT E. HANSEN The X-gas Project is a series of innovative and unconventional, medium-capacity liquified gas/ gas bunkering tankers designed by Denmark’s Knud E. Hansen. The flagship design of the project is a 126.5 m vessel with a total cargo capacity of 9,000 m3, split between two Type C tanks. The platform, however, is highly customisable and can be tailored to accommodate a range of tank capacities, as well as various containment systems including membrane tanks.

The most unique feature of the X-gas platform is a low-profile, forward deck house. This enables the vessel to safely approach and pull alongside cruise ships with low-hanging lifeboats. This also minimises the need for ballast during cargo transfer, thereby lowering operational costs.

Lastly, the forward deck house allows for larger cargo tanks without impeding bridge visibility.

For improved manoeuvring and safety, the design features two propulsion thrusters aft and two bow thrusters, as well as an autodocking system for alongside mooring.

The design features a novel and extremely fuel-efficient diesel electric power and propulsion plant consisting of one of the most fuel efficient dual-fuel 4-stroke engines available. Integrated with the propulsion plant is an Energy Storage System (ESS) with a lithium-ion battery bank that allows for engine load optimisation with reduced methane slip. The batteries also provide all of the power required during cargo transfer, resulting in no emissions or exhaust in way of the ship being bunkered, an especially important feature for passenger vessels.

Boil-off gas from the cargo tanks is captured and consumed in the dual-fuel engines and the energy surplus generated can be stored in the batteries. Waste heat from the engine cooling water is converted to electric and thermal power through a number of ORC (Organic Rankine Cycle) waste heat units. As a novel approach, wasted energy captured during operation can be stored in accumulators and released as required to drive absorption chiller and reduce the electrical load on-board. This approach boosts energy efficiency to a very high level.

Another unique feature of the design is an aft ‘energy bay’ that allows the vessel to provide containers loaded with fuel or stored electrical power to a receiving vessel. It also allows the vessel to provide fully charged battery banks to remote locations ashore, where current infrastructure does not allow sufficient power to be provided.

The principal particulars of the baseline vessel are as follows: • Length (overall) 126.5 m • Breadth (moulded) 20.5 m • Design Draught 5.25 m • Service Speed 13 knots • Ice Class 1A • Deadweight 4,775 tonnes • LNG Capacity 9,000 m3 • Crew Capacity up to 16

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The new gas bunkering vessel from Knud E. Hansen

Through the X-gas Project, Knud E. Hansen has harnessed its vast experience and reputation for designing groundbreaking, energy efficient ships to create a new platform that will support cleaner energy for generations to come. Knud E. Hansen

is already expanding the X-gas platform to accommodate zero emission fuels such as liquid and compressed hydrogen to meet the growing demand in this sector.

G T T TO D E S I G N F O U R A D D I T I O N A L L N G L A N D S TO R AG E TA N KS I N C H I N A

France’s GTT has announced that it has received an order from its partner China Huanqiu Contracting & Engineering for the design of four very large Membrane Full Containment LNG storage tanks, part of the new co-operation agreement related to the Tianjin Nangang LNG terminal 1, signed in March this year between BGG2 and GTT. It completes the order for two similar tanks signed in June 2020 with HQC. GTT will design the tanks of all the four latest generation membrane storage tanks related to the Phase II of the Project 4. Each tank will offer a net capacity of 220,000 m3 and will be fitted with GST technology, developed by GTT. The tanks will

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be delivered in the third quarter of 2023 in the Tianjin south port Industrial Zone in China.

Philippe Berterottière, Chairman and CEO of GTT said, “We are proud to continue the collaboration with HQC with this new order. The adoption of Full LNG Membrane technology

by HQC and BGG is recognition not only of the technology’s excellent performance, competitiveness and safety, but also of its positive impact in reducing the carbon footprint.”

Wei Yabin, Chairman of HQC, added, “Following the award of Phase I, we are proud to build four more Membrane Full Containment LNG tanks together with GTT.”

PORT ENGINEERING MANAGEMENT LNG & LBG

BAHAMAS W E LC O M E S T H E R E G I S T RY ’ S F I R S T L N G - P OW E R E D PA S S E N G E R S H I P The Bahamas Maritime Authority (BMA) is delighted to welcome its first LNG-powered passenger ship, Mardi Gras, to the Flag. Mardi Gras, Carnival Cruise Lines’ newest ship, will be operating out of Port Canaveral with voyages to the Caribbean and will spend much of her time in the ports of The Bahamas, giving her passengers and crew (potentially totalling well over 7,000 people) the opportunity to explore the natural beauty of the islands and experience the renowned Bahamian hospitality.

Captain Dwain Hutchinson, Managing Director and CEO of The BMA, said, “We are proud of our close collaboration and relationship with Carnival Cruise Line and we thank them for making The Bahamas their flag of choice for this innovative vessel. As the world’s largest flag for passenger ships, and indeed for LNG vessels as

well, we are an ideal partner for owners with ships transporting, or powered by, LNG. We have a deep understanding and extensive knowledge of both sectors and we continue to be an advocate on matters pertaining to both on the international regulatory stage.

“The Bahamas is committed to IMO’s sustainability goals and we are encouraged by our shipowners’ goal-based approach through designs and operational processes to achieve regulatory compliance, so it is particularly rewarding to the team at The BMA to have registered our first LNG powered cruise ship and we look forward to adding further newbuilding in the future.”

Along with the new LNG technology, the ship features a number of other ground-breaking attractions and amenities for its shipboard customers, but it is its use of an alternative fuel source that will have one of the greatest impacts on the maritime environment as the ship will be the first LNG powered vessel to operate in North America.

Christine Duffy, President of Carnival Cruise Line, added, “The move to The Bahamas Maritime Authority makes business sense for a number of reasons. The Bahamas will be a frequent destination for Mardi Gras, and we are pleased to bring this new level of environmental sustainability to the many ports in The Bahamas and the Caribbean that the ship and our guests and crew will be visiting.”

The Mardi Gras

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WÄ R T S I L Ä S E L E C T E D TO S U P P LY WO R L D ’ S L ARGES T BIO-LNG PRODUCTION PL ANT Finland’s Wärtsilä will supply a biogas liquefaction plant to Norway-based Biokraft, a subsidiary of the Scandinavian Biogas Group and a major player in the global biogas market. The 25 tons/ day capacity plant will extend an existing bioLNG production plant at Skogn in Norway, also supplied by Wärtsilä, to a combined total of 50 tons per day making it by far the largest facility of its kind in the world. The Wärtsilä equipment is scheduled for delivery in May 2022.

The market for liquefied biogas continues to expand along with the increase in global efforts

to restrict the use of fossil fuels. BioLNG is an abundant renewable energy source that is used as ‘green’ fuel in transportation, industrial, and marine applications.

“Wärtsilä’s latest mixed refrigerant – MR – technology used in our liquefaction plants is extremely reliable, and offer the lowest operating costs for liquefying biogas. We are proud to have once again been selected by Biokraft since it represents a clear endorsement of customer satisfaction,” said Maria Ortiz, Sales Manager, Biogas Solutions in Wärtsilä Gas Solutions. PEM

Wärtsilä will supply a biogas liquefaction plant to Norway-based Biokraft

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PORT ENGINEERING MANAGEMENT PROJECTS

H E M P E L P R OV I D E S C OAT I N G S F O R O R B I TA L O 2

The O2 development

comments Nick Frowen, Managing Director at Hempel UK. Hempel has been involved in the project since Orbital’s prototype SR2000 turbine was built in 2015.

As well as high-performance anticorrosion coatings, Hempel has supplied Hempaguard X7 for the O2’s turbine rotor blades. Hempaguard X7 was developed specifically to combat biofouling, such as algae and barnacles.

On a ship, it keeps the vessel’s hull smooth to reduce drag and lower fuel consumption and associated emissions.

On the O2, it performs a similar role, keeping the rotor blades free from biofouling so they can deliver full power with each rotation.

According to Andrew Scott, CEO of Orbital, collaborations with companies like Hempel have been key to the O2’s development. “We rely heavily on our supply chain to help deliver our pioneering technology such that it exceeds expectations, and in that regard, we are delighted to continue our relationship with Hempel for our novel coating applications,” he says.

The O2 project has received funding from the European Union’s Horizon 2020 research and innovation programme under the FloTEC project (grant agreement No. 691916) and the European Regional Development Fund through the Interreg North West Europe Programme under the ITEG project.

This project has also received support under the framework of the OCEANERANET COFUND project, with funding provided by national / regional sources and co-funding by the European Union’s Horizon2020 research and innovation programme.

PROJECTS

Denmark’s Hempel has provided coatings to protect the Orbital O2 tidal energy turbine – the world’s most powerful tidal turbine. Set to operate at the European Marine Energy Centre (EMEC) in the Orkney Islands in the UK, the turbine is capable of supplying enough energy to power around 2,000 UK homes.

Around the islands of Orkney, tidal currents can reach over four meters per second, making them some of the strongest in the world. To harness this energy, Orbital’s O2 comprises two 1 MW turbines, which together create a 600 m2 rotor area and can generate 2MW of clean, predictable energy.

“We’re proud to be playing a part in the development of the O2, a groundbreaking project with the potential to help make tidal energy a viable source of energy in the UK and overseas.

Hempel’s purpose is to shape a brighter future with sustainable coating solutions and we see enormous potential in helping customers like Orbital put the world on a more sustainable path,”

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STERLING PL ANB ON THE O2 PROJECT Sterling PlanB has now conclusively demonstrated that direct exposure of its battery module to a 950°C fire can be successfully managed by its unique thermal management system – passing the A60 fire survivability test thanks to the O2 development effectiveness of its unique liquid cooling system.

The A60 test examines risks such as a fire in the machinery space adjacent to the lithium energy storage system, and the potential for a battery to contribute its considerable energy to the intensity of an existing fire. If a generator fails and causes a fire, for example, a nearby battery could go into thermal runaway due to the extremely high temperatures that would surround it, increasing the intensity of the fire and posing an explosion risk.

On March 24th, Sterling PlanB conducted an A60 fire ‘survivability’ test of the BBU battery module, certified by LabTest Certification. It verified that the BBU was able to withstand a prescribed heat level for a defined period of 60 mins and remain operable to cool the battery and prevent charged

cells from entering thermal runaway – a chain reaction which represents a major fire risk for lithium-ion batteries. This demonstrates that it is possible to build a battery that is in effect its own battery room with A60 rated protection from any fire in the machinery space.

Sterling PlanB CEO Brent Perry, commented, “When it comes to any type of propulsion system, the safety of the vessel and its crew is the single most important concern - full stop. However, in 2021, we’re still seeing uncontrolled battery fires on-board type approved passenger vessels. This isn’t just unconscionable, but it’s avoidable.

“This testing proves that it’s possible to create batteries that can survive fires on-board without contributing their energy to an external fire, and that can prevent thermal runaway. This is a huge leap forward for battery technology. We believe that every ship – no matter its size – can benefit from energy storage to save fuel, reduce emissions, and increase performance. This brings that reality one step closer.”

Sterling PlanB has continually been at the forefront of marine battery safety. It was recently one of the first companies to gain class society DNV’s updated Type Approval certification for thermal runaway prevention, demonstrating the ability of its patented and proprietary CellCool liquid cooling system. This system prevents thermal runaway from occurring by removing more thermal energy than the battery is capable of producing.

The SPBES Elementi 1.2 ESS Unit

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PORT ENGINEERING MANAGEMENT PROJECTS

DENSO INTRODUCES NEW PRODUCT LINE Winn & Coales (Denso) has introduced a new addition to the Denso product line – Denso Bore-Wrap. Denso Bore-Wrap is an Abrasion Resistant Outerwrap (ARO) which has outstanding performance against impact, gouge, abrasion, and fracture. Denso Bore-Wrap creates a superior sacrificial outer laminate layer, which protects both pre-approved field joint coatings and mainline coatings (such as, liquid epoxy coatings, heat shrink sleeves, 3LPE, 3LPP and FBE coatings) from damage during pipeline installations, in difficult terrain or by means of trenchless installation methods, such as directional drilling, HDD or boring.

Denso Bore-Wrap is easily applied in the field there is no mixing required, it is simply wrapped over the existing pipeline coating and cured with water. Due to its flexibility and exceptional level of mechanical protection, Denso Bore-Wrap minimises the need for costly spot repairs or re-

H E L M O P E R AT I O N S A N D S H I P T R AC KS L AU N C H N E W HARBOUR AU TO M AT I O N TO O L S Helm Operations, and AIS services provider, ShipTracks, have launched a new set of integrated features for harbour docking companies designed

The Denso Bore-Wrap

pulling pipe from damage.

Chairman of Winn & Coales (Denso), Chris Winn, is excited about the introduction of Denso Bore-Wrap and the potential that this new development will bring. “At Winn & Coales (Denso), we are always striving to innovate and provide our customers with the most up-to-date solutions for their corrosion prevention problems.

The introduction of Denso Bore-Wrap to the Denso product range is an exciting development, and really cements our position as market leaders.”

to ensure that companies ‘never miss another job’ in their ports.

The new integration links Helm CONNECT Jobs, the most widely used dispatch software in the harbour docking market, and ShipTracks’ AIS technology to streamline and automate the creation of towage orders directly from the AIS system. The result is greater operational awareness, reduced workloads for dispatchers, and increased revenue as operators identify and capture jobs that were previously lost to their competitors.

Modern harbour docking operations use a variety of tools to monitor their ports and ensure operational efficiency, including AIS systems to track vessel speed and movements, and tug dispatching and invoicing systems like Helm CONNECT Jobs to schedule and manage towage.

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Helm CONNECT Jobs is the most widely used dispatch software in the harbour docking market

Up until now, these systems have operated largely in isolation, but by integrating the systems, dispatchers can now not only receive automated notifications of vessels entering port, but also see immediately if their company has a contract with the vessel, if the towage work has been scheduled, and even automatically import the vessel and related jobs into the dispatch schedule - all from the AIS screen.

“When we traditionally look at AIS, what we’ve focused on is situational awareness,” says Charles Riley, CEO of ShipTracks. “But with this integration with Helm CONNECT we can now offer customers true ‘revenue awareness’ and help them not only plan for safe operations, but also track and automate every potential job and source of revenue in the port to help them maximise returns and market share.

“By notifying companies when a vessel enters their region, displaying who the job belongs to and what its status is, then letting them enter orders directly into Helm CONNECT from the ShipTracks screen, we can make it so they never

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miss a job again.”

Beyond just identifying new and potential revenue, the integration also provides operators with new tools to increase efficiency and reduce costs. “On the commercial side, many companies still have staff who watches AIS screens throughout the day to identify when new ships are arriving in port. With this integration we can automate that,” says Paul Cyr, Senior Account & Integration Manager at Helm Operations and a 20-year veteran of the industry.

“On the dispatch side as well, we can automatically populate jobs for inbound vessels for review and approval by the dispatcher, reducing human error and saving hours of manual data entry. Even better, we can improve the dispatcher’s cost awareness by letting them know if tugs are moving without assigned work or if vessels are going too fast while mobilising. This really makes it possible for dispatchers to reduce operational costs in port,” says Mr. Cyr. The results are dramatically increased efficiencies and, although the integration is

PORT ENGINEERING MANAGEMENT PROJECTS

new to market, operators are already pleased with the results. John Buchanan, President of Harbour Docking and Towing, was an early user of the system. “This integration has allowed us to automate our processes and improve data quality,” Mr. Buchanan says.

“With ShipTracks, our dispatchers can create an order just by grabbing the vessel and dragging it to the order slot, prepopulating the form with vessel data provided by ShipTracks. What used to take them 5 or 10 mins now only takes them 30 secs and we know the information they’re using is accurate. With margins getting narrower in the tug industry there is less room for error, so I would absolutely recommend this integration - you will realise efficiencies in your operations with it.”

The partners say this is just the starting point for the integration, and they are exploring ways to more deeply integrate Helm CONNECT with

ShipTracks’ AIS technology to improve vessel operations. “At Helm, we realise that through partnership with other innovators and market leaders, such as ShipTracks for AIS, we make operations simpler, faster, and more efficient for our users,” says Nolan Barclay, CEO of Helm Operations.

“Working with ShipTracks, we’re looking to make even more data available to operators within their AIS screen, including operational events like crew changes or planned maintenance, which affect the capability of the vessel. Beyond just harbour towage, we want to give operators of all kinds the ability to leverage this type of data in their planning to increase the efficiency of their operations, and we plan to announce more of these efforts throughout the year.”

KO N G S B E R G M A R I T I M E TO S U P P LY A H U G I N AU V S YS T E M TO L I G H T H O U S E S PA

30 ft (9.1 m) AUV container housing the Stinger launch and recovery system, battery chargers and maintenance equipment. A10 ft (3 m) operations room container is configured for mission planning and dive management as well as data download and review.

The HUGIN AUV system is the most successful commercial AUV in the world. More survey kilometres have been completed by HUGINs than any other AUV. Lighthouse’s HUGIN benefits from some proven enabling technologies that further enhance its capabilities, including automatic pipeline following. This uses real-time data from the HISAS and EM2040 systems to detect pipelines, tracking either alongside or over the top of them to collect sonar, camera and laser data.

“We at Lighthouse have chosen to invest in a HUGIN AUV System, confident that it will provide state-of-the-art AUV technology with unique quality and reliability,” said Pietro Basciano, CEO of Lighthouse SpA. “We believe this will open commercial opportunities for us. From our first contact with KONGSBERG we immediately realised that we had made the right choice - their competence and professionalism combined with an ability to understand our needs made

Norway’s Kongsberg Maritime recently announced that Italian survey company Lighthouse SpA took delivery of a HUGIN Autonomous Underwater Vehicle (AUV) system in March 2021. The HUGIN to be delivered is rated to 4,500 m and equipped with a full geophysical survey payload, including a KONGSBERG HISAS 1032 synthetic aperture sonar, EM2040 multibeam echo-sounder, sub-bottom profiler, camera and laser, together with a range of environmental sensors.

The scope of supply extends to all equipment required for day-to-day operations, including a

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Lighthouse’s new HUGIN AUV will be supplied by Kongsberg Ma

everything easy. We look forward to operating the HUGIN for many years to come.”

Richard Mills, Vice President of Marine Robotics Sales at Kongsberg Maritime is keen to welcome Lighthouse to the growing family of HUGIN AUV operators added, “We are honoured that Lighthouse chose the KONGSBERG HUGIN AUV System for their survey operations. We look forward to working with their team to ensure the AUV exceeds their expectations.”

MARINE TECH FIRM AC H I E V E S M A D E I N B R I TA I N S TAT U S

Valeport has achieved the internationally recognised Made In Britain accreditation for its range of innovative marine solutions that are developed, designed and manufactured at its UK headquarters in Totnes, Devon.

The independent, family-owned business, which employees more than 90 people from state-of-the art facilities on the River Dart, designs and supplies precision sensors and probes to a worldwide customer base that includes environmental, energy, construction, dredging, engineering, scientific research and military sectors.

The Made In Britain accolade is part of an initiative to support and promote British manufacturing. Valeport will now use the Made in Britain registered mark of quality on their products, the mark is recognised as the ultimate stamp of British provenance and seen as an international seal of excellence domestically and world-wide.

Matt Quartley, Valeport managing director commented, “The Made In Britain status promotes our passion for British manufacturing, our commitment to quality and maintaining production here in the UK. We also believe it highlights the quality of our products and

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expertise gained from over 50 years of British manufacturing expertise.”

Valeport retains all aspects of developing and manufacturing processes in-house, an approach which means they have total control over every stage of the manufacturing process and can guarantee the quality and consistency of their products. The company’s riverside premises house all the facilities for designing, CNC

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aritime with a full geophysical survey payload

WÄ R T S I L Ä A N D TA N G E R M E D TEAM UP

machining, environmental testing, assembly, calibration and servicing for all Valeport products.

With a global network of 72 distributors in over 54 countries, Valeport exports almost 80% of its outputs.

Valeport joins a select group of manufacturers who are permitted to use the Made In Britain status and coveted quality mark.

Valeport’s team celebrates ‘Made in Britain’

Finland’s Wärtsilä has partnered with Tanger Med, the largest Mediterranean and African container port, to take a new step forward in global port efficiency by co-developing a new cutting-edge Port Management Information System (PMIS).

Both organisations sealed their long-term commitment to deploy modern Smart Port tools for port operations and digitalisation – including implementing Just-In-Time (JIT) solutions, machine learning and AI as well as other innovative solutions.

This partnership positions Tanger Med and Wärtsilä as champions of the Smart Marine ecosystem, whereby data exchange will improve operational efficiency, port safety, and environmental sustainability in shipping, including reducing carbon and greenhouse gas emissions.

The new PMIS aims at addressing the needs of the leading maritime liners and alliances calling at Tanger Med Port Complex, to optimise their vessel calls and to use standardised master and event data.

Tanger Med is strongly committed to the International Taskforce PCO (Port Call Optimisation), which is bringing together several international ports including Port of Rotterdam, Antwerp, Hamburg and Los Angeles to harmonise and optimise procedures for the management of maritime calls.

The joint initiative includes the delivery and installation of a Wärtsilä Navi-Harbour VTS System comprising PortLink Port Management Information System, IALA Advanced Coastal Surveillance Radars, VHF Radio Sub-System, Automatic Identification System, Operator Workstation, Network Systems, Ancillary Equipment and a five-year service and support

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contract.

Currently, Tanger Med is fully engaged in port digitalisation through different initiatives and projects. It has armed itself with the most advanced technology through developing its own Port Community System, which offers a range of services including port call optimisation, vessel traffic services, slot reservation and call priorities management, pilot dispatch solution and traceability.

This project takes the upgrades a further notch up with not only the new Wärtsilä Navi-Harbour VTS System, but through the installation of Wärtsilä Navi-Port, which enables Just-in-Time (JIT) arrival. JIT reduces the need for vessels to wait at anchorage, bringing down congestion and the risk of collisions, also lessening GHG and carbon emissions. The new PMIS digitalises the entire port-call process, reducing chances of human error and increasing efficiencies.

“Tanger Med is taking another step by teaming up with Wärtsilä to develop its new PMIS. This partnership aims to support the port’s current efforts to become a leading smart port equipped with the latest technologies to improve operational efficiency, and further enhance organisation of ships’ calls and nautical services, which will be essential as port traffic increases,” said Ridouan Boulaich IT Director, Tanger Med. “Tanger Med is fully committed to optimised vessel calls through digitisation. This collaboration will also reinforce Tanger Med Port’s position as a leading port in this respect.

We are on course to help reduce greenhouse gas emissions within the port and surrounding areas, which are critical priorities for IMO, IALA, and the broader maritime community,” said Khalid Samir Harbour Master, Tanger Med. “It is a ground-breaking project from a technology perspective. Tanger Med Port has

Tanger Med Port

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planned for a full and comprehensive smart port upgrade that includes not only an extensive range of our existing Ship Traffic Control products but also new solutions that will enter the market later in 2021, such as Wärtsilä Navi-Port and AIM (Advanced Intelligent Manoeuvring),” added Bruce Mills, Business Development STC, Wärtsilä Voyage.

“PortLink is an integral player in this project. As a leading manufacturer of state-of-the-art Port Management Information Systems (PMIS), their solution is a modular application designed to facilitate the planning and management of port operations. It allows users and stakeholders in the port community to exchange information in a timely manner, eliminate redundant data entry and automate workflows. In Portlink, we have the perfect partner to help bring these ambitions to fruition,” added Bruce Mills

The project aligns perfectly with Wärtsilä Voyage’s larger Smart Ports vision.

“Improving operational efficiency, better portcall organisation and reducing congestion and emissions will be critical as port traffic increases.

So, there’s a clear widening of the port authority’s traditional focus from safety to optimisation and greener operations. Digital solutions are the most cost-effective way forward,” said Alex Van Knotsenborg, Director Global Sales, Wärtsilä Voyage.

Wärtsilä Voyage will handle all the services linked to the project, including design, delivery, testing, operations and technical training. The installation will be completed within 12 months, after which the organisations will continue to collaborate under MoU to drive further smart port development.

BEUMER GROUP S U P P L I E D T WO P I P E C O N V E YO R S

of which lies this coastal province, strategically located between the Chinese economic metropolises Beijing and Shanghai. Another advantage is its access to the Yellow River - the region has a dense network of waterways and several important trade and transhipment ports.

The steel manufacturer Shandong Steel Group & Rizhao Steel Group is also headquartered here.

For its manufacturing, the company requires large quantities of iron ore which is delivered to the port of Langshan. In order to transport the material to the plant, the company previously relied on a closed Pipe Conveyor, but the capacity was gradually exhausted and was no longer able to handle the transport volume. The managers were looking for an economical solution and approached the Shandong Harbour Engineering Group. The engineering service provider was commissioned as general contractor to create the infrastructure. Now the question was - Should the plant use a well-developed expansive railway and road network or invest in a conveyor system solution?

Shandong Harbour Engineering Group turned to BEUMER Group. The system provider develops conveying solutions for a variety of bulk materials - for example open troughed belt conveyors or

An economical solution was required for transporting large quantities of iron ore from the Chinese port of Langshan to the plant of steel manufacturer Shandong Steel Group & Rizhao Steel Group. The general contractor Shandong Harbour Engineering awarded BEUMER Group with the installation of additional efficient Pipe Conveyors. Project implementation took around eight months. In only four months, the system provider installed the mechanics of the systems with a total conveying length of approx. 6.6 kms and a conveying capacity of 5,500 tonnes/hr.

Shandong is an eastern Chinese region on the Yellow Sea. More people live here than in Germany and Austria combined, while the area of Shandong is only about half the size of Germany.

Its name translates to ‘East of the mountains’ and refers to the Taihang mountain range, east

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For the entire project, BEUMER Group was able to ensure that the iron ore is transported safely and quietly, without disturbing the residents or disrupting the surrounding nature.

closed Pipe Conveyors. BEUMER engineers were also involved in the system, which is already in operation.

“Of course, we had to prove that this investment was worthwhile”, says Zhengwei Zhang, project manager at BEUMER Machinery (Shanghai). “In advance, we performed an economic evaluation.”

This included a feasibility study, an investment calculation, the project schedule and a costbenefit analysis. Different variables are required to compare the costs of Pipe Conveyors with those of trucks or trains, for example the transport costs per ton, the material volume that needs to be moved within a set period of time, and also the specific investment costs and the tax depreciation plan. More costs are added for the construction and the supply of the conveyor as well as for the mechanical and electrical installation.

“Complex construction work is also often necessary. The initial investment in a conveying system is usually very high, but the operational costs of a Pipe Conveyor can be considerably lower depending on the application. Important factors include the estimated cost of a ton of material to be moved or, in the case of vehicles, the number of round trips/hr. Our Pipe Conveyors lead directly to the destination and we can immediately adapt it to the corresponding site structure.”

A significant advantage of BEUMER technology

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is that it enables horizontal and vertical curves.

Depending on the characteristics of the conveyed material as well as of the system’s geometry, it is possible to implement vertical curves with angles of inclination up to 30 degrees and horizontal curves with a deflection angle of up to 90o. This ability to navigate curves reduces the number of supports and replaces the transfer towers, which results in substantial cost savings for the customer. The system transports the iron ore safely enclosed across various terrains such as roads, residential areas or rivers. During the projection phase of the system, BEUMER technicians use proprietary calculation software to determine the static and dynamic loads - loads, which do not only affect the belt but the steel structure frame as a whole. This is a prerequisite for safe and correct dimensioning of the structures.

BEUMER Group provides its belt conveyors with environmentally safe electric drives and lowenergy belts. Therefore, especially in these times of climate change and increasing greenhouse gas emissions they are considered a more sustainable option. The motors used are usually adjustable, which permits the loads to be optimally distributed on the drive units under various operating conditions. The closed design of this conveying system also protects the environment from falling transported goods. Another advantage is the elimination of dust development on the running line. This is important because the section between the port and the plant leads through public roads and residential areas.

“Our evaluation of the various transport options enabled us to consider the total costs/tonne over time”, says Zhengwei Zhang. “With this application, the Pipe Conveyor will pay for itself quickly, and the system is more environmentally friendly than truck transport.”

“Together with the managers in Shandong, BEUMER engineers developed a solution that is optimally tailored to their requirements. The system supplier delivered a conveying system consisting of two Pipe Conveyors. The overall length is approx. 6.6 kms, the diameter 500 mm.

At a speed of 5.15 m/s, the systems operating together convey up to 5,500 tonnes of material/ hr considerably supporting the already existing

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conveying solution. In addition, a transfer tower is used.

BEUMER Group was responsible for the overall project, which included the design of the system and the entire steel structure. The completely enclosed conveying system ensures an environmentally safe, dust-free and low-energy transport of the iron ore. The system provider started the installation in September 2018 and commissioning took place only four months later.

The complete project implementation took only eight months.

“We are very satisfied with BEUMER Group’s single-source solution and the handling of the project”, states Liu Qiang, executive director and general manager at Rizhao Port Shipbuilding & Machinery Industry, Shandong Harbour Engineering Group. “The two Pipe Conveyors allow us to work in a more economical way and we are optimally prepared for future capacity expansions at our plant.”

In concrete terms, Cargotec aims to reduce the CO2 emissions of its value chain by 1m tonnes by 2024. Strategy progress is measured by financial reporting, leadership index, eco portfolio share of sales and, in the future, CO2 emission reduction and the net promoter score as well.

“Our key business driver is to reduce the carbon footprint of the logistics industry. We want to do our part to limit global temperature rise to 1.5°C. By realising our strategy, we acknowledge our responsibility to innovate and offer low-carbon business solutions that enable a sustainable path for the logistics industry.

“We see sustainability as an inspiring business opportunity. Last year, our eco portfolio solutions already constituted almost a quarter of our total sales. This clearly shows that, in terms of safety, emission efficiency and productivity, our customers see the benefits they can achieve with these solutions.”

C A R G OT E C REFINES ITS VISION A N D S T R AT E GY

STERLING PL ANB SIGNS E X C LU S I V E S U P P LY AG R E E M E N T W I T H NYK TRADING CORP

Cargotec’s Board of Directors has confirmed the company’s refined strategy and vision.

Breakthrough objectives are sustainability and profitable growth. With its business areas Kalmar, MacGregor and Hiab, Cargotec’s vision is to become the global leader in sustainable cargo flow.

“Our previous vision – becoming the global leader in intelligent cargo handling – highlighted the importance of digitalisation. With our present operating model, digitalisation already constitutes an integrated part of our processes, solutions and offering. Intelligent solutions enable sustainable and profitable growth. The importance of sustainability has significantly increased in our customers’ operations and we lift it into our vision,” says Cargotec’s CEO Mika Vehviläinen.

Japan’s NYK Trading Corporation and Sterling PlanB are entering into an exclusive agreement for the sales and distribution of Energy Storage Systems in Japan, bringing new standards of ESS performance and safety to the market.

Energy storage expert, Sterling PlanB has signed an agreement with NYK Trading Corporation, the trading company of the NYK Group, to distribute Sterling PlanB’s energy storage systems in Japan. Sterling PlanB has pioneered the development of energy storage systems (ESS) for use in the maritime industry, and consistently raised performance and safety standards for battery technology.

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NYK Trading and Sterling PlanB sign exclusive supply agreement

This move reflects the growing awareness that energy storage technology will be an essential component of the evolution of zero-carbon shipping, both in Japan and globally. Whether in combination with zero-carbon fuels, wind assisted propulsion, or other optimisation solutions, ESS can play a role in peak shaving, managing a hotel load, or supplying emergency power, both increasing performance and safety, and reducing fuel consumption.

This agreement will see Sterling PlanB benefit from the scale and resources of NYK Trading Corporation as an important commercial partner.

NYK Trading Corporation is already an established supplier of marine fuel and lubricants oil, and mechanical instrumentation business globally, and strong links with Japanese shipowners, shipyards and technology integrators. This marks the move towards a low-carbon future, in line with NYK Trading Corporation’s investment in developing its solar energy business and other clean technology avenues.

NYK Trading Corporation aims to bring ESS propulsion to small vessels such as tugboats, short distance ferries and merchant vessels in the domestic Japanese maritime market. By using its business network as an established trading house in Japan, the company will establish a strong sales foundation for ESS and fuel cell suppliers and the battery propulsion market as a whole, as the maritime ESS market in Japan remains relatively immature.

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Brent Perry, CEO of Sterling PlanB said, “With many major commercial shipping lines and shipyards based in Japan, we are honoured and proud to be joining forces with NYK Trading Corporation to bring our ESS solutions to this market. With their scale and expertise, we look forward to working together to ensure that ESS and battery power is a major part of Japan’s clean shipping future.”

Keiji Tsuchiya, Representative Director, CEO from NYK Trading added, “Sterling PlanB has demonstrated that they are an innovative company that has made safety its top priority. We recognise the urgent need for shipping to reduce its carbon emissions, and as such, look forward to providing our customers with a world leading ESS solution.”

Sterling PlanB’s batteries are developed with the highest standards of safety in mind, particularly when it comes to tackling the risk of fire due to thermal runaway. Its systems are some of the first to meet classification society DNV’s new 2020 class rules for commercial vessel batteries, which substantially mitigates the risk of the spread of fire by eliminating the propagation of thermal runaway within a battery module. By monitoring individual cells – including patented venting solutions and liquid cooling – Sterling PlanB’s batteries have led the way in developing safe systems that supply the power needed for commercial shipping. PEM

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DEME will use the Living Stone on the Leucate Floating Offshore Wind Farm

France’s transmission system operator Réseau de Transport d’Électricité (RTE) has awarded DEME’s French subsidiary SDI an EPCI contract for the export cable that will connect the Leucate Floating Offshore Wind Farm to the power grid, in a consortium with JDR Cables. Once completed, Leucate will be one of the largest offshore floating wind farms in France.

The 30 MW wind farm is currently being developed by Les Eoliennes Flottantes du Golfe du Lion (EFGL), a consortium comprising Ocean Winds and Caisse de Dépôts, and is located 16 kms offshore the South East coast of France in the Mediterranean Sea. The export cable will include a submarine cable and an onshore cable section, connecting into the onshore substation near Le Barcarès. Construction activities are set to start in 2022.

Philip Scheers, Business Unit Director at DEME Offshore, commented, “We are delighted to be awarded this important EPCI contract for one of the first floating wind farms in the world. By combining RTE’s experience in grid connections, including export cables, with our

extensive track record and expertise in the offshore wind sector and subsea operations, and JDR’s experience in static and dynamic cable manufacturing, the consortium partners are confident we will make this pioneering project a success – really putting the French floating offshore wind industry on the map.”

Gilles Etheimer, RTE Procurement Director, added, “RTE appreciates the professionalism of SDI (DEME) and JDR when it comes to global performance when addressing the project specific issues, and their proactive approach and willingness to integrate the benefits of new technological developments within their solutions. RTE is convinced that a high level of collaboration between the two consortium members is key for the project success.”

Large-scale commercial wind farms of 250 MW and more are currently in the planning phase. France is targeting floating wind as one of the main sources of clean energy. With plenty of areas of deep water, France is particularly suitable for floating offshore wind developments.

R E N E WA B L E S

D E M E W I N S F I R S T F LOAT I N G O F F S H O R E W I N D E P C I C O N T R AC T F O R T H E L E U C AT E W I N D FA R M

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DEME AND SABCA PERFORM DRONE TES TS DEME Offshore and Sabca successfully performed a series of tests at the Rentel offshore wind farm in the North Sea, preparing for autonomous surveillance, rescue and detection missions in the near future. Their goal is to replace critical and ad hoc operations with autonomous aerial vehicles.

In a pioneering project in the offshore wind industry, DEME Offshore and Sabca performed tests with autonomous drones at the Rentel offshore wind farm in Belgium. The pilot study represents the first commercial, cross-border, ‘beyond visual line of sight’ (BVLOS) drone operations to take place at offshore wind farms in the North Sea. The partners performed a diverse range of tests on various use cases including Search & Rescue operations, environmental surveys, turbine and

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substation inspections, as well as parcel deliveries.

Uniquely, both a ‘traditional’ multicopter drone and a fixed-wing surveillance drone, which has a wing span of more than 3 m, were deployed in parallel. The long endurance surveillance drone took off from the Belgian coast and flew all the way to the Rentel wind farm, which is more than 35 kms off the coast. Meanwhile, an automated resident drone performed inspections and cargo flights from the substation and vessels. This drone also conducted a full Search & Rescue demonstration using infrared detection and life buoy dropping.

By combining the drone operations with the use of artificial intelligence for automatic image processing, a strong set of tools has been developed to automate operations which are currently being executed by people. The partners believe that applications can go beyond the offshore wind industry and offers solutions for safety-critical missions at sea or above land.

Bart De Poorter, General Manager DEME Offshore, commented, “We are convinced that these innovative, advanced technologies, which One of the turbines on the Rentel offshore wind farm

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Van Oord’s offshore installation vessel Aeolus

focus on fully autonomous operations without the need for any vessels and people offshore, have a game-changing potential to increase safety, lower the impact on the environment in the O&M phase of a project and reduce the overall costs. Ultimately, we expect unmanned vehicles to contribute significantly to a lower Levelised Cost of Energy.”

Thibauld Jongen, CEO of Sabca, added, “Sabca uses its experience in the aviation and space industry to develop aviation-grade systems that allow safety-critical missions to be performed in the most stringent conditions. Safety is the most important aspect when operating above cities, near critical infrastructure and in the controlled airspace. Therefore, we are running different projects where we test our systems to their limits. These successful missions with DEME Offshore confirm the commercial possibilities of our systems and are a next step after having performed other firsts, such as medical transport missions over Antwerp and several cargo transportations over land.”

VA N O O R D ’ S A E O LU S S TA R T S WO R K O N SAINT-BRIEUC After extensive preparations, offshore installation vessel Aeolus is starting the installation of the first of 62 jacket foundations for France’s SaintBrieuc offshore wind farm project. The wind farm is located 16.3 kms offshore the coast of Brittany and has a total capacity of 496 MW. Before installing the very first pin-piles for the jacket foundation this month, the Aeolus was upgraded and an extensive spread of projectspecific installation equipment was placed on deck. Van Oord is responsible for the transport and installation of 62 jacket foundations for the VOL 40 ISSUE 3 |

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wind turbines (three pin piles each) and the four foundation pin piles for the offshore substation. A total of 190 pin piles will be installed. Before the start of the operations in France, equipment was engineered, constructed and extensively tested to ensure perfect execution of the project.

The Aeolus was put into service in 2014. The main crane has a lifting capacity of more than 1,600 tonnes. This makes this vessel suitable for the transport and installation of foundations and wind turbines. Its advanced jacking system with its four giant legs, each measuring 85 m and weighing 1,280 tonnes, allows the vessel to be jacked up and to work in waters of up to 45 m deep.

Due to the geotechnical circumstances in the Bay of Saint-Brieuc, harsh weather conditions combined with extremely strong currents, heavy Atlantic swell and very high waves, offshore operations are possible only between March and October. To ensure that the Aeolus can be safely jacked up above sea level the lifting spuds

were modified with a flex-pin construction.

For the drilling operations, new hydraulic drills were engineered and built to handle all types of soil and rock conditions. A newly designed and created state-of-the-art drilling template will function as a positioning and holding-tool to ensure the precise placement of the pin-piles. Van Oord will also be deploying several other vessels on the project in the next months for the removal of boulders, installation of scour protection, transport of pin piles, etc. The installation campaign for the pin piles will be executed in 2021 and 2022. In 2022 the jackets will also be installed.

Van Oord will use the port of Cherbourg as the pin pile marshalling port. The pin piles, coming from Spain, will be stored in France before installation offshore. The port of Cherbourg is in the heart of the Channel and an advanced logistic and industrial hub.

JA N D E N U L H A L F WAY T H R O U G H KRIEGERS FL AK PROJECT

4.5 months after the start of this installation campaign. This offshore wind farm will become the largest in Denmark and will increase Denmark’s offshore wind production by no less than 16%.

Bert Reynvoet, Project Manager of Jan De Nul Group for the Kriegers Flak offshore wind farm said, “We are proud that we can tick off this milestone nicely on schedule. All 72 wind turbines must be installed within a period of 4.5 months.

Our customer’s wishes are paramount and despite the challenging winter weather conditions in the Baltic Sea, COVID-19 and challenging soil conditions for our jack-up installation vessel, we have managed until today to strictly adhere to the installation schedule - thanks to the commitment, flexibility and professionalism of our co-workers!”

For the first time since its expansion in 2018, the port of Roenne on the Danish island of Bornholm is serving as marshalling harbour for the construction of an offshore wind farm.

The components of the Siemens Gamesa wind turbines are delivered from Denmark’s mainland.

In Roenne, the various parts are assembled. In sets

For the largest offshore wind farm in Denmark, Jan De Nul Group is installing a total of 72 wind turbines of 8.4 MW each on behalf of Vattenfall Denmark. Altogether, these turbines will produce enough green electricity for the annual needs of approximately 600,000 Danish households.

Recently, Jan De Nul was halfway - 36 windmills to go.

During late January, Jan De Nul, Siemens Gamesa and Vattenfall successfully installed the very first wind turbine for the Kriegers Flak offshore wind farm. The last turbine is scheduled to be installed in mid-June, approximately

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of four wind turbines, they are loaded on board Jan De Nul’s jack-up installation vessel Vole au vent, after which the vessel sails to the offshore installation site off the Danish east coast.

“When a large installation vessel like the Vole au vent enters a port for the first time, it is always a bit exciting. Moreover, it was new for everyone involved, but thanks to the top service of the port and our local partners, Roenne turns out to be a perfect marshalling harbour - an absolute boost in these challenging times,” added Bert Reynvoet In 2017 and 2018, Jan De Nul Group already designed, built and installed two large Gravity Based Foundations for the offshore high-voltage substations of this new offshore wind farm. Jan De Nul built both concrete structures of 8,000 and 10,000 tonnes on a floating pontoon in the port of Ostend (Belgium) and then tugged them to Denmark. In the Baltic Sea, the crane vessel Rambiz installed both foundations on the seabed with the utmost precision.

BV T I E U P WITH NEXANS France’s Bureau Veritas (BV) and Nexans have signed a partnership agreement to reduce risk and promote best practices for turnkey deliveries of high voltage power cables used for connecting offshore wind farms (OWF) to onshore grids.

Currently, the energy transition and the role of offshore wind is a critical concern for society. The offshore wind sector is developing rapidly, and substantial growth is expected for decades to come. At the same time, insurers’ studies confirm that high voltage power cables are among the most critical elements of offshore wind farms.

Reliability of high voltage power cables end-toend solutions, including installation, becomes an essential enabler for the current and the next generation of cables required to capture energy in deeper water. BV and Nexans will partner to address this challenge and build trust for all stakeholders.

Work on the Kriegers Flak offshore wind farm

Nexans provides high voltage cables to transfer the energy generated by offshore wind farms.

Nexans is at the forefront of best practice in the industry with end-to-end solutions and has an extensive track record of projects delivered to the offshore wind industry – including the first commercial floating wind farm. As offshore wind farm installations are further away from shores and in deeper waters, the risk of failures could increase, making the reliability and quality of cables, and their installation, key. The Nexans and Bureau Veritas partnership builds on BV’s maritime expertise and extensive experience in risk management to help the offshore wind sector reduce operational risk.

With thorough risk management and compliance with industry best practices, Bureau Veritas can offer its assurance on Nexans end-toend Engineering, Procurement, Construction and Installation (EPCI) operational model. Effectively managing risk provides operational assurance and reliability with less downtime, reduced repair and replacement costs, and increased trust. Thanks to this partnership, both Nexans’

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customers and the offshore wind industry will continue to reduce risks within the sector.

Nexans CEO, Christopher Guérin, shared at the last Nexans Capital Markets Day said, “I’m happy to announce that we have entered into a longterm partnership with Bureau Veritas. Together, we will certify the Nexans ‘Way’ of managing EPCI projects and risks, develop new standards for the offshore wind farm and interconnection industry, reduce the risk profile of such projects and develop improved standards.”

Matthieu de Tugny, Executive Vice President

AC TA M A R I N E S E E KS S T R AT E G I C C O - OW N E R TO F U R T H E R G R OW OFFSHORE WIND BUSINESS Acta Marine is experiencing strong growth in the offshore wind market and wants to leverage its market leading position to further grow its fleet.

Marine & Offshore at BV, added, “At BV, we help shape a world of trust. By creating standards and verifying all criteria are met, we can help Nexans build further trust. Our marine expertise and experience in risk management and subsea to surface connections combined with state-of-theart software tools will make this collaboration a success.”

Bureau Veritas and Nexans partner to reduce risk and promote best practices for high voltage power cable solutions for connecting offshore wind farms to onshore grids.

The strategic plan focuses on ordering two more Construction Service Operation Vessels (CSOVs) in the short term, with further expansion plans for the near term. To finance such expansion, Acta Marine is looking to raise fresh capital from a new co-owner to support the further development of the company together with the current owner.

With its diverse fleet of 34 owned vessels serving the offshore wind market and related maritime infrastructure segments, Acta Marine has developed a market leading position in Europe and other key markets around the world.

Because of the rapid growth in the offshore wind market, increasing demand from clients and a continued focus on performance and low emissions footprint, Acta Marine sees opportunity for further fleet growth. The near-term growth strategy will see Acta Marine grow its fleet across

BV and Nexans have signed a partnership agreement for turnkey deliveries of high voltage power cables used for connecting OWF

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Acta Marine’s walk-to-work vessel Acta Centaurus

various vessel segments, initially for Walk-to-Work CSOVs, but also for SOVs (maintenance vessels) and offshore wind workboats.

To support and help finance its strategic business plan, Acta Marine and shareholder MerweOord have initiated a structured process to invite a long-term partner and co-owner to participate in the future expansion of Acta Marine.

Rob Boer, MD of Acta Marine comments, “We find ourselves in a very strong position to play a major part in servicing an offshore wind industry that sees tremendous growth in terms of installed capacity. Our clients expect reliable, first-class services complemented by the latest technology in terms of vessel capabilities to contribute to the ambitious green footprint of this industry. We want to build on our reputation of having a stateof-the-art fleet and excellent services and strive to put our best efforts, our best people and latest technology into the forthcoming fleet expansion.

Our owners, MerweOord, are pioneers in the offshore wind industry having taken Acta Marine

to where it is today. They remain fully committed to our company and look forward to welcoming a new partner to jointly support Acta Marine through this next important phase in our growth strategy.”

Acta Marine intends to launch a newbuild programme initially consisting of two CSOVs. As a first mover in the offshore wind market segment, Acta Marine already has five years’ experience of successfully operating purpose-built CSOVs. Acta Marine is currently in close dialogue with a leading European ship designer to develop the next generation CSOVs. The contemplated newbuilds will see several operational and environmental improvements, including a further reduced carbon footprint, next generation (e)-fuel readiness, zero emission in port through enlarged battery systems and shore power connections.

Norway’s Clarksons Platou Securities has been appointed as financial advisors and Holland’s Houthoff has been appointed as legal advisors to Acta Marine. PEM VOL 40 ISSUE 3 |

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Construction of the third in a series of ground-breaking newbuild LNG battery hybrid PCTCs for United European Car Carriers (UECC) recently reached a significant milestone with keel-laying at Shanghai’s Jiangnan Shipyard.

“When they hit the water, these state-of-the-art vessels will represent a sea change for the industry by using available LNG technology to drastically cut emissions on short sea shipping in Europe,” says UECC chief executive Glenn Edvardsen.

The first newbuild is due for delivery later this year after being launched at the yard last month, with the second and third vessels set to be delivered in the first half of 2022.

Edvardsen says the trio represents “a giant leap towards decarbonisation” as the use of a battery-hybrid solution will take UECC beyond IMO’s target of a 40% reduction in carbon intensity from 2008

levels by 2030. The three vessels will also meet IMO’s Tier 3 NOx emissions limitations, which enter into force in the Baltic Sea and North Sea from keel lays this year.

Battery power on the new vessels will improve operational efficiency and further reduce emissions through peak shaving, in addition to handling partial accommodation load and driving auxiliary equipment.

This will enable them to recharge batteries while at sea using a shaft generator in order to use battery power for manoeuvring in ports in line with port requirements to cut emissions. The use of LNG will reduce emissions by around 25% as the fuel emits zero SOx and negligible amounts of particulate matter and NOx, while it is also affordable and widely available through an existing bunkering network.

In addition, the next-generation

An artist’s impression of the new UECC battery-hybrid LNG vessels

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PORT ENGINEERING MANAGEMENT The keel-laying ceremony in China

newbuild trio will be equipped with dual-fuel engines for main propulsion and auxiliaries that will also be able to use carbon-neutral and synthetic drop-in fuels as these become commercially available in the future.

“UECC is taking the initiative in the industry to achieve decarbonisation using currently available technologies, rather than waiting for the perfect solution,” Edvardsen says. “At the same time, these vessels will be highly cost competitive due to operational efficiency and reduced fuel costs.”

He adds that being able to offer eco-friendly ship operations will be a key differentiating factor in winning cargo contracts in the future shipping market due to increased pressure from regulators, port authorities and clients.

With an overall length of 169 m, a width of 28 m and a car carrying capacity of 3,600 units on 10 cargo decks, the new vessels are highly flexible, enabling them to accommodate a wide range of high and heavy and break-bulk cargoes, in addition to cars and trucks.

Those who have been following the development of sustainable shipping will recognise the UECC name. Those who have been following UECC will know why - with two dualfuelled LNG ships on the water, the Auto Eco and

LOC KGATE

the Auto Energy, and three battery-hybrid LNG vessels on the way, UECC is making investments that make it possible to see a path to sustainable shipping.

Glenn Edvardsen explains the thinking behind the investments, “We are aware of the climate challenge that the world is facing, and we know it is everyone’s responsibility to try and make a difference. This also means helping others if you can. UECC is trying to provide the possibility for green transport so that our customers can join in and make a difference. That is our motivation. We genuinely want to provide this alternative.

“We can’t just wait 20 years for the optimal solution. When we built the dual fuelled vessels, we knew that LNG would not be the ultimate future fuel, but it is the best available option now.”

UECC is banking not just on LNG as fuel, but also on the infrastructure supporting dual fuel. “We can use LNG, but also synthetic oil or biogas, to mention only a couple of alternatives.

The present structure allows for progress in several possible directions.” The same pragmatic thinking applies to the batteries on their new ships, Edvardsen says, “They will not be for pure propulsion, but they will allow us to take the next step, to squeeze even more transport out of the

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PORT ENGINEERING MANAGEMENT LOC KGATE UECC’s Glenn Edvardsen

fuel we burn and reduce emissions even further.”

While UECC is confident of its choices thus far, Edvardsen is on guard against inertia. “We know well enough what we have to do, but we don’t want to become complacent. We will continue to try any good option.” Still, he observes, no company can afford to throw money at every new idea. “The interim solution needs to be viable too.

There are many decarbonisation solutions already available, but they might not be sustainable.

Some of the potential solutions can be very expensive, so we need to work at making the smart choices.”

Edvardsen relates that emissions have become a part of contract negotiations. “Every potential customer sends us emissions paperwork to fill out. They are eager to understand the emissions picture, and they are logging and documenting it for use in meetings and audits. They are feeling the pressure from their own customers and from regulators, so it comes back to us being able to help them,” he says.

“It would not be hard to get them on-board if there were no price tag. We can provide them the opportunity to join us, and we are doing this as competitively as possible,” Edvardsen confirms.

But change never comes free, “Everybody has to be willing to contribute. It’s more about sharing the burden. The payoff is being able to lower emissions. That’s what they will achieve.”

Sweden’s Wallenius Lines and Japan’s NYK are enthusiastic backers of UECC’s green initiatives.

“It is UECC’s mission to be the sustainable leader in the short sea segment - that is the company’s vision, and our owners are very supportive of this effort,” Edvardsen reports.

“Wallenius has a long tradition of taking the lead on sustainable issues. It’s in their DNA, not only this time around but historically. NYK is the same, a big company with strong commitment to Environmental, Social, and Corporate Governance going forward, and they stand fully behind our efforts to reach sustainability. It helps to have such good support. All of a sudden there are three of us in the game.”

To complement their supportive ownership, Edvardsen tells that UECC strives for a proactive, inclusive culture, “Many of our initiatives are bottom-up. Whenever our people see something

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of interest, they bring it up. We are proud that we can motivate everyone in the UECC organisation to take the initiative. We have a team of highly motivated, qualified, dedicated and smart people, and they know we need to make this change together. For us, that’s what makes it fun to come to work.”

Edvardsen notes that UECC continues to build advanced vessels while others in the segment are not building at all. “We take a long-term view on things. We know not everything will pay off tomorrow, but we believe in what we are doing.

We accept that the one in front needs to work a little harder. Even if not everyone is following now, we know this is the only way forward.”

He trusts that markets will reward this attitude, “Stakeholders along the whole supply chain have become very well informed. The level of engagement is different today from what it was only a few years ago, and the awareness curve is Volvo Cars’ Martine Corner

PORT ENGINEERING MANAGEMENT LOC KGATE Marc Adriansens

steep. People understand that someone has to make the first move if we are going to see real change.”

“A lot has happened with sustainability in a little time, but we are not there yet. We have no option but to continue, and the industry needs to embrace this,” Edvardsen maintains. “Shipping has been talking about the green shift for years.

Now we have to put words into action. If we don’t make a change now it will be too late.”

While acknowledging the urgency of action, he cautions against making perfect the enemy of the good, “It’s important not to try and do everything at once. We have to find motivation in doing what is possible now and building on that. The biggest mistake you can make right now is not doing anything.”

One of UECC’s largest destinations is the Belgium port of Zeebrugge. Here the UECC ships take on many types of vehicles, especially from Sweden’s car manufacturer, Volvo. Martin Corner, Vice President, Global Supply Chain -Volvo Cars says, “One of this company’s main aims is to be carbon neutral by the year 2040. For this we must create climate neutral logistics solutions, deploy circular economy principles in packaging and logistics operation, secure a logistics value chain that is respectful towards people, laws, regulations and policies and commit sustainability is always integrated in our decision process.”

The terminal in Zeebrugge, from which UECC operates, is ICO Terminals a 100% subsidiary of Japan’s NYK. OCI Terminals operates a 250 ha facility in Zeebrugge and a 150 ha terminal in Antwerp with a joint output of some 2.7m cars/ year.

Marc Adriansens, Managing Director, ICO Terminals says, “Our target is to become greener through digitalisation and making the supply chain even more efficient. Digitalisation in the logistics process is reducing our ecological footprint – we are creating a green facility.

“We have the largest industrial wind farm in Flanders (11 wind turbines), which supplies some 110 GWh of renewable energy/year, giving a loading capacity of 20,000 EV cars/week. Solar panels are installed on all of ICO Terminals’ warehouses. There is also an electric charging island comprising 308 loading stations.

“There are also water recovery systems for carwash operations, LED terminal lighting and heat pumps for heating and cooling buildings.

We are also expanding our fleet of vehicles with electric vehicles. The various ‘green’ projects include: • E-gates with queue management system • Autonomous terminal cleaning • Artificial intelligence and machine learning for optimising our processes.

• In co-operation with Flanders, make and University KUL creating Digital Twin of our terminal to optimise our TOS system • Digitalisation of tally papers/damage surveys/ cargo measuring, car movements via digital paper, remote assistance - Hololens2, EV shunting trailer to move cars over long distances and electrical goods transport - participating project of VIL. PEM ICO Terminals Zeebrugge

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The CLV Nexans Aurora on sea trials (See Page 29)