PEM Online Vol 40 Issue 1 Jan / Feb 2021 by A&A Thorpe

ISSN Serial No. 0965-8203

Volume 40 Issue 1 January / February 2021

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WELCOME Welcome to the January/February edition of PEM ONLINE, the first of 2021. The world appears to be slowly getting back to normal following the COVID-19 pandemic. Vaccination programmes are taking place in many countries, with the hope that by summer this year, the world will see some type of normality return. The dredging industry has continued to operate throughout the pandemic in a way it should be very proud. Meanwhile, ports have also continued to operate at a near-normal level. However, it has been seen with a great deal of dismay that seafarers have not been given the status of ‘Key Workers’, which has resulted in great hardship by many crews and problems for shipowners. It is an IMO problem to get this level of status, but IMO is failing to get the backing of member states. As the world recovers from COVID-19, there is a push from dredger owners and ports to become far more environmentally-friendly, especially with the subject of Emissions – in PEM ONLINE, we will be covering this progress over the coming year. PEM ONLINE (Port Engineering Management) is written by a highly experienced team of journalist, all of which have been in the industry for over 40 years. We are a small team, therefore the pride in the work produced is high and suited to any company involved in the various industries covered by PEM. Although every effort is made to ensure accuracy and reliability of the material published, Port Engineering Management cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements. © 2016 Port Engineering Management. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers. If you need notification for when PEM ONLINE is available, please send your Email address to sue@shipaat.com – Telephone number (44) 1268 511300 All other enquiries: PEM ONLINE Office 1 First Floor 374 Long Road Canvey Island Essex, SS8 0JU UK

Alan Thorpe

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PORT ENGINEERING MANAGEMENT NEW DIGITAL JOURNAL

THE PEM ONLINE MEDIA PACK IS NOW AVAILABLE ONLINE AT www.pemonline.co.uk

D I G I TA L JOURNAL PEM is available digitally for viewing online or downloading in pdf format. Use the arrows on screen or on your keyboard to navigate through the pages. To view offline, you will need to download the journal by clicking on the “download file” button on our website. www.pemonline.co.uk If you would prefer to receive the journal via email or receive an email alert once the journal is available, please send your contact details to sue@shipaat.com. For technical or design information, please contact angelina@shipaat.com.

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ENGINEERING MANAGEMENT PD Ports is applyingPORT for Freeport Status (See Lockgate Page 94) SECTION TITLE

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Jan de ENGINEERING Nul is pushing for aMANAGEMENT more environmental-friendly fleet (See Emissions – Page 34) PORT SECTION TITLE

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PORT ENGINEERING MANAGEMENT CONTENTS

CONTENTS 8 12 24 34 40 50 56 60 76 86 94

VIEWPOINT PORTS NEW VESSELS EMISSIONS REPAIRS PROJECTS SURVEYS WIND BENELUX DREDGE CONTRACTORS BENELUX SHIPBUILDERS LOCKGATE

C O N TAC T

Front Cover: DEME’s jack-up wind installation vessel Apollo operating in the North Sea (See wind – Pages 66-67)

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

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Alan Thorpe +44 (0)1268 511 300 alan@shipaat.com

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Paul Bartlett +44 (0)1844 273 960 paul.bartlett@live.co.uk

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BY PAU L B A R T L E T T

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EMISSION PROFILES C L I M B AG E N DA I N P O R T ENGINEERING PROJECTS As world seaborne trade continues to grow, ports must adapt and expand. There are significant environmental implications as shipping’s carbon performance comes under the spotlight. But some ports and service vessel operators are squaring up to the challenge. The world economy is still being ravaged by the global pandemic and the financial impact of the virus will be felt for many years to come. However, with the notable exception of seafarer welfare, the global shipping industry for the most part took the upheaval into its stride. In fact, for those in shipping who tackled the astonishing challenges unseen by the person in the street, it has been an amazing accomplishment, both at sea and across global supply chains generally. Shipping analysts at Clarkson Research estimate that world seaborne trade in 2020 totalled a little more than 11.5bn tonnes, reflecting a remarkably modest contraction of 3.6% – all things considered – on the 2019 figure of just over 11.9bn tonnes. The decline in volume was significantly less than that which followed the financial crisis in 2009. In fact, the world’s container trades ended 2020 on a high note, with a 6% increase in cargo volumes over the final quarter compared with 2019, taking the full-year figure to a modest decline of little more than 1m teu. Measured in tonne miles, the overall decline in trade shipped by sea during 2020 was significantly less – just 1.7%. This year, the shipbroker’s research team expects seaborne trade to nudge 12bn tonnes – an increase of 4.2% – with

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tonne miles up by a similar amount. The absolute volume of trade will, of course, still fall short of pre-pandemic projections but will be close to the average annual growth rate of about 4.6% so far this century. The almost-uninterrupted growth trend in trade by sea has obvious implications for the size of the world fleet and the land-sea interfaces – ports and terminals and logistics setups – that are required. And not only does the size of the fleet itself continue to increase in absolute numbers, but the size of ships themselves has undergone an extraordinary transition. Arterial container ships, for example, have more than tripled in size in little more than two decades.

Carbon focus Against this backdrop, ports and terminals have made huge capital investments in adding capacity through infrastructure upgrades necessary to handle more ships, and larger ones. Leading container ports have invested billions in new capacity, new terminals, martialling yards and landward connections. Meanwhile, approach channels have been deepened and straightened, while berthing areas and quays have been expanded to accommodate the latest generation of mega-vessels. The third decade of the century, however, has brought a renewed focus on the climate crisis that many now claim will inflict lasting damage on our planet. Even before the latest drive to

PORT ENGINEERING MANAGEMENT Arterial containerships have more than tripled in size in little more than two decades

cut carbon emissions, shipping’s climate-related performance has come under fire. Although many large ships burn residual fuel that no one else wants, the sector has been criticised for its emissions of SOx, NOx and particulates. For port authorities, there are many related challenges. Not only must they foot the vast bills for the expansion and upgrade of facilities, but they must also keep a weather eye on decarbonisation developments across the shipping industry generally. The requirement for greater sustainability, and more focus on environmental, societal and governance (ESG) issues affects not only their expansion projects and how they equip their new terminals, but also port operations – service vehicles, cargohandling equipment, shore-to-ship power systems, and so on. New performance criteria are not confined to shoreside activity. In port expansion projects, far greater emphasis is now placed on sustainability and ESG performance of post-project operations. Automation and digitalisation are central to these initiatives, but multimillion dollar project awards now depend as much on sustainability criteria

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issues as the traditional project metrics of price and delivery time. Factors under scrutiny in port operations include the environmental performance of tugs, pilot boats, maintenance and capital dredgers, and all other service craft. They must now demonstrate improved performance in the form of greater economy, lower emissions, less noise, and increased safety. The autonomously-operated Svitzer tug Svitzer Hermod

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Rotterdam squares up A recent example of the change in focus is the Port of Rotterdam’s Princess Amalia Harbour expansion plan. The development is the latest stage of expansion at Maasvlakte II, which will add about 4m teu to the port’s annual container capacity, an increase of close to 30%. The project, a key element of the port’s drive to raise container throughput by four million twenty-foot units annually, is likely to be completed in 2024. Environmental performance was a key criterion in the selection of a consortium comprising Hochtief, Ballast Nedam, and Van Oord, to build more than 1.8kms of new deep-sea quays, 160m of inland shipping quay, and 360 m of earthretaining walls at the Dutch port. As well as the construction of quays, which will have a height of 29 m, the work will also involve dredging of the quays to a depth of more than 20m below sea level. Mark van der Hoeven, Van Oord’s Director, Netherlands, said, “We are paying special attention to reducing emissions during the execution, for instance by using hydrotreated vegetable oil (HVO) [which] has a carbon reduction of 89% compared with diesel and has lower emission of particulates, nitrogen and sulphur. By deploying equipment powered by HVO as well as electric construction equipment, Boudewijn Siemons, COO Port of Rotterdam Authority

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we are working fully in line with the Port Authority’s ambitions to significantly reduce harmful emissions.” The Port’s Chief Operating Officer, Boudewijn Siemons, added, “We are looking forward to working with Hochtief, Ballast Nedam, and Van Oord, on the basis of the values we share with them in terms of safety and sustainability. Particularly because of e-commerce, container volumes are increasing sharply. To further strengthen out leading position as Europe’s largest container port, we are now responding to this development by investing in the further expansion of the Princess Amalia Harbour. This is an investment that will boost the competitive position of our customers and of Rotterdam.”

EHS now an essential metric The Port of Rotterdam’s initiative is by no means exceptional. The environment and emissions performance is an important measure of any port development, whether a capital-intensive expansion project, or continuous maintenance operations of channels and manoeuvring basins. On the other side of the Atlantic Ocean, the Port Authority of New York and New Jersey is also adopting a proactive strategy. The Port has chosen the Locus Platform, a software service for environment, health and safety (EHS) management and a key component of what the port describes as its “ongoing environmental stewardship and sustainable and resilient development”. Last September, the port authority announced that it would implement the Clean Construction Program (CCP) to reduce carbon emissions through the design and construction processes. The CCP involves on-site carbon emission reductions as well as limits on materials’ manufacturing and transport. Materials are recycled where possible and a minimum of 75% of concrete, asphalt and steel construction waste is diverted from landfill. The CCP is a key element of the port authority’s EHS plan which is focused on reducing greenhouse gas emissions in line with its commitment to the Paris Climate Agreement. The port is aiming to reduce its emissions by 35% by 2025 and 80% by 2050.

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Focus on dredgers Dredging is, of course, an essential activity underpinning both port and terminal development and their continuous routine operations. But it is also a carbon-intensive activity often undertaken in relatively close proximity to populous areas where air quality is a growing concern. Moreover, in the years ahead, as the world grapples with climate change and rising sea levels, demand for dredgers in offshore construction and shore defences is likely to rise substantially, and with it, a requirement for optimal emissions performance. A series of new dredgers commissioned by Jan de Nul, sets a new standard for environmental performance. The trailing suction hopper dredgers – Sanderus, Ortelius, Tristão Da Cuhna, Afonso De Albuquerque and Diogo Cão, are the first ships to be awarded ‘ultra-low emission vessel’ (ULEv) status by France’s Bureau Veritas (BV). The voluntary notation can be assigned to ships which exceed existing Marpol requirements for lowering emissions and takes into account hydrocarbons, carbon, NOx and particulate matter, including particle numbers. The Jan De Nul dredgers have two-stage catalytic filter systems and can outperform even the strictest emission restrictions, said the company, which

is also adopting 100% renewable fuel as a replacement for fossil fuel. One trailing suction hopper dredger has been operating on the fuel since the end of 2019 and Jan De Nul plans to switch other vessels to the sustainable option. The engineering company’s Head of Energy, Michel Deruyck, commented, “Air pollution is one of the biggest dangers to public health. Marine construction activities are mostly situation in the vicinity of coastlines, ports and harbours, and densely populated areas. Even if the dredging industry accounts for only 0.1% of the total emissions of global shipping traffic, we feel personally involved in this issue and regard it as one of our core missions to do something about it.” The classification society’s Vice President of Technical & Operations in the Marine and Offshore division, Laurent Leblanc, added, “Preserving our environment is nowadays at the heart of all innovation strategies, Thanks to Bureau Veritas expertise and our environmental commitment, we have pioneered the development of rules for low emission vessels and today we are very proud to accompany Jan De Nul on their sustainability journey. BV welcomes the initiative taken by Jan De Nul to make their vessels more environmentally efficient than the requirements of applicable maritime regulation.” Jan de Nul’s ULEv dredger Sanderus

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S T E N A L I N E M OV E S TO S TO C K H O L M N O RV I K P O R T Sweden’s Stena Line has moved its Nynäshamn ferry terminal to the newly built Stockholm Norvik Port. During November last year (2020) the terminal was officially opened with the first arrival of the vessel Stena Flavia. The new ferry terminal is an important part of Stena Line’s expansion plans in the Baltic Sea that includes the deployment of two new modern ferries and 30 % additional freight capacity on the Nynäshamn-Ventspils route in 2021. Stena Line is one of the world’s leading ferry companies with 18 ferry routes in Europe. Three of them are operating across the Baltic Sea. Stena Line recently announced an expansion on the Nynäshamn-Ventspils route with the deployment of two large modern ro/pax vessels during 2021, adding both freight and passenger capacity. The move to Stockholm Norvik Port strengthens this position even further. “The move to the new ferry terminal is an important part of our expansion in the Baltic Sea and enables us to continue to grow together with our

Stena Flavia’s first arrival in Stockholm Norvik Port

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customers. In January we expect the first of the two new vessels to start operating, adding another 30 % freight capacity to the route,” says Johan Edelman, Trade Director Baltic Sea North at Stena Line. Stockholm Norvik Port is a brand new ro/ro and container terminal with direct access to one of the fastest growing regions in Europe. The new modern ferry terminal will offer efficient and sustainable logistics solutions with increased capacity and warehouse cross docking facilities as well as strong intermodal connections to the rest of Sweden. “With the strategic location of Stockholm Norvik Port, state-of-the-art infrastructure and great opportunities for storage and load handling, we have created completely new prerequisites for our customers. We warmly welcome Stena Line to Stockholm Norvik Port. We are very pleased with our many years of collaboration and also that Stena Line has chosen this commitment to the Baltic Sea’s new mega-port,” says Johan Wallén, Marketing and Sales Manager at Ports of Stockholm. About the new ferry terminal • 12 hectare • 525 m quay length • 200,000 capacity units/year • 142 trailer parking lots

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• ITS - Intelligent Transport System • 4,000 kvm warehouse cross docking facilities

Since Stena Line acquired the ferry route between Nynäshamn in Sweden and Ventspils in Latvia in 2012 it has more than doubled its operations from one vessel and 10 departures/ week, to the current fixed timetable, which has two vessels and 24 departures per week. The crossing time of 8.5 hours is the fastest sea-connection between Sweden and the Baltic countries. The route is a popular choice for both transport and tourism and is a vital supply line to both the manufacturing and construction industry in Sweden.

PD PORTS SECURES SECOND WA S T E - TO - E N E R GY PROJECT FOR THE T E E S VA L L E Y PD Ports is set to bring a second waste-to-energy plant to the Tees Valley, attracting £430m of private investment and creating hundreds of new jobs. The signed agreement with Wentworth Clean Power Limited (WCP), will deliver a second advanced project, also based by Teesport Commerce Park, with an annual capacity of 250,000 tonnes of specialist feedstocks and an electrical output of up to 18MWe – enough to power over 16,000 homes in the region. The project will also generate usable heat and will offer the potential for direct heat supply to local and planned developments in the area, together with direct electrical supply. The announcement comes two weeks after PD Ports announced a £230m deal to bring a waste-toenergy plant to the region, firmly positioning the port operator, and the Tees Valley, at the forefront of the clean energy revolution. Subject to planning approval, this second project will boast a 0.12 kms2 (30-acre) footprint

and generate 250-300 full-time jobs during the construction phase and up to 50 further full-time jobs when operational, including highly skilled engineering posts. The site is expected to be fully operational in the second half of 2025. Frans Calje, CEO of PD Ports, said PD Ports is delighted to have secured both projects for the region and explained how the waste-toenergy plants align with the port operator’s decarbonisation agenda. This is fantastic news for the whole of the Tees Valley. We have secured over £600m of private investment to bring these state of the art facilities to our region that will, in turn, create jobs, boost prosperity and place us at the forefront of the net-zero agenda. “At PD Ports, we are constantly working to support sustainable practices and reduce our impact on the environment. We are committed to supporting the Government’s ‘levelling up’ agenda for the North, whilst also seeking to deliver more efficient and environmentally sustainable solutions to aid the target of net-zero carbon emissions by 2050 – these waste-toenergy projects fully support that commitment.” WCP, developers of advanced and differentiated waste-to-energy projects in the UK, together with its partners, will develop, finance and deliver both projects on Dockside Road. Philip Spanos, CEO OF WCP, said, “We are delighted to be delivering not one but two highly advanced, sustainable energy and waste management projects to the Tees Valley and look forward to playing our role, alongside PD Ports and local stakeholders, in contributing to the realisation of the immense potential of this region. WCP is working with world-class partners to bring these projects to fruition and will seek to engage fully and collaboratively with local stakeholders in all respects.” The scale and nature of this second investment means that the project is likely to be considered a Nationally Significant Infrastructure Project and various works and studies are already underway in advance of a formal planning application being submitted in the second half of next year. Leader of Redcar & Cleveland Council, Mary Lanigan, added, “This is more good news about potential major investment for our borough and it is testament to the hard work of everyone involved – as well as the fact that Redcar and VOL 39 ISSUE 4 |

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Cleveland is a fantastic place to invest and do business. “If approved, this would mean more real, high quality jobs in an industry which has a long-term future involving first-rate companies. It is good news for Redcar and Cleveland and the whole of the Tees Valley.” The scale of investments brought to the Tees Valley as a result of these two waste-to-energy projects is on par with the £635m invested in the MGT Power Station which is nearing completion at nearby Teesport. In 2020 alone, the port operator has unveiled a £9.2m bulks-handling facility as well as investing £3.36m in enhancing ro/ro facilities at Teesport and £1.35m in a new pilot vessel to service the River Tees.

TILLER TECHNICAL AND HELM O P E R AT I O N S L AU N C H E X PA N S I O N I N AU S T R A L I A N P O R T S Canada’s Helm Operations, Victoria, BC and Western Australian marine consultant Tiller Technical, Perth, WA have signed a new partnership agreement to help vessel operators digitalise their operations. As part of the partnership, Tiller Technical will use its industry expertise and local knowledge to help companies implement and use Helm CONNECT - Helm’s industry-leading harbour services and fleet management software - to modernise, digitalise, and streamline their operations. Since launching in 2016, Helm CONNECT has become the world’s fastest growing maritime software platform, now used by more than 220 companies and 4000 vessels world-wide to help manage fleet operations, including vessel 14

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PD Port’s Teesport Commerce Park

maintenance, regulatory compliance, personnel management, and vessel scheduling and billing. With Helm CONNECT already in use by many of Australia’s largest vessel operators, the partnership between Tiller Technical and Helm Operations will focus primarily on helping small and medium-sized operators take advantage of software to streamline their operations. This service is much needed as Australian operators, like their counterparts around the world, look to move to paperless systems. “While Australia’s largest operators often have full teams dedicated to implementing new systems and improving operations, many smaller operators have traditionally lacked the resources to implement new technology to the same level,” says Tiller Technical Director, Drew Pirrit. “After working closely with Helm for two years now, we’ve found that Helm CONNECT makes it possible for smaller operators to quickly and effectively implement software systems for maintenance, compliance, and complete harbour operations, bridging the gap to many larger operators.” As an active marine engineer with over 15 years of engineering and technical management experience, Drew has worked extensively with mining and offshore support fleets in the Pilbara region, helping companies set up, manage, and support new operations by focusing on fleet reliability and supply chain management. Built in part on that experience, Perth-based Tiller Technical has made its name in Australia as an engineering and operations support company offering safety system and maintenance plans for commercial vessels in line with Australian Maritime Safety Authority (AMSA) and Maritime New Zealand (MNZ) requirements. That experience was also a major draw for Helm as it

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looks to expand its operations to better support operators in Australia and New Zealand. “Over the past two years, Tiller has been an essential partner for us in helping optimise the maintenance and compliance features of Helm CONNECT, especially from the point of implementation and crew adoption,” says Nolan Barclay, CEO of Helm Operations. “Working with Tiller, we’ve seen that it’s often the small and medium operators who can benefit the most from implementing electronic systems but making software systems work well for both management and crew is a challenge that often requires on-site training and support to achieve. This partnership will make it possible for us to better support operators in Australia and New Zealand and give them the close support they need to be successful moving to newer, more modern systems.” This partnership agreement is just the start, says Drew, as Tiller looks to bring more technology to the industry in the year to come. “We see Helm CONNECT as a key platform for companies looking to optimise operations. It’s effective and powerful on its own but, through integrations with other new technology, it can

also open doors for optimising entire operations. From integrating with telematics and onboard equipment to improve reliability, to digitalising the entire harbour towage process from agent and order through billing, there is a tremendous opportunity to really drive innovation throughout the maritime sector here in Australia, as well as in New Zealand, and we’re excited to bring that to the table.”

PORT OF S O U T H A M P TO N TO OPEN NEW CRUISE TERMINAL FOR 2 0 21 S E A S O N Associated British Ports (ABP) is to open a new next-generation-ready and open access cruise terminal for the 2021 cruise season in Southampton. The fifth dedicated cruise terminal

Helm Operations and Tiller Technical have signed a new partnership agreement to help vessel operators digitalise their operations

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at the port will benefit from roof-mounted solar power and will also have Shore Power connectivity installed. This further commitment to sustainable operations at the port will enable cruise ships, with the right onboard technology, to ‘plug in’ while they are alongside. This investment of more than £55m into the long-term future of cruise will strengthen the Port of Southampton’s position as Europe’s leading cruise turn-around port and the UK’s number one departure port. In strategic partnership with MSC Cruises and Norwegian Cruise Line, the Port of Southampton’s newest terminal will support a developing industry welcoming the next generation of ships in terms of size, capacity and technology. The project has received support from the Solent Local Enterprise Partnership (LEP) through the Government’s Getting Building Fund with an £8m grant. Alastair Welch, Director of ABP Southampton, said, “We’re very pleased to announce this major advance in our cruise infrastructure at the port, delivering further access to Southampton for the

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industry, whilst supporting our commitment to accelerate improvements in local air quality. This investment is a huge vote of confidence in the future of cruise in Southampton and we’re excited to be at the forefront of a growing industry.” Councillor Christopher Hammond, Solent LEP Director and Leader of Southampton City Council added, “I am delighted to be able to announce the LEPs investment of £8m to bring forward a Fifth Cruise Terminal in Southampton. Not only will this cement our status as the home of the cruise industry, but respects our maritime heritage and underlines our commitment to a sustainable future. “Whilst both the Council and the LEP continue to work with businesses facing a very challenging winter, we are committed to ensuring we can emerge from the COVID-19 pandemic with the strongest foundations for future growth. I’m pleased that this investment joins a growing list of public and private commitments to making our city greener, fairer and healthier, whilst providing much needed jobs in our economic

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renewal.” Robert Courts MP, Minister for Maritime, Department for Transport, said, “Southampton is the heart of UK’s cruising industry and a new terminal will create even more jobs and boost the area’s economy. “As we continue to support the cruise sector in its restart and recovery, it’s great to see Government funding being used to help deliver better services for passengers. This next-generation facility also showcases to ports around the world how we’re pioneering the use of green technology right here in the UK.” Steve Moeller, Senior Vice President of Commercial Development at Norwegian Cruise Line Holdings Ltd, said, “This agreement marks the continuation of the strong partnership between Norwegian Cruise Line Holdings and the Port of Southampton and demonstrates our commitment to the region. Consistent with our commitment to driving a positive impact on society and the environment, we are pleased to further promote environmental conservancy by The projected design of the fifth cruise terminal

partnering with Associated British Ports for the new terminal that will feature Shore Power and Roof-Mounted Solar Power.” Gianni Onorato, MSC Cruises’ CEO added, “We are really proud to be further supporting the UK cruise industry at this incredibly important time for both the industry and the UK economy. At MSC Cruises we really believe in the potential of the UK cruise market and making this long-term commitment is evidence of that. “Over the last five years MSC Cruises has increased our presence in the UK & Irish markets and following a positive response from travel agents and our guests we feel now is the right time to make a more substantial commitment. We are in a unique position that not only will we be committing to having an MSC Cruises’ ship home port from Southampton every year, but several of our ships will be visiting Southampton as a destination as part of our wider cruise programme.” Meanwhile, a major project to upgrade 430 m of quayside has begun at the Port of Southampton in support of ro/ro operations and the new cruise terminal. More than 400 m of quayside – the length of four football pitches – is being upgraded to reinforce the structure and to incorporate the technology for Shore Power connectivity for cruise operations. This work is part of the port’s long-term investment plan to future-proof infrastructure for customers and port partners. Included in the work is the installation of 14 new 150-tonne bollards which will enable increased flexibility for positioning large ships at the port and further supports high and heavy cargo operations. Alastair Welch, Director of ABP Southampton, said, “We’re excited to be rebuilding the quayside for ro/ro operations and the future of cruise. This infrastructure upgrade is a significant one and not only takes us a crucial step closer to the opening of our fifth cruise terminal but also supports our High and Heavy compound. This investment into the long-term future of cruise will strengthen the Port of Southampton’s position as Europe’s leading cruise turn-around port and the UK’s number one automotive port.” The contract to undertake the work has been awarded to Hampshire-based Knights Brown.

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P O R T O F G DA N S K REPORTS INFRASTRUCTURE I M P R OV E M E N T PL AN WILL C O M P L E T E I N 2 0 21 Poland’s Port of Gdansk has announced that key projects within the largest investment programme in its history, covering €1.3bn of infrastructure investments, will be completed in 2021. Port of Gdansk President Łukasz Greinke said the improvements, which number almost 40 projects, are a giant leap forward as it seeks to establish its position as the pre-eminent Baltic port with access to a hinterland and foreland of 120m people reaching across Poland, the Czech Republic, Slovakia, Hungary, Ukraine, Belarus and Scandinavia. Mr Greinke said the investments focus on the ‘Inner Port’ and ‘Outer Port’ areas and are crucial to its ambition to compete with the deep seaports of Western Europe and grow cargo handling capacity to more than 60m tonnes within five years. He said this target remains on course after the port rebounded strongly to the COVID-19 crisis managing around 48.5m tonnes of cargo in 2020, despite the global slowdown. The robust performance means Gdansk is now officially in the top 20 biggest ports in Europe for the first time. Mr Greinke said the investments, which are in various stages of completion, are being driven by a group of public and private organisations working in partnership including the Port of Gdansk, the Maritime Office Gdynia, a Government agency managing the Gulf of Gdansk, and PKP Polskie Linie Kolejowe the Polish railway infrastructure manager, as well as businesses based in the port. He said the most important and largest investments are being 85% co-financed by the European Union through the Connecting Europe Facility (CEF) instrument. 18

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“This massive infrastructure programme sends a positive message to shipping lines, freight forwarders and businesses across our hinterland. The Port of Gdansk is investing, improving and growing. There is a passionate shared vision here to make Gdansk the ‘gateway to the Baltic’ and we are supported by a wide range of stakeholders from across Government as well as partner businesses and investors. The investments in the Inner and Outer Ports enable us to offer a faster, more efficient and more competitive service. And we have proven this year that our ability to handle all types of cargo makes us agile, resilient and highly attractive to a wide range of businesses. Our ultimate goal is to position Gdansk as a key logistics hub for countries across Central and Eastern Europe at the heart of global supply chains. The Port of Gdansk is now an important industrial centre and wholesale and distribution hub with comprehensive intermodal transport links. These investments will encourage more production companies interested in obtaining goods from the Port, such as raw materials or components for production, to invest here.” Mr Greinke said a very important investment due to complete in mid-2021 is the €163m (736m Zloty) extension and modernisation of the road and rail network at the Outer Port. “This investment will streamline transport into and out of the port,” he said. “In total it will see 7.2 kms of roads, 10 kms of new rail tracks and seven engineering structures built or rebuilt. This will make it much more efficient for rail, car and truck traffic to reach the terminals with four prime tasks carried out - the expansion of the communication system, the expansion of access to Deepwater Container Terminal (DCT) Gdansk, the largest container terminal on the Baltic Sea, the reconstruction of roads around the North Port and the construction of a parking lot for trucks.” Mr Greinke said the Inner Port investment is valued at €125m (570m Zl) and is focused on the modernisation of the fairway as well as the expansion of quays and the improvement of navigation conditions in the Inner Port. “As part of this investment, the fairway will be deepened and most of the quays will be modernised, which will improve the accessibility

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The container berth at Port of Gdansk

and safety of navigation to the inner part of the Port of Gdansk for larger ships,” he said. “After completion of the investment in the second half of 2021, the port channel will gain in width and depth allowing access to a wider range of vessels. “The expansion of the quays will further enable the extension of mooring lines. The total length of the modernised quays is almost 5 kms, and the fairway is 7 kms. The performed works concern both the reloading quays, such as - Oliwskie Quay and the OPP Quay, as well as the reconstruction of the quays which do not fulfill the reloading functions, such as: Zbożowe Quay and Wisłoujście. These are the necessary investments to allow the deepening of the fairway. Dredging works and the partial reconstruction of the quays are carried out on a section of approximately 7 kms, from the entrance heads to the inner port to the turning basin at Polski Hak, behind the Kashubian Canal.” Mr Greinke said another important investment in the Inner Port of more than €43m (196m Zl), also due to complete in the second half 2021,

is the reconstruction of the Dworzec Drzewny Quay. “After this investment, Dworzec Drzewny Quay will become a transshipment quay, enabling it to receive much larger ships bringing them right into the Inner Port,” he said. “Most of the dredging work on the fairway has already been completed. Currently, intensive work is underway on the reconstruction of the quays. A significant part of these tasks has already been performed or is in the decisive phase of implementation.”

LNG investment Mr Greinke said the investments in the Inner and Outer Ports will also help facilitate the development of plans for a floating storage and regasification unit (FSRU) LNG terminal in the Bay of Gdansk to be built in partnership between the Port of Gdansk, Gas System, Poland’s state gas pipeline operator and the Maritime Office in Gdynia. VOL 39 ISSUE 4 |

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An aerial view of the Port of Gdansk

“This very significant project moved a step closer when we signed a tripartite letter of intent with Gaz-System and the Maritime Office in Gdynia in September,” he said. “Gaz-System will play a leading role and will decide where and when to build the LNG terminal. We support this initiative because it is a completely new cargo group for the Port of Gdansk and it can help us become one of the biggest ports in Europe generating millions of tonnes of LNG for reloading having a direct impact on increasing the number of transhipment operations within the port. It is also going to be a great opportunity for a range of businesses and organisations in the region, which will be able to source the raw material for their own processes through our port. The greatest advantage of the project is efficiency, because regasification of 1 m3 of LNG creates 20

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600 m3 of gaseous product. Our joint investment will contribute to the energy independence of our country. It should also be added that in our region, this type of regasification unit, called ‘Independence’ has been already successfully used since 2014 by Lithuanians at the Port of Klaipeda.” The Port of Gdansk reported in November it had handled 36.2m tonnes in the first three quarters of the year to September and was on course to handle the same amount of cargo it did in 2018 and just under 52.2m tonnes it managed in 2019. The port said the strong tonnage levels are testament to its agile set-up and infrastructure which enables it to transport cargo of all types adapting to changing market conditions. This includes imports of ore which have soared by

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6,344% to September and grain volumes which have spiked by 174% while other bulk cargos are up by nearly a quarter. The three cargo types have picked up the slack of reduced demand for fuel and coal across the port’s hinterland and foreland. The port reported that DCT Gdansk, as with many container ports, had seen a dip in container volume in 2020 but remains in a strong position as the only port on the Baltic capable of receiving direct calls from Asia, including from the biggest ships in the world. Major shipping lines operating regular calls to Gdansk include the Ocean Alliance, 2M as well as offering short sea connections to key trading areas like Scandinavia and the UK with Maersk, MSC, CMA, Cosco.

Port of Gdansk President Łukasz Greinke

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Immingham’s new S2S Cranes

H U M B E R C O N TA I N E R T E R M I N A L S O P E N NEW £50M INVESTMENT ABP Humber has announced the completion of the £50m investment in their Humber Container Terminal. The investment has seen a reduction in carbon, increased capacity and a more efficient service for customers old and new. The Humber’s prime location on the East Coast was already a popular option for international businesses, but the expansion has seen growth in new customers and new sailing routes. The £50m investment is split between two sites, Hull and Immingham. In 2018, the container terminal in Hull expanded which saw sailings increase from five to 15/week in a short space of time, adding new destinations as partners. The £33m upgrade and improvement programme at Immingham Container Terminal has future proofed the terminal, extended its footprint, maximised efficiencies and improved the service to customers. Within a year, two new ship-to-shore cranes worth £11.5m arrived, six electric rubber tyre gantry cranes worth £7m, a 22

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safer car park was upgraded, and security gates were completely replaced for the increased traffic at the terminal. The electric rubber tyre gantry cranes that arrived a year ago have reduced fuel consumption by 95% and will therefore complement ABP’s efforts to reduce emissions. A recent academic study has shown that by moving cargo from southern ports to the Humber, businesses can save thousands of tonnes of CO2 every year, by enabling traders to reduce journey times by bringing cargoes closer to their final destinations in the North of England and the Midlands. Simon Bird, Regional Director for ABP Humber, said, “A huge congratulations to our partners and colleagues who have completed the investment during a pandemic. It’s been a challenging year, but our teams have worked hard in keeping Britain trading. The investment in the Humber Container Terminal is a great enabler for businesses to grow in the North and

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reduce their carbon emissions and therefore save money. We have already seen new customers choose to bring containers to the Humber as a result, and with more growth expected this could really help customers achieve their carbon reduction ambitions as well as save them time and money.” These expansions mean that the Humber now has the best equipped and located container port offer for retailers and suppliers to access their goods across the Midlands and the North of England. In addition, the Humber offers excellent road and rail access, providing customers with swift and efficient transport of cargo to major distribution hubs and centres of production in Britain. There are high frequency services that connect the Ports to EU, The Baltics and Scandinavia, and are connected to base ports via feeders, linking with the global trades. ABP Humber are dedicated in Keeping Britain Trading, these investments help customers save money, time and carbon.

PORT OF F E L I X S TOW E R O / RO UPGRADE COMPLETE Work to allow Hutchison Ports Port of Felixstowe to accommodate larger ro/ro vessels and improve the efficiency of vessel operations has been completed. The upgrade to facilities at the port includes the lengthening of No.3 ro/ro berth and the replacement of the previous hydraulic ramp at No.4 ro/ro berth with a larger floating linkspan. Commenting on the improvements, Chris Lewis, Chief Executive Officer at the Port of Felixstowe, said, “The completion of this upgrade is well-timed. After an initial dip following the end of the Brexit transition period, ro/ro volumes have been increasing in recent weeks and we are seeing certain flows switching to Felixstowe as a result of new import requirements. The new ro/

ro ramp complements earlier work to increase the number of trailer parking bays at the port and boosts the capability of our ro/ro operations.” Although best known as a container port, the Port of Felixstowe is also one of the East Coast’s major ro/ro ports. It handles predominantly unaccompanied trailer trade with Europe via the Netherlands. Ferry company DFDS operate three sailings per day to Vlaardingen in Rotterdam using vessels of 190-250 trailer capacity. Mark Woodard, DFDS General Manager Felixstowe, added, “We are delighted with the outcome of these works. Unaccompanied trailer traffic is becoming ever more costeffective for traders. We expect to see a further increase in demand as heavy goods driver shortages intensify and full import controls are implemented on goods from the EU from July 1st. The improved facilities give us greater flexibility in vessel deployment and will improve the reliability and consistency of service on the route.” The Port of Felixstowe, with Hutchison Ports Harwich International, Harwich Haven Authority and a number of local councils and local enterprise partnerships has recently submitted a bid for freeport status. Freeport East will offer a unique inward investment opportunity for companies looking for a base from which to take advantage of the range of shipping connections linking the deep-sea container traffic at Felixstowe with European ro/ro services from Felixstowe and Harwich. Part of the Felixstowe upgrade

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NEW VESSELS

NEW DREDGERS JOIN T H E JA N D E N U L F L E E T Singapore’s Keppel Offshore & Marine has delivered the 6,000 m3 TSHD Ortelius to Belgium’s Jan De Nul Group. This vessel is an identical copy of the UltraLow Emission vessel Sanderus, in service since February 2020 and recently at work on the River Scheldt in Belgium. The Ortelius is the fifth dredger delivered by Keppel O&M to Jan De Nul, following the delivery of three 3,500 m3 TSHD and one 6,000 m3 TSHD, the Sanderus. All five are Ultra-Low Emission vessels (ULEv), equipped with a twostage catalytic filter system. Singapore’s Keppel Offshore & Marine has delivered the 6,000 m3 TSHD Ortelius to Belgium’s Jan De Nul Group. This vessel is an identical copy of the UltraLow Emission vessel Sanderus, in service since February 2020 and recently at work on the River Scheldt in Belgium. The Ortelius is the fifth dredger delivered by Keppel O&M to Jan De Nul, following the delivery of three 3,500

m3 TSHD and one 6,000 m3 TSHD, the Sanderus. All five are Ultra-Low Emission vessels (ULEv), equipped with a twostage catalytic filter system. Built to the requirements of the EU Stage V and IMO’s Tier III regulations, Ortelius is diesel-electric driven and able to dredge to a maximum depth of 35 m. It features a shallow draught, is highly manoeuvrable, and suitable for working in confined areas. Robby De Backer, Director of the Newbuilding Department of Jan De Nul Group, said, “Ortelius, like all our new dredgers, showcases the capabilities of dredging at the lowest levels of emissions to date. Our teams worked closely with the Keppel teams to overcome the challenges caused by COVID-19 and expedite the delivery of Ortelius. We are proud to partner with industry leader Keppel, who has, through their engineering expertise and excellent service, provided assurance in the safe delivery of high-quality vessels.” Tan Leong Peng, Managing Director (New Builds) of Keppel O&M added, “The delivery of a fifth dredger is testament to Keppel O&M’s newbuild capabilities and technological expertise. Our partnership with Jan De Nul has

Jan de Nul’s TSHD Ortelius 24

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Jan de Nul’s new CSD Willem van Rubroeck

delivered by Keppel O&M to Jan De Nul, following the delivery of three 3,500 m3 TSHD and one 6,000 m3 TSHD, the Sanderus. All five are UltraLow Emission vessels (ULEv), equipped with a two-stage catalytic filter system. Built to the requirements of the EU Stage V and IMO’s Tier III regulations, Ortelius is dieselelectric driven and able to dredge to a maximum depth of 35 m. It features a shallow draught, is highly manoeuvrable, and suitable for working in confined areas. Robby De Backer, Director of the Newbuilding Department of Jan De Nul Group, said, “Ortelius, like all our new dredgers, showcases the capabilities of dredging at the lowest levels of emissions to date. Our teams worked closely with the Keppel teams to overcome the challenges caused by COVID-19 and expedite the delivery of Ortelius. We are proud to partner with industry leader Keppel, who has, through their engineering expertise and excellent service, provided assurance in the safe delivery of highquality vessels.” Tan Leong Peng, Managing Director (New Builds) of Keppel O&M added, “The delivery of a fifth dredger is testament to Keppel O&M’s newbuild capabilities and technological expertise. Our partnership with Jan De Nul has grown from strength to strength, and we were able to deliver all five Ultra-Low Emission dredgers to them safely and efficiently as a result of a holistic construction methodology. In dealing with COVID-19, we have put in place safe management measures, optimised operations and diversified our supply chain network, enabling us to catch up on work in a safe and efficient manner.”

Internal combustion engines without posttreatment emit air pollution affecting both climate and air quality. Air pollution and particulate matter damage our health and also have a direct impact on our living environment. With its Ultra-Low Emission vessels, Jan De Nul Group aims for much better air quality. These vessels are equipped with a catalyst that renders nitrogen oxides harmless and with a soot filter blocking the finest particles. Several of these pollutants also affect our climate so that the post-treatment also ensures a reduction of greenhouse gases. Meanwhile, the brand-new dredger Willem van Rubroeck docked in the Port of Ghent recently. This powerful CSD, the largest in the Jan de Nul fleet, has a total installed power of 40,975 kW, three dredging pumps of 8,500 kW each, a cutter capacity of 8,500 kW and an operational working depth up to 45 m. The Willem van Rubroeck is built to dredge in very hard rocky soil, and thanks to her size, this vessel can cope with more difficult conditions, such as higher waves and more challenging weather conditions. The dredger was built in Poland’s Remontowa Shipyard, Gdansk After recent successful sea trials, the China’s Cosco Shipyard was able to deliver the TSHD Galileo Galilei earlier this year. This dredger has a hopper capacity of 18,000 m³ and joins Jan de Nul’s medium-sized hopper dredgers. A special feature of this vessel and unique in the hopper fleet is that she has two separated hoppers onboard. This allows the dredged material to be spread evenly over both hoppers, thus optimally controlling the load and the draught. VOL 39 ISSUE 4 |

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CONSTRUCTION BEGINS OF LES ALIZÉS Jan De Nul recently began the construction of its 5,000 tonnes crane vessel Les Alizés at China’s China Merchants Heavy Industry (Jiangsu). After 13 months of preparation, designing and planning, the project teams of both the shipyard and Jan De Nul Group are happy to reach this first important milestone. Les Alizés will mainly be used for the construction of offshore windfarms, but with her powerful crane, she is also extremely suitable for decommissioning offshore oil and gas platforms. Thanks to her dimensions and impressive lifting and loading capacities, Les Alizés will be able to load out, transport and install multiple units of the largest and heaviest wind turbine foundations. In addition, as a crane vessel that floats, it will be able to install heavier and larger foundations into deeper waters and in more challenging seabed conditions. 26

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The steel-cutting ceremony of the Les Alizés

The vessel is specifically designed for loading, transporting, lifting and installing offshore wind turbine foundations. The main features are a main crane of 5,000 tonnes, a deck loading capacity of 61,000 tonnes and a deck space of 9,300 m². With these characteristics, she can easily transport the heavier future foundations, several in one trip, to the offshore installation site, with direct benefits in planning, fuel consumption and emissions reduction. Unlike Jan De Nul’s other offshore installation vessel under construction Voltaire - Les Alizés does not have four legs to lift itself above the sea surface. It is a crane vessel for floating installation, which means that the vessel is not dependent on the water depths and the seabed conditions. She is equipped with a high-performance DP2 system. Les Alizés will be equipped with an exhaust gas filtering technology that complies with the strict European EURO STAGE V guidelines for emissions on land and inland waterways. This highly advanced dual exhaust filter system removes up to 99% of nanoparticles from emissions using a diesel particulate filter (DPF) followed by selective catalytic reduction system (SCR) for NOx removal. Additionally, the crane vessel will be fitted with

PORT ENGINEERING MANAGEMENT NEW VESSELS

an Energy Storage System (ESS), forming a hybrid setup together with the main diesel engines. This ESS will compensate power peaks on the main engines and recover energy from the heavy lift crane, resulting in optimised engine operation and less fuel consumption and emissions. And finally, Les Alizés will have a Cleanship NDO7 label and a Green Passport EU label. The Cleanship label confirms that the vessel checks and minimises the waste water and all other residual waste. The second Green Passport label means that all materials and hazardous substances are mapped out during the construction phase, in order to facilitate the recycling of the vessel when decommissioned. Both certificates are issued by a specialised external agency.

VA N O O R D O R D E R S GREEN CABLEL AY I N G V E S S E L Holland’s Van Oord has ordered a next-generation custom-built green cable-laying vessel. The vessel will be delivered from Norway’s VARD and equipped with the latest sustainable technologies. The vessel will be fully operational in 2023. This investment is part of Van Oord’s strategy to strengthen its leading position in the growing

offshore wind market. Van Oord has a leading role in the laying and burying of offshore wind power cables. It highlights Van Oord’s drive to continuously reinforce its market position by investing in state-of-the-art sustainable technology. Van Oord has a dedicated cable unit to support all its cable projects. The new vessel has been designed with the latest sustainable technologies in order to reduce the carbon footprint during operations and port standby. Apart from the possibility to run on bio fuel, this hybrid vessel has future fuel ready engines with built-in flexibility to anticipate e-fuels. It will have a large battery pack, a shore supply connection and a state-of-the-art energy management system. This sustainable set-up will result in a more energy-efficient vessel in order to reduce CO2, NOx and SOx emissions. “Van Oord is committed to reducing CO2 emissions to become carbon-neutral by 2050, in line with the Paris Agreement. This investment emphasises our commitment to net-zero emissions,” said Pieter van Oord, CEO of Van Oord. Alberto Maestrini, CEO of VARD added, “We highly appreciate the close and excellent co-operation that has been established between Van Oord and VARD’s project teams to enable this innovative vessel within the renewable segment. Our ambition is to contribute to our customers’ achievements, through environmentally friendly vessels and technological solutions focusing on safety, sustainability and efficiency performance, An artist’s impression of Van Oord’s green cable-laying vessel

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and we are looking forward to developing this cable-layer together with Van Oord.” The new DP2 vessel will be equipped with a below-deck cable carousel and a second carousel on deck, with total cable-carrying capacity of 8,000 tonnes. The vessel will mainly be deployed on inter-array grid and export cables of offshore wind projects. The vessel is also able to install High Voltage Direct Current cables. Van Oord’s highly innovative cable trenchers can also be operated from this vessel. This new vessel is Van Oord second cable-laying vessel in addition to the Nexus. Its intelligent cable lay control system will be a further evolution from Nexus. It measures 130 m in length and 28 m across the beam and will be Dutch flagged.

VA R D O N C E AGA I N P R OV E S WO R T H Y OF TRUST Norway’s VARD has also announced that France’s Orange Marine has again selected ship design from VARD’s extensive design portfolio when expanding their fleet of cable ships. This time specifically designed to its purpose of fibre-optic cable repair. VARD and Orange Marine’s co-operation goes back to 2012 when VARD was selected for the design and construction of its cable laying and repair vessel of VARD 9 01 design Pierre de Fermat. Orange Marine has now, for the second time, chosen VARD as its preferred ship design when adding a cable repair vessel of VARD 9 03 design to its fleet. The vessel will be built by Colombo Dockyard which has experience from building the cable laying and repair vessel of VARD 9 01 design KDDI Cable Infinity in 2019 for Japan’s Kokusai Cable Ship. The VARD 9 03 design for Orange Marine is specially designed for the maintenance of submarine cables, both fibre-optic telecommunication cables and inter-array power cables used in offshore windfarms. VARD has developed the vessel design according to the clients operating requirements with special attention to the vessel 28

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hull design in terms of good sea-keeping capabilities and low fuel consumption. Together with its capable manoeuvrability it is a truly specialised tool for the repair market. VARD is continuously expanding the portfolio for power- and telecom cable laying and repair vessels and developing in-house competence and experience within this segment, working with significant companies in the industry. Currently VARD has two power cable laying vessels under construction. The VARD 9 04 design for Prysmian, and the recently signed contract for the VARD 9 02 design for Van Oord. The experience also includes design and construction from 2011 of the offshore construction and cable laying vessel Connector now owned by Jan De Nul, and the inter-array cable laying vessel of VARD 9 01 design - Seaway Aimery built at Remontowa Shipyard for Siem Offshore in 2016, in addition to the fibre-optic cable laying vessels Pierre de Fermat and KDDI Cable Infinity. Fredrik Hessen, General Manager of Business Unit Offshore and Specialised vessels says, “We highly appreciate the close co-operation between Orange Marine, Colombo Dockyard and VARD to enable another innovative vessel design within the fibre-optic cable ship segment.” Cable repair vessel design for Orange Marine

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A B S TO C L A S S F I R S T J O N E S AC T W I N D FA R M S OV AND W TIV The first US-flagged Jones Act offshore windfarm SOV ever ordered will be built to ABS Class. The SOV will be engineered, constructed and operated by Edison Chouest Offshore (ECO) for longterm charter to service the planned Revolution Wind, South Fork Wind and Sunrise Wind offshore windfarms in the northeast US. “ABS’ unique understanding of the US regulatory environment and our industry-leading offshore experience means we are uniquely well placed to support projects such as this. We are fully committed to supporting development of the US offshore wind industry and proud to be part of this initiative, which will play a key role in delivering its exciting potential,” said Matt Tremblay, ABS Senior Vice President, Global Offshore. Gary Chouest, ECO President & CEO, said, “We are unique in the U.S. offshore marine vessel

industry with our own in-house design and engineering group, our own shipyards, and a wealth of expertise in the offshore industry. This puts us in an industry-leading position as the only US company capable of fully engineering, constructing and operating specialised vessels for this market. ECO put the first deep water support vessel in the Brazil offshore market with the Damon Chouest in 1991. ECO put the first purpose designed and built deep water support vessel in the Gulf of Mexico with the Amy Chouest in 1992. And now ECO will again be first by placing the first SOV in the US windfarm market.” The 80 m-long vessel, which will be capable of housing 70 passengers/wind turbine technicians, will operate on diesel electric power meeting EPA Tier 4 emission standards and will feature proprietary ECO Variable Frequency Drive to substantially reduce fuel consumption and greenhouse gas emissions. Meanwhile, the first ever Jones Act compliant offshore wind turbine installation vessel (WTIV) will be built to ABS Class. Now under construction by Keppel AmFELS, which is also undertaking the engineering and procurement for Dominion Energy, the 144 m vessel is designed by GustoMSC to handle turbine sizes of 12 MW or larger and will also be capable of the installation of foundations for turbines and other heavy lifts. To be named Charybdis, the vessel will have accommodation for up to 119 crew and windfarm technicians. Seajacks will assist Dominion Energy with construction and operations oversight. “ABS is the ideal partner for a highly specialised wind turbine installation vessel such as this for the US market. Our extensive knowledge of US regulations combined with offshore industry leadership means we are uniquely equipped to support this project and a range of other innovative vessels now being commissioned for US windfarms,” said Matt Tremblay, ABS Senior Vice President, Global Offshore. Mohamed Sahlan, President of Keppel AmFELS, said, “We are pleased to be able to build the largest wind turbine installation vessel in the US for Dominion Energy and support the growing offshore wind industry. Keppel AmFELS has a solid track record and capabilities in a wide range of offshore vessels and we are also able to leverage the experience of our parent company, VOL 39 ISSUE 4 |

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The first ever Jones Act compliant WTIV will be built to ABS Class

Keppel Offshore & Marine, in offshore renewables to provide a compelling construction solution for this milestone project.” “Dominion Energy is proud to be leading a consortium of respected industry participants in the construction of the first Jones Act compliant offshore wind turbine installation vessel, which will provide significant American jobs, and provide a reliable, home-grown installation solution with the capacity to handle the next generation of large-scale, highly-efficient turbine technologies,” said Mark D. Mitchell, Senior Vice President of Project Construction. “This will better enable the offshore wind industry to bring clean, renewable energy to customers in the US.” Seajacks Chief Executive Blair Ainslie added, “This next-generation turbine installation jack-up vessel is vital to the safe and cost-effective deployment of offshore wind energy in the US. Seajacks operates a fleet of offshore installation jack-ups in Europe and Asia and is looking forward to developing the offshore wind supply chain in the US with our partners.” 30

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HUISMAN SIGNS LO I F O R D E L I V E RY O F 2 , 6 0 0 TO N N E LEG ENCIRCLING CRANE Holland’s Huisman, Rotterdam, has announced that it has signed a Letter of Intent (LOI) with Yantai CIMC Raffles Offshore for the delivery of a 2,600 tonne capacity Leg Encircling Crane (LEC) for OIM Wind’s BT-220IU Wind Installation Unit. The LOI includes the option for the delivery of a LEC for a second installation unit. In order to be deployed for offshore wind installation, the crane setup of the BT-220IU unit has been optimised. With its 140 m long boom and 2,600 tonne lifting capacity, the new Leg

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Encircling Crane enables OIM Wind to install the next and future generation’s wind turbine generators and foundations safely and efficiently. In highest position, the crane’s main hoist is capable of lifting the maximum load of 2,600 tonne with a hook height of approximately 165 m above main deck level. For this project, Huisman will implement the same robust and proven technology on drive systems and slewing bearings as used for the LECs that the company has been delivering to the offshore wind market over the past years, e.g. to installation vessels Seajacks’ Scylla and Van Oord’s Aeolus. Huisman LECs are characterised by their lightweight, yet robust crane designs, with a high level of reliability, positioning accuracy and energy efficiency. The BT-220IU Wind Installation Unit has been designed by CIMC’s engineering office in Yantai, P.R. of China, and its subsidiary Bass Tech AB, Sweden, based on technical input and market knowledge from OIM Wind Ltd. The crane for the first unit will be built at the Huisman production facility in Xiamen, P.R. of China. Huisman will de-

ploy its Skyhook Crane for the installation of the LEC along its quayside, scheduled for late 2022. Oddgeir Indrestrand, OIM’s Founder, President and CEO, “OIM have been working closely with Huisman over a long period, and we are very pleased to install Huisman’s ‘state-of-the-art’ 2,600 m Leg Encircling Crane, and more of their products aboard our upcoming newbuilds.” David Roodenburg, CEO at Huisman said, “Huisman is excited to build upon the relationship with CIMC and OIM to deliver this Leg Encircling Crane and support the development of sustainable offshore wind projects. We have great respect for their entrepreneurship and are very proud to be participating in their ambitions for the future.” Meanwhile, Huisman has also announced the signing of a contract with Keppel AmFELS for the delivery of a Leg Encircling Crane (LEC) for Dominion Energy’s Wind Turbine Installation Vessel (WTIV), Charybdis. With a 2,200 tonne lifting capacity, its lightweight design, 130 m long boom but yet compact house, this crane is unique and ideal for the

Huisman Leg Encircling Crane

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installation of next generation offshore wind turbines and foundations. The Huisman crane will ensure that Dominion Energy’s Charybdis will be fit-for-purpose for the installation of largescale offshore wind developments in the US With several gigawatts of offshore wind capacity to be installed along the East Coast in the next decade, access to Jones Act compliant offshore wind turbine installation vessels is of strategic importance to the American offshore wind market. For this project, Huisman will implement the same robust and proven technology used for the LEC for Seajacks’ offshore wind installation vessel Scylla. The crane is scheduled for delivery in 2023, with Huisman North America, based in Rosenberg (Texas), planning to commission and test it at the Keppel AmFELS yard in Brownsville (Texas). Mark D. Mitchell, Senior Vice President, Project Construction at Dominion Energy, said, “A Jones Act compliant offshore wind installation vessel is vital for the continued growth of the US offshore wind industry. Huisman is a global leader and brings years of experience to this venture and will further enable the offshore wind industry to bring clean, renewable energy to customers in the US.” David Roodenburg added, “We are grateful for the trust Dominion Energy has shown in Huisman and are proud to be part of a driving force in energy transition in the U.S. We look forward to co-operating with Dominion Energy, Keppel AmFELS and Seajacks to deliver this state-of-the-art crane, using our extensive experience in designing and building large capacity cranes for the offshore wind market. We are aware of the challenges involved in making such an investment during COVID-19 times without there being an opportunity for personal interaction during finalisation of the contractual agreement and start-up of the project itself, which is why we appreciate Dominion’s confidence even more.” Features & benefits of the Huisman Leg Encircling Crane: • A fully electrically driven system, resulting in high positioning accuracy, efficient energy use, reduced maintenance and high reliability. • In-house developed slew bearing system, providing highly reliable and accurate positioning of the crane.

ESVAGT Schelde doing a test run on the Sognefjord.

• A unique Lambda boom design ensuring a lightweight and stiff design. • Stiff construction of the Lambda shaped boom leading to reduced motion at the crane tip. • Small tail swing allowing for optimised utilisation of free deck space.

FIRST IN A NEW L I N E O F W I N D FA R M S E RV I C E V E S S E L S F R O M H AV YA R D Norway’s New Havyard Ship Technology, Leirvik recently handed over yet another windfarm service vessel to Denmark’s ESVAGT. The ship is vessel No. 4 and design No 8 in the long-term collaboration between ESVAGT and Havyard, the first company to offer special designs for offshore

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wind vessels and now also the company behind a long line of world-leading windfarm service vessels. The vessel that was handed over on Friday is the last in a record series, but also the first in a new series to be delivered to ESVAGT. While the first vessel has been completed, work is well under way on the second vessel, and the third is being towed to the yard in Leirvik, scheduled for arrival early next year. The work of fitting out the vessel faced some extra challenges due to COVID-19, but Project Manager Jan-André Førde Systad at New Havyard Ship Technology says that the co-operation with ESVAGT has been excellent this time as well. “ESVAGT is a good customer that we have worked with for a long time. We know their systems and their expectations, so the ship we’re handing over is a very good one. Now we’re looking forward to starting work on the next vessel.” Major investments are expected to be made in offshore wind all over the world. In addition, more offshore wind parks are now being placed further away from the coast, which means the industry will need specialised service vessels. To accommodate this market, Havyard has used several of the group’s companies to develop and deliver HAVYARD 831L SOV, which provides customers with vessels that score high on envi-

ronmental, safety and financial criteria. Havyard Design & Solutions has used the tools available in the Havyard laboratory, such as digital twin ships and a virtual ocean, to develop vessels with optimal positioning qualities and excellent seaworthiness – important qualities to ensure the operability of the offshore windfarms. This way, the shipping company and the client receive vessels tailored for the assignment in question, with optimum energy efficiency and reliability. Gisle Vinjevoll Thrane, Vice President Sales at Havyard Design & Solutions, also emphasises the combination of Havyard design and ESVAGT’s own transfer vessel design. “This line of windfarm service vessels is a good example of the result of team efforts. Through our long-standing, close co-operation with ESVAGT, we have gotten to know each other and built trust. That means we can also challenge each other and build ships that are in high demand in the market.” Norwegian Electric Systems has delivered the energy design, control systems and complete propulsion system for the vessel. New Havyard Ship Technology, on its part, has fitted out, tested and completed the vessel, which will now be sent to Belgium where equipment will be brought onboard to prepare the vessel for assignments on the field already before the turn of the year. VOL 39 ISSUE 4 |

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EMISSIONS

JA N D E N U L V E S S E L S F I R S T TO R E C E I V E N E W BV U LT R A - LOW E M I S S I O N S N OTAT I O N

France’s Bureau Veritas (BV has developed a new notation to recognise the performance of ultralow emission vessels (ULEVs). Jan De Nul Group’s newest TSHDs – Sanderus,

Ortelius, Tristao de Cunha, Afonso de Albuquerque and Diogo Cao, have now

become the first ships to receive this recognition. The Jan De Nul dredgers are specifically designed for ultra-low emissions, including installation of a two-stage catalytic filter system, and can outperform the most stringent low emissions operational policies. The ULEV notation is BV’s newest recognition for ultra-low emission vessels. It can be assigned to ships that exceed existing MARPOL requirements for lowering pollutant emissions. The voluntary notation accounts for air quality, including hydrocarbons, carbon, NOx, and particulate matter, as well as particle numbers. For shipowners looking to distinguish their fleets, the ULEV notation helps demonstrate a real and significant commitment to environmental protection. Laurent Leblanc, Senior Vice President Technical & Operations at BV Marine & Offshore commented, “Preserving our environment is nowadays at the heart of all innovation strategies. Thanks to BV’s expertise and our environmental commitment, we have pioneered the development of rules for low-emission vessels and today we are very proud to accompany Jan De Nul on their sustainability journey. BV welcomes the initiative taken by Jan De Nul to make their vessels more environmentally

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efficient than the requirements of applicable maritime regulation. BV is proud to support and work with shipowners on their sustainability journey.” Patrick Jan, Product Manager at BV Marine & Offshore, explained, “The BV additional class notation ULEV (for Ultra-Low Emission Vessel) is the most advanced set of requirements regarding the capacity of a ship to emit gaseous pollutants and particular pollutants at a very low level. It is certainly a significant milestone on the path to reducing maritime environmental impact.” As well as design solutions, Jan De Nul Group is adopting 100% renewable fuel, as a certified sustainable substitute for fossil fuel made from waste flows. Since the end of 2019, its first TSHD in Zeebrugge has been operating on 100% biofuel. Jan De Nul Group is considering this switch for other dredging vessels. Michel Deruyck, Head of Energy at Jan De Nul Group reflected, “Air pollution is one of the biggest dangers to public health. Marine construction activities are mostly situated in the vicinity of coastlines, ports and harbours, and densely populated areas. Even if the dredging industry accounts for only 0.1% of the total emission of global shipping traffic, we feel personally involved in this issue and regard it as one of our core missions to do something about it. “Jan De Nul focuses on minimalising the footprint of its maritime activities Jan De Nul Group’s newest TSHDs have now become the first ships to receive the BV notation

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on ambient air quality and climate, and therefore designs its latest vessels fitted with a highly advanced exhaust gas filtering system by means of a Selective Catalytic Reduction (SCR) system and a Diesel Particulate Filter (DPF). This new notation demonstrates our commitment to a cleaner, greener shipping sector.” First published in 2019, BV developed the ULEV notation by carefully adapting the European Commission’s Stage V policy for emissions reduction to the specific needs of sea-going vessels. Originally developed for internal combustion engines for non-road mobile machinery – including inland vessels – BV’s experts have reworked the existing requirements to develop an exacting set of standards for seagoing ships. Jan De Nul’s new dredgers reflect a commitment to focus on air quality and minimisation of their operational impact.

BAKKER SLIEDRECHT S TA R T S R E S E A R C H F O R VA N O O R D Holland’s Bakker Sliedrecht, Rotterdam, has started research to determine whether biodegradable oil can be used in the submersible motors that the company has supplied for equipment of Van Oord. If this is applicable, the international marine contractor wants to use this type of oil on more of its vessels. Regulations for the use of oil are becoming stricter, because leaks can have major consequences for the environment. In various parts of the world, such as the polar regions and Australia, the use of biodegradable oil is even mandatory. Bakker Sliedrecht, together with partner INDAR, has developed its own electric submersible motor, which allow dredgers to operate at depths up to 250 m, despite harsh conditions. By now, 200 dredgers have been equipped with this type of motor, including several vessels of Van Oord. Electric motors contain up to 1,000 litres of oil for cooling and for balancing pressure levels when working at depth. “Van Oord wants to know whether biodegradable oil can also be

used in the submersible motors that we have supplied and will supply in the future. They already have positive experiences with this in other underwater applications,” said Account Manager Wim Verlek and Proposal Manager Marcel Bakker of Bakker Sliedrecht. “We have never had a major leak with our submersible motors, where correct maintenance of the motor is an important aspect. You want to prevent environmental damage in vulnerable areas. The risk of such a catastrophe is very small, but it can never be ruled out.” The research will be carried out in three steps. First, the electrical and physical properties of the biodegradable oil are examined in the laboratory and compared with the current oil. They must not differ too much from each other and the properties must remain within a certain range. In the next phase, various parts of the underwater motor are exposed to the new oil. The samples of windings, internal coating, cable insulation and other materials are immersed for several months in biodegradable oil that is heated to operating temperature. It is then determined whether the deviation is acceptable. In the third phase, the rubber O-rings and Simmerings get checked whether they are resistant to the new oil. If not, they can be possibly replaced by a different kind of rubber. After the investigation, Bakker Sliedrecht writes a report with recommendations and conclusions. If all tests are positive, a pilot will be conducted Bakker Sliedrecht has started research to determine whether biodegradable oil can be used in the submersible motors

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in which the biodegradable oil is actually used in the underwater motor of a trailing suction hopper dredger. The research is part of Bakker Sliedrecht’s innovation programme, which also includes the deployment of Condition Based Monitoring and Maintenance. other materials are immersed for several months in biodegradable oil that is heated to operating temperature. It is then determined whether the deviation is acceptable. In the third phase, the rubber O-rings and Simmerings get checked whether they are resistant to the new oil. If not, they can be possibly replaced by a different kind of rubber. After the investigation, Bakker Sliedrecht writes a report with recommendations and conclusions. If all tests are positive, a pilot will be conducted in which the biodegradable oil is actually used in the underwater motor of a trailing suction hopper dredger. The research is part of Bakker Sliedrecht’s innovation programme, which also includes the deployment of Condition Based Monitoring and Maintenance.

WÄ R T S I L Ä TO S U P P O R T DENMARK’S FOSSILFREE AMBITION Wärtsilä will supply two large-scale biogas upgrading plants to different locations in Denmark. The order was placed by Nature Energy, the world’s leading biomethane company. By injecting biomethane - the end product of upgraded biogas - to the gas grid, Denmark will be taking an important step towards its stated ambition of becoming a climate neutral and fossil-free nation. The agreement with Wärtsilä dates back to early 2019, but the project was delayed because of permit applications. Production of the upgrading unit has been initiated in the fourth quarter of 2020, when also the orders were included in Wärtsilä’s order book. Biogas is produced primarily from waste prod-

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ucts, such as manure and food waste. When upgraded to biomethane, it can be utilised in the same way as natural gas for heat, powering industrial processes, and as transport fuel. It is a renewable energy solution since the remaining digestate can be sold as bio-fertiliser. Currently biomethane accounts for approximately 20% of Denmark’s gas consumption, and the aim is for the grid to become totally green by 2035. “Wärtsilä Biogas Solutions is a market leader offering innovative systems and lifecycle solutions to the gas value chain. Our biogas upgrading plants are based on Wärtsilä’s Puregas CA technology, an amine scrubber process featuring the lowest operating costs. We have enjoyed a long and constructive relationship with Nature Energy, and are proud to have again been chosen for these latest projects,” commented Arne Jakobsen, General Manager, Biogas Solutions at Wärtsilä Gas Solutions. “The amine scrubber technology is both robust and reliable, providing very low methane slip and cost-effective operating performance. We have worked often with Wärtsilä and are confident, therefore, that the plants will be completed on time and will operate with the usual efficiency,” said Jesper Bundgaard, Executive Vice President at Nature Energy. The two plants are to be installed in the towns of Kvaers and Kong, with each plant upgrading more than 40m Nm3 of biogas each year. This will deliver some 470 GW/hr of green gas energy, equivalent to providing the fuel for more than 45,000 cars. It is expected that the plants will begin injecting biomethane to the Danish gas grid in 2022.

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VA N O O R D P R E S E N T S C L I M AT E R I S K OV E RV I E W Holland’s Van Oord has launched the Climate Risk Overview, a global online tool that combines multiple data layers and enables users to identify the world’s most-at-risk coastal areas. The tool is in the public domain and anyone can use it. Van Oord unveiled the new tool during the international Climate Adaptation Summit (CAS) 2021. The Climate Risk Overview is the result of collaboration between Van Oord and the Global Centre on Adaptation. The launch has therefore preceded the ‘official handover’ to co-chair Ban Ki-moon, who will come to the Netherlands later this year. Van Oord is using the tool to drive discussion of knowledge-sharing, public-private partnerships and mobilisation of the necessary financing to deliver solutions to vulnerable areas. The Climate Risk Overview is an online tool that visualises on a map a combination of key parameters, including populations, flood exposure, low-lying land, coastal erosion and ecology. Almost all data is from open sources. The data is mapped onto 10-kilometre stretches of the world’s coastlines. Filters can be applied to the The new biogas upgrading plants to be installed in Kvaers and Kong are similar to the Korskro plant in Denmark, delivered by Wärtsilä in 2018, owned and operated by Nature Energy

The Van Oord Climate Risk Overview

various parameters to help narrow down to a selected number of hotspots, depending on the user’s perspective. Anyone can use the tool and save, share and learn about coastal areas at risk. Pieter van Oord, CEO said, “In many coastal areas, we see countries struggling to cope with the impact of climate change, be that drought, flooding, storms or rising sea levels. We at Van Oord feel an obligation to make our adaptation expertise and solutions accessible.” Patrick Verkooijen, CEO, Global Centre on Adaptation added, “GCA works with partners like Van Oord to accelerate adaptation action. Van Oord’s Climate Risk Overview will play a key role in broadening our understanding of climate risks and opportunities. The Overview is an example of the invaluable role of the private sector.” Hosted by the Netherlands, the online international Climate Adaptation Summit (CAS) 2021 on two days in late January brought together global leaders and local stakeholders. Van Oord has attended multiple Summit events to position its Climate Adaptation Action Plan. VOL 39 ISSUE 4 |

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R E A DY F O R THE NEXT STEP TOWA R D S T H E B E LG I A N HYDROGEN ECONOMY In order to meet the challenge of the transition to a carbon-neutral society by 2050, the world needs to look beyond the production of renewable energy generated domestically or offshore. The import of renewable energy plays an essential role in this respect. The study recently published by the hydrogen import coalition – collaboration between DEME, ENGIE, Exmar, Fluxys, Port of Antwerp, Port of Zeebrugge and WaterstofNet – concludes that this is both technically and economically feasible. The thorough feasibility study is the first tangible result of the collaboration between the companies involved each with its own specific and complementary expertise and experience. This laid the basis for concrete next steps, including pilot projects for the supply of sustainable energy by means of green molecules from countries where wind and solar are available in abundance to Belgian end users, among others. The climate objective to reduce CO2 emissions in Belgium by 80% by 2050 compared to 2005 levels is a major challenge and requires a large-scale switch from fossil fuels to renewable energy. Where do we get our renewable energy from? How do we get green energy in the most affordable and reliable way, when and where we need it? It is clear that solar and wind will be the renewable energy sources of the future. However, in Belgium and Western Europe, there is not enough wind or solar energy, while other regions in the world in fact have solar and wind energy in abundance. In order to achieve a reliable, affordable and sustainable energy system, local production of solar and wind energy will therefore have to be 38

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supplemented by the supply of some of the necessary renewable energy from abroad. Molecules can act as energy carriers to efficiently transport green energy through pipelines and ships. Hydrogen, as a carrier of renewable energy, plays an important role in the blend of end-user solutions. Over a year ago, seven major industrial players and public stakeholders joined forces and expertise to jointly analyse the opportunities for importing green hydrogen into Belgium. The coalition, consisting of DEME, ENGIE, Exmar, Fluxys, Port of Antwerp, Port of Zeebrugge and WaterstofNet, has now completed a large-scale industrial study mapping out the financial, technical and regulatory aspects of the entire hydrogen import chain – from production abroad to delivery via ships and pipelines to Belgium and internal distribution – and providing a basis for the further roll-out to industrial applications. After thorough analysis of all the elements, the study concludes that importing this form of renewable energy is a necessary and feasible solution to the growing shortage in Western Europe. Various types of hydrogen-derived carriers from a range of supply regions will be able to provide cost-competitive renewable energy and raw materials by 2030-2035. The most promising green energy carriers are ammonia, methanol Alexander De Croo, Prime Minister of Belgium

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Luc Vandenbulcke, CEO DEME

and synthetic methane. These can be deployed through existing modes of transport – such as pipelines and maritime transport in particular – and growing markets, encouraging a rapid start. According to the study, this import of renewable energy through green hydrogen carriers will therefore become an essential part of our energy supply, complementing the sustainable transition based on domestically generated energy. Belgium has maritime ports and extensive pipeline infrastructure, is linked to the major industrial clusters and has the capacity to meet its own energy needs and those of surrounding countries. Now that the feasibility study has been completed, the coalition partners want to take some concrete next steps. We will analyse how to prepare our seaports to receive the hydrogen carriers of the future, seeking maximum synergy to serve our national interests. Specific pilot projects are being set up whereby we can make maximum use of the Flemish expertise and strength in the area of logistics, industry and technology for the development of a sustainable economy and the

climate transition in our own region and a broader hinterland. Alexander De Croo, Prime Minister of Belgium said, “Hydrogen will play a decisive role in the energy transition and in making our industry sustainable. This study provides essential new insights for the further roll-out of a hydrogen economy and the further reduction of CO2 emissions. The next step is to develop a long-term strategy for importing hydrogen.” Jan Jambon, Prime Minister of the Flemish Government added, “Flanders is ideally positioned to play a pioneering role in the hydrogen economy at a European level. It has the energy hubs of Antwerp and Zeebrugge, it has transportation infrastructure, an extensive network of pipelines to those ports and to Germany, and technology companies operating in it.” Luc Vandenbulcke, CEO DEME commented, “Belgium can play a leading role in the green hydrogen economy and doing so, further reduce CO2 emissions. The results of the study are an important step forward in realising these ambitions. The combination of renewable energy with green hydrogen in the energy supply is fully in line with DEME’s decarbonisation strategy. DEME is now looking forward to the realisation of green hydrogen projects, both in Belgium and abroad.” Jacques Vandermeiren, CEO at Port of Antwerp said, “We want to give hydrogen every chance as an energy carrier, a basic element for chemistry and a fuel, and are therefore committing ourselves as an active pioneer in the hydrogen economy. As a world port and Europe’s largest integrated chemical cluster, we are an important link in this chain. The outcome of this study and its next steps offer promising perspectives for a further large-scale roll-out of hydrogen applications.” Annick De Ridder, Port Alderman added, “This study confirms that hydrogen can play a key role not only in making the port of Antwerp sustainable, but also in the rest of Europe. It is therefore crucial that, as a port of the future, we live up to our ambition and play a pioneering role in terms of sustainable solutions. Thanks to the collaboration between this coalition of partners with the right expertise and the government bodies involved, we have all the assets we need to take further concrete steps in this regard and to set an example for other ports and regions.” VOL 39 ISSUE 4 |

PORT ENGINEERING MANAGEMENT McDermott’s pipe-layer Amazon

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R E PA I R S

R OYA L I H C F I T S J - L AY TOW E R TO A M A Z O N Holland’s Royal IHC has successfully installed the high-capacity J-lay tower on-board McDermott International’s 31,962 dwt pipe-layer Amazon, while the vessel was in Rotterdam. This was an extremely complex operation which involved several industry partners to ensure the operation was executed safely and successfully. The physical modifications of the Amazon have comprised of the removal of the existing pipe-lay system and the installation of a new J-lay system with a top dynamic capacity of 1,500 tonnes. The tower has now been successfully installed and the loading arm will be installed in the coming weeks. Once complete, the J-lay system will be able to handle every variety of pipe including normal flowlines, export lines, and various pipe-in-pipe configurations. Andre Merlino, Executive Offshore Director of Royal IHC said, “The tower installation is a significant step towards the Amazon being operationally ready. Integrated with the vessel, this

tower will be part of a world-class and operationally efficient lay system. The successful installation is a result of the collaboration between Royal IHC and McDermott and above all, the knowledge, experience and passion of our fantastic team.” Once the modifications are complete, the Amazon will be a key enabling asset within the McDermott fleet.

C H I N E S E D R E D G I N G C O M PA N Y S E E S R E A L VA LU E I N WÄ R T S I L Ä S E RV I C E AG R E E M E N T Wärtsilä has signed a five-year long-term service agreement with Nanjing Changjiang Waterway Engineering, a leading Chinese dredging company. The agreement, signed in December 2020, covers the Chang Jing 9, a 13,800 m3 TSHD and the 40

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latest addition to the company’s fleet. Wärtsilä will deliver the Asset Diagnostics mobilisation service in early 2021. The Chang Jing 9 is a relatively new vessel having been delivered at the end of 2019. It is pow-

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ered by two Wärtsilä 46F engines. The Optimised Maintenance agreement includes application of Wärtsilä’s Expert Insight predictive maintenance product, which facilitates optimal operation of the engines. Expert Insight is an innovative breakthrough that leverages artificial intelligence (AI) and advanced diagnostics to monitor equipment and systems in real-time. Together with Wärtsilä’s Dynamic Maintenance Planning, the service prevents unplanned maintenance costs and allows a flexible maintenance schedule that aligns with the vessel’s operational plans. “Wärtsilä’s digital maintenance solution and their expert knowledge of engine technology will give real value by increasing the engines’ availability, thereby improving our dredgers’ operations. We have several vessels with Wärtsilä engines, so we know and trust their services and are pleased to extend our relationship with this long-term service agreement,” according to a Nanjing Changjiang Waterway Engineering spokesperson. “Lifecycle customer support is a central pillar of our strategy, and our Optimised Maintenance agreement with Expert Insight is designed to minimise off-hire risk while ensuring accurate and cost-effective predictive maintenance assistance.

Support is delivered via Wärtsilä Expertise Centres to greatly enhance the safety, availability, and efficiency of the installation,” says Henrik Wilhelms, Director, Performance Services Sales, Wärtsilä Marine Power. Wärtsilä has also signed an agreement to provide Norwegian shipping company Solvang with its digital Operational Performance Improvement & Monitoring (OPERIM) solution to support the operational efficiency of the Solvang fleet. The five-year agreement was signed in December 2020 and took effect on January 1st 2021. Under the agreement, Solvang will have access to Wärtsilä’s OPERIM technology. This includes the OPERIM cloud application, as well as support from Wärtsilä experts on realising performance opportunities in line with Solvang’s continuous improvement initiative. OPERIM is a cloud-based solution containing a digital twin model of the gas cargo handling systems, which enables it to report KPIs and to benchmark best-in-class performance within the fleet. These data insights are available for use by both the crew and onshore teams, and are central to supporting performance improvements needed to achieve optimal efficiency. The system also allows operational adjustments to be made as operating conditions change. The same data also provides valuable feedback to the crew to allow them to improve their operational routines. The first phase of the agreement will comprise OPERIM being rolled out to 15 Solvang LPG/Ethylene carriers fitted with Wärtsilä cargo handling systems. Monthly fleet management meetings will be held to review the data produced, and to agree on improvement actions. The development of crew competences will also be highlighted. During the second phase of the agreement, OPERIM will be made available to an additional 12 vessels in the Solvang fleet (LPG / Ethylene carriers). “Lifecycle support to our customers’ installations is a central pillar in the strategy of Wärtsilä Gas Solutions. This agreement marks a step change in our customer offering by combining input from our service experts with our digital solution to deliver a digitally-enabled lifecycle service. This allows us to ensure the products, systems, and solutions that we deliver are properly maintained, and that their reliability and performance are at the optimal level for our customers,” commented VOL 39 ISSUE 4 |

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One of the Chinese fleet of dredgers involved in the Wärtsilä serv

Nicholas Martin, Director Digital Offering, Gas Solutions. “Wärtsilä’s digitally-enabled service provides transparency and valuable insights to our operations. The agreement allows us to use Wärtsilä’s OPERIM solution, but goes further by engaging experts from both sides to work collaboratively to find the best solutions for our business, whether it be in operator usage, operational routines, or the plant performance. We have created a collaborative approach to operational improvements,” responded Solvang’s Fleet Director Tor Øyvind Ask. Wärtsilä has a long-standing relationship with Solvang, and has supplied multiple products for their fleet.

THE FIRST DREDGER R E F I T O F 2 0 21 AT SMS GROUP UK’s SMS Group has started 2021 with a D Class refit on behalf of Hanson Aggregate Marine onboard the Arco Dart. The project was completed in a COVID-secure environment inside the footprint of The Bristol Port Company, at Avonmouth, Bristol. Its team in Avonmouth, led by Alistair Rockett, routinely focus on the refit of aggregates dredgers. Refitting between three and four dredgers/year, the site is perfectly suited to the most demanding alongside repair and refit schedules – with a complementary workshop. Hanson Aggregate Marine is Europe’s largest producer of marine-dredged sand and gravel, supplying to a network of wharves in the UK and mainland Europe. Hanson operates a fleet of purpose-built trailing suction hopper dredgers, which vary in size from 1,300 to 5,500 gt and are designed to extract sand and gravel from the seabed at depths of up to 50 m. The Arco Dart was refitted in January, with work including: • shell plate and stiffener renewals and repairs • the manufacture and installation of new life raft 42

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frames • modifications to breather pipework • removal and renewal of dredge pipe assemblies • bi-annual hydraulics works • motor rewinds and replacements • renewal of portside mooring bollards • various machining projects • electrical works to the main switchboard • bilge cleanings • various pipework Other planned and preventative maintenance also took place alongside, resulting in a comprehensive repair schedule. Alistair Rockett, General Manager for SMS in Avonmouth, said, “The refit was the first of the year for us in Avonmouth, and it was a great, great success. Special thanks to Antonios Chatzistefanou from Hanson. He and has team ensured the refit ran very smoothly. Given the COVID challenge all parties, including Antonios, the crew and the supply chain, genuinely pulled together to complete the refit on time and on budget. It was a pleasure to work for Hanson.” Tony Body, West Coast Regional Manager for SMS, added, “Creating a COVID-secure environ-

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vice agreement

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JA N D E N U L AC Q U I R E S M U LT I P U R P O S E SUBSEA CABLE AND F L E X - L AY V E S S E L

ment was key. We tested every person prior to vessel attendance, we positioned numerous sanitisation stations throughout the vessel, mask wearing was mandatory, additional mess facilities were procured, and daily COVID questionnaires were completed. The expertise in COVID-secure shiprepair, which we have learnt as a business in the Defence and Cruise sectors, transferred to this refit very well. We finished off by bio-fogging the vessel pre-handover.”

During December 2020, Jan De Nul Group signed an agreement for the purchase of the offshore construction and cable-lay vessel Connector from Ocean Yield ASA. This marks a further investment in the offshore installation capacities of the Luxembourg based maritime contractor. The vessel will be officially transferred during the fourth quarter of 2020. With a focus on delivering the next generation offshore energy projects, Jan De Nul invests strategically in its offshore installation fleet. With the acquisition of the cable-lay vessel Connector, Jan De Nul Group further specialises in this offshore energy market as part of a running investment programme following the order in 2019 of the newbuild offshore jack-up installation vessel Voltaire and the floating crane installation vessel Les Alizés. (See New vessels section of this issue) Philippe Hutse, Director Offshore Division at Jan De Nul Group said, “The Connector has a very The Acro Dart

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good reputation in the sector and is known as one of the world’s top tier subsea installation and construction vessels. She’s capable of operating in ultra-deep water up to 3,000 m deep. Through the market consolidation involving this new investment, we now own and operate the largest fleet of dedicated cable-lay vessels. The Connector will further strengthen the Jan De Nul fleet for the future of offshore energy production.” Andreas Reklev, SVP Investments of Ocean Yield ASA added, “The Connector was operating on a long-term bareboat charter until February 2017. In anticipation of a market recovery, Ocean Yield has for the past years traded the vessel in the short-term market. Through this position we have realised that in fact an industrial setup is required to operate the vessel efficiently in the cable-lay market whereby total solutions can be offered including dedicated engineering and operations teams. As such, we believe Jan De Nul will be well placed to efficiently operate the vessel which we see leaving in an excellent condition after having just completed its 10 year dry docking and class renewal surveys.” Wouter Vermeersch, Manager Offshore Cables at Jan De Nul Group commented, “The Connector makes a perfect combination with our cable-lay vessel Isaac Newton. Both vessels are interchange-

able with similar large carrying capacities thanks to similar dual turntable systems, while at the same time they each have their own specific characteristics that make them complementary. Our third cable-lay vessel Willem de Vlamingh completes our trio with its unique all-round capabilities including operating in very shallow waters.” Thanks to these investments, Jan De Nul now operates a very modern and balanced offshore fleet now comprising three offshore jack-up installation vessels, three floating crane installation vessels, three cable-lay vessels, five rock installation vessels and two multipurpose vessels. The Connector, built in 2011, is a DP3 ultra-deepwater multipurpose subsea cable/flex-lay construction vessel. She has a proven track record of installing power cables and umbilicals using its dual turntables with a combined total pay-load capacity of 9,000 tonnes, as well as risers using its two heave-compensated 400 tonnes and 100 tonnes offshore cranes. The Connector is also fitted with two built-in WROV’s which can work in water depths of up to 4,000 m. The has superior manoeuvrability and a high transit speed for worldwide operations. Thanks to her excellent station keeping and stability capabilities, she can operate in the harshest of environments. The vessel has a very large deck area and The multipurpose subsea cable vessel Connector

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crane coverage, turning it into the ideal platform to perform cable repairs. good reputation in the sector and is known as one of the world’s top tier subsea installation and construction vessels. She’s capable of operating in ultra-deep water up to 3,000 m deep. Through the market consolidation involving this new investment, we now own and operate the largest fleet of dedicated cable-lay vessels. The Connector will further strengthen the Jan De Nul fleet for the future of offshore energy production.” Andreas Reklev, SVP Investments of Ocean Yield ASA added, “The Connector was operating on a long-term bareboat charter until February 2017. In anticipation of a market recovery, Ocean Yield has for the past years traded the vessel in the short-term market. Through this position we have realised that in fact an industrial setup is required to operate the vessel efficiently in the cable-lay market whereby total solutions can be offered including dedicated engineering and operations teams. As such, we believe Jan De Nul will be well placed to efficiently operate the vessel which we see leaving in an excellent condition after having just completed its 10 year dry docking and class renewal surveys.” Wouter Vermeersch, Manager Offshore Cables at Jan De Nul Group commented, “The Connector makes a perfect combination with our cable-lay vessel Isaac Newton. Both vessels are interchangeable with similar large carrying capacities thanks to similar dual turntable systems, while at the same time they each have their own specific characteristics that make them complementary. Our third cable-lay vessel Willem de Vlamingh completes our trio with its unique all-round capabilities including operating in very shallow waters.” Thanks to these investments, Jan De Nul now operates a very modern and balanced offshore fleet now comprising three offshore jack-up installation vessels, three floating crane installation vessels, three cable-lay vessels, five rock installation vessels and two multipurpose vessels. The Connector, built in 2011, is a DP3 ultra-deepwater multipurpose subsea cable/flex-lay construction vessel. She has a proven track record of installing power cables and umbilicals using its dual turntables with a combined total pay-load capacity of 9,000 tonnes, as well as risers using its two heave-compensated 400 tonnes and 100

tonnes offshore cranes. The Connector is also fitted with two built-in WROV’s which can work in water depths of up to 4,000 m. The has superior manoeuvrability and a high transit speed for worldwide operations. Thanks to her excellent station keeping and stability capabilities, she can operate in the harshest of environments. The vessel has a very large deck area and crane coverage, turning it into the ideal platform to perform cable repairs.

C A B L E - L AY V E S S E L M O B I L I S AT I O N BY V U LC A N O F F S H O R E Vulcan Offshore has put an unnamed cable-lay vessel mobilisation at the centre of its multifaceted offshore service offering. Southampton-based Vulcan is a specialist in fabrication, welding and computer numerical control (CNC) machining for the marine and subsea industries. It principally works for cable lay companies that own or charter vessels for laying offshore wind farm or fibre optic cables for the telecommunications industry. When a vessel, barge, or workboat prepares for an upcoming project, Vulcan’s client’s typically have to modify and fit out the deck with winches, launch and recovery systems (LARs), cable engines, steps, ladders, and access platforms, etc. As the vessels perform different functions depending on the job, equipment needs to be fabricated or welded to the deck of the ship. Chris Scrutton, managing director at Vulcan, said, “We offer a comprehensive welding and fabrication service, which can be delivered in our workshop, on- and offshore. It’s proved to be a differentiator that we’re ideally located [near the Southampton port] on the south coast and we have personnel skilled in MMA [manual metal arc], MIG [metal inert gas], and TIG [tungsten inert gas] welding - we also have welders who are CSWIP 3.2 certified.” As Scrutton explained, this breadth of welding expertise is important because of the varied requirements within the industry. For example, MMA or MIG welding might be used onsite, while VOL 39 ISSUE 4 |

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Work on the cable lay barge

is specifically related to stainless steel, most commonly in the Vulcan workshop. Non-destructive testing (NDT) via magnetic particle inspection (MPI) or dye penetration is also integral to many scopes of work. He added, “The sector is apparently buoyant as we move through 2021 and we are keen to align ourselves with continued activity in the renewable energy sector, especially around wind farm installation. Meanwhile, as internet usage continues to grow, we have a long-term role to play in fibre optic cable laying.”

C A L E D E R TO REFIT WIND ORCA

wind industry. We will support Cadeler during this project and beyond to make sure this project is the first of many to come,” says Jan-Pieter Klaver, CEO of KenzFigee. “Cadeler looks forward to installation of the deck crane on Wind Orca and is confident KenzFigee will deliver an advanced solution meeting our operational needs. Replacement of Wind Orca’s current deck crane is necessary to ensure the vessel is ready for future wind turbine installation projects, which require a crane with improved reach for lifting various tools and equipment on deck,” says Mikkel Gleerup, CEO of Cadeler.

KenzFigee, a well-established lifting, handling and service specialist of tailor-made equipment for the marine, offshore and wind energy industry, signed a contract to replace the current offshore deck crane on the O-class Windfarm Installation Vessel (WIV) Wind Orca. Cadeler has awarded KenzFigee this contract based on its decision to replace the current offThe Wind Orca shore deck crane on its self-elevating windfarm installation vessel Wind Orca in preparation for the changing offshore wind market demands. KenzFigee will deliver the compact and robust designed electric hydraulic driven Ram Luffing crane with a lifting capacity of 25 tonne (SWL). The KenzFigee Ram Luffing crane is a box boom type with an installed base of more than 50 cranes world-wide. The limited number of moving parts makes this crane highly reliable and the ideal low maintenance crane for harsh offshore environments. The crane is expected to be delivered for installation in late 2021. After testing and commissioning the ram-luffing crane will be operational early 2022 and ready for its first assignment on-board of the Wind Orca as a further improvement of the vessel’s versatility and efficiency. “KenzFigee is honoured to be selected by Cadeler to supply this crane on one of its O-class vessels and contribute to its strategic decision to solidify their position as key supplier within the offshore 46

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D R E D G E R R E PA I R S AT M E TA L S H I P S

The Victor Horta alongside at Metalships

Spain’s Metalships, Vigo recently carried out repairs to two TSHDs - Dragus’s - 5,000 m3 Victor Horta, afloat for seven days and in drydock for 20 days, and DEME’s 1,045 m3 Jose Duarte, which underwent grounding damage repairs on one of the yard’s slipways for some three weeks. Built in 2011 and sailing under the Belgian flag, the Victor Horta measures 99 m by 20 m. DEME is a world leader in the highly specialised fields of dredging and land reclamation, solutions for the offshore energy market, environmental and infra marine works. DEME has a modern fleet of more than 100 vessels and more than 140 years of experience. Dredging and land reclamation are more than just the ship’s core activities. She is involved in dredging and land reclamation projects world-wide, offering innovative solutions for the most complex projects and challenging environments. DEME operates the most technologically advanced fleet, including the world’s first dual fuel dredgers. Over the past few decades, DEME has executed major marine engineering infrastructure projects such as the development of new ports, waterways, airports, artificial islands, residential and recreational areas, industrial areas, roads and bridges, on all continents. Additionally, DEME has long-term, sand and aggregate concessions, spanning an area from northern Germany to the UK Continental Shelf to the French Continental Shelf. Aroa de Celis explains why DEME chose to rely on Metalships to prepare its vessel for a speedy return to service. “They wanted a partner who could provide quick and reliable repair works. From our perspective, we are delighted to be able to strengthen our relationship with such an important client.” Meanwhile, Jose Duarte, registered in Portugal and built in 2018, is 70 m long and 11 m breadth. The vessel was affected by bad weather with the propeller badly damaged. The vessel is being accommodated in the slipway for some weeks. VOL 39 ISSUE 4 |

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Van Oord dredgers in Lisnave

D R E D G E R R E PA I R S Poland’s Remontowa, Gdansk, recently carried out repairs on-board DEME’s 5,400 m3 TSHD Pallieter, calling at the end of December 2020. She is not the first dredger of this dredge contractor to use the facilities at this shipyard – the 5,000 m3 Charlem-

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agne and the 5,580 m3 Reynaert were also recently in the yard. Repairs on-board the Pallieter included steel renewal and piping work and standard hull maintenance was also carried out. A&P Tees, part of UK’s A&P Group, recently completed a 63-day repair period including 43 days in dock for the 3,900 m3 TSHD UKD Bluefin. Work involved a number of component overhauls including the tail shafts, sea valves and draghead as

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well as numerous steel renewals on its 10 hopper bottom doors and the replacement of the dredge pumps, discharge pipework and launder box. During the beginning of this year (2021) Palumbo Malta Shipyards completed repair projects onboard two of DEME’s fleet of TSHDs – the 11,796 m3 Brueghel and 30,190 m3 Congo River. According to

a yard spokesman – there are another four vessels from DEME currently under tender (Deme). During last year (2020), Portugal’s Lisnave, Setubal, carried out repair projects on-board some five dredgers – including Van Oord’s 10,329 m3 TSHD Lelystad and the 37,293 m3 TSHD Ham 318. The Pallieter in Remontowa

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PROJECTS

H Ø G LU N D A N D H B H U N T E D E V E LO P BREAK THROUGH CO2 VESSEL

Norway’s Høglund Marine Solutions, in collaboration with Oldenburg-based HB Hunte Engineering, has developed a breakthrough tank concept for LPG and CO2 transportation, based on existing, proven technology. This new system more than doubles current vessel cargo capacity to transport liquefied CO2, representing a vital step forward in the development of maritime transport solutions for the expanding CCS market, which will require maritime CO2 transport to scale up rapidly. Høglund and HB Hunte’s transportation solution uses a unique bilobe tank with a capacity of 8,000 m3, drawing on Cargo Handling System

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(CHS) and tank designs that they have previously proven in LNG, LPG and other sectors. The development of this unique solution came following a proof of concept request from gas technology experts. The solution is readily available for use in existing tanker designs. It more than doubles the transportation capacity of liquid CO2 over current vessel capacity without the size, weight and stability concerns that would have come from a higher capacity ‘monolobe’ design. It can be quickly adapted for LPG, giving extra flexibility to a vessel that uses them. The tank configuration has a direct The bilobe tank

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and positive impact for the use of different alternative material and reasonable fabrication processes while complying with IGC Code and conventional rule. This allows the production of a solution which is substantially lower cost and risk than conventional very large diameter cylindrical type offering the same capacity. Currently, the maximum capacity for transporting liquefied CO2 is approximately 3,600 m3, or roughly 1,770 tonnes in dedicated CO2 tankers predominantly with specialist operators, Larvik Shipping who have been transporting CO2 since 1988. However, as CCS chains develop, maritime transportation capacity needs to increase significantly, requiring innovation in tank design and cargo handling systems. Commenting on this new ground-breaking solution, David Gunaseelan, Vice President of Sales and Marketing at Høglund said, “With the global economy facing more pressure to reduce

its carbon emissions, we must develop the technology for a viable CCS chain, and new ways of solving the complex challenges that come with upscaling CO2 transportation. I’m thrilled to work with HB Hunte to develop a readily viable solution, which significantly broadens our horizons and demonstrates the cross-sector thinking needed to reduce atmospheric carbon levels in as many ways as possible. Wolfgang Franzelius, Director Sales & Business Development at HB Hunte added, “CCS is a core technology area in realising the important goal of a net-zero economy. With new lines of finance emerging that support decarbonisation, we must develop the technology to achieve it at pace and scale. We are happy to team up with Høglund to support the development of safe and economical sea transport of captured carbon to a point where it cannot harm our planet.”

The Bayou Teche flood gate

B O L L I N G E R D E L I V E R S N E W B AYO U T E C H E F LO O D GAT E US-based Bollinger Shipyards has today delivered the Bayou Teche flood gate to St. Mary Parish Levee District. The steel flood gate—measuring 25.6 m long, 12.19 m wide and 5.79 m high—is

designed for a 25-year rain event and to provide flood risk reduction for a 3.048 m (10-foot) storm surge. The Bollinger-built gate is the heart of the Bayou Teche Flood Control Structure project VOL 39 ISSUE 4 |

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announced in January of this year (2021). “Bollinger is proud to play a role in helping to protect the homes, businesses and communities along Bayou Teche,” said Ben Bordelon, President and CEO of Bollinger Shipyards. “After what has been a particularly tough 2020 storm season for south Louisiana, it’s important to get projects like this completed before next season so folks can have peace of mind.” The Bayou Teche Flood Control Structure is designed to reduce the risk of heavy rain event and hurricane storm surge flooding when water comes through the Charenton Canal into Bayou Teche. It is located where the Charenton Canal meets Bayou Teche and will consist of a levee section from the northward high ground across the old Bayou Teche through Victory Island and across to the east side of the Bayou Teche. The structure will protect an area containing 6,500 properties and the 13,500

ABB MARINE & PORTS OPENS NEW L A B TO S T R E S S - T E S T C Y B E R T H R E AT S TO SHIPPING ABB Marine & Ports’ cyber security laboratory opens at key moment in shipping’s digital development as stricter maritime cyber security rules enter force on January 1st, 2021. In line with the guide lines set out by IMO, the new laboratory features hardware and software systems developed to help shipowners and operators combat the maritime industry’s growing cyber security risks. Customers are now being invited for virtual demonstrations of the laboratory’s systems and capabilities. With the rise of smarter, more connected systems, IMO urges all shipping companies to demonstrate that cyber threats have been part of every vessel’s Safety Management Systems (SMS) 52

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people that reside there. The Bayou Teche Flood Control Structure is the first of two projects Bollinger is contracted to build for the St. Mary Parish Levee District and the fifth overall flood control structure built by Bollinger Shipyards. Bordelon continued, “I’m proud of our team at Bollinger Shipyards’ Amelia facility. With six named hurricanes impacting the Gulf region and the COVID-19 global pandemic, they remained steady and were able to safely deliver a high-quality product despite facing some serious adversity. I’m also thankful for our partnership with Sealevel Construction and St. Mary Parish Levee District.” The project is being funded partially by a grant from the Louisiana Department of Transportation “Louisiana State Wide Flood Control Program” and the St. Mary Parish Levee District.

risk assessment from 2021 onwards. According to IMO’s guidelines on maritime risk management, “ships with complex cyber-related systems may require a greater level of care and should seek additional resources through reputable industry and government partners.” “Cyber security is not a product but an evolving target which needs constant monitoring, managing and updating,” said Ahmed Hassan, Head of Cyber Security, ABB Marine & Ports. “As a single vendor offering operating technology (OT) and cyber security, we recognise that managing cyber security is a careful balance between risk, functionality and cost. The principles of cyber security must apply across all maritime stakeholders, from designers and builders, to owners, operators and crew - and from classification societies to universities and research bodies, government departments and insurers.” ABB Marine & Ports’ new laboratory will offer cyber security support for shipping companies at all stages of digitalisation and has the flexibility to meet various levels of cyber security requirements. While some companies may only require a oneoff assessment of existing OT installations, others may need a long-term approach with continuing support.

PORT ENGINEERING MANAGEMENT PROJECTS The ABB cyber security laboratory

New services offered by the ABB Marine & Ports cyber security lab include: • Reference architecture that targets network segmentation and segregation • Enforcing security policies to zones and conduits • Ability to monitor network traffic and act on vulnerabilities • Ability to collect and manage security logs for the control system components • ABB Ability Cyber Asset Inventory solution, which discovers and records system inventory, as well as notifies about vulnerabilities • Event monitoring, which enables sending alerts to crew members as well as ABB Ability Collaborative Operations Centres world-wide “Our systems have been developed to address the very latest threats and solutions available in cyber risk management,” Hassan concluded. “The new cyber lab confirms our position as a front-runner in the field of maritime security compliance.”

S E A S H I E L D P R OV I D E P R OT E C T I O N FOR JETT Y PILES AT U L L A P O O L HARBOUR During 2020, Shearwater Marine Services were awarded a contract to install protection for jetty piles at Ullapool Harbour in the Scottish Highlands, on behalf of The Ullapool Harbour Trust. As consulting engineers on the project, Wallace Stone specified the use of SeaShield Systems supplied by Winn & Coales (Denso) to protect the jetty piles. SeaShield Systems have an extensive history of providing long-term corrosion protection to marine structures. VOL 39 ISSUE 4 |

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Shearwater Marine Services used a combination of the SeaShield 2000FD and SeaShield 70 Systems on the piles and various supporting crossbeams on the structure. SeaShield 2000FD consists of Denso Paste S105, Denso Marine Piling Tape and an outer HDPE jacket, which is hydraulically tensioned before

being secured with stainless steel fixings. The SeaShield 70 System was used to protect the crossbeams and is an excellent option on areas where piles have obstructions. This system consists of Denso Paste S105, Denso Profiling Mastic, Denso Marine Piling Tape and Denso Glass Outerwrap 70. Protection for jetty piles at Ullapool Harbour

KO N G S B E R G M A R I T I M E TO L AU N C H N E X T G E N E R AT I O N H U G I N E N D U R A N C E AU V Norway’s Kongsberg Maritime (KM) has announced the next generation of its advanced HUGIN Autonomous Underwater Vehicle (AUV). Named HUGIN Endurance, the new AUV boosts operational duration to approximately 15 days, 54

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enabling extended survey and inspection missions far from shore. This longevity allows HUGIN Endurance to undertake extensive missions without the support of a mothership. Shore-to-Shore operations offer

PORT ENGINEERING MANAGEMENT PROJECTS

the opportunity to reduce carbon footprint for commercial activities and yet retain unrivalled data resolution and accuracy. With this in mind, KM has added its Maritime Broadband Radio (MBR) communications system to HUGIN Endurance’s payload, allowing it to surface and share large quantities of data swiftly with any suitably equipped installation, such as another vessel, shore station or a wind turbine fitted with an MBR antenna. For defence applications, HUGIN Endurance makes persistence a reality. Whether it is long range military survey - wide area mine detection, classification and identification, or even patrolling a choke point listening for submarines, this new extended range capability offers new solutions to existing and future challenges. HUGIN AUVs already set the standard for autonomous underwater operations thanks to their rugged reliability and accurate, cuttingedge sensor payloads. The HUGIN Endurance is no exception - it can be equipped with a wide array of sensors including the high-resolution KM’s HiSAS synthetic aperture sonar, a wide swath multibeam echo sounder, sub-bottom profiler and magnetometer, together with other sensors to detect parameters such as methane, current and

turbidity. This proven portfolio of hydroacoustic sensors, communications and other technologies – teamed with unparalleled operational range – ensures that HUGIN Endurance is well equipped for advanced situational awareness scanning, and mapping/ inspection activities for far-field applications such as offshore wind farms. It also delivers significant sustainability benefits, not only when contrasted with conducting operations from surface vessels but also compared with other AUV operations, as the reduction in the need for surface support further diminishes the environmental footprint. “We are proud to launch HUGIN Endurance, which represents a step change in AUV operations,” says Richard Mills, Vice President of Marine Robotics Sales, Kongsberg Maritime. “Teaming long endurance with large area coverage capabilities allows a single AUV to map areas up to 1,100 kms2 in a single mission – a target impossible until now. With its unprecedented long-range capability and advanced communications, HUGIN Endurance sets a new standard for autonomous subsea mapping and inspection, yielding unmatched operational flexibility, efficiency and sustainability.”

Kongsberg Maritime’s new HUGIN Endurance AUV can map up to 1,100 square kilometres on a single mission

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S U RV E YS

H R WA L L I N G F O R D ’ S S I M U L ATO R H E L P S P PA

Pilbara Ports Authority (PPA), which operates Australia’s Port of Port Hedland, is now benefiting from the DUKC integration in its regular integrated familiarisation training for advanced pilot, tug master and VTS operators at HR Wallingford’s Australia Ship Simulation Centre in Fremantle. The PPA marine team has been using the Centre since 2013 to practice emergency scenarios in the virtual port environment. Practising for these scenarios is vital, as otherwise an incident could block the Port’s access channel, hindering ship movements. Typically, the Harbour Master or Deputy Harbour Master, two pilots, up to six tug masters and a VTS operator attend the training sessions. HR Wallingford sets up multiple simulators to represent a ship, four tugs and the VTS, all fully integrated in one virtual environment. The integration of OMC International’s DUKC system into the simulators is of particular importance for the Port of Port Hedland’s VTS operators, as they interrogate DUKC during everyday operations to manage the sailing draughts and tidal windows for vessels restricted by their draught. The VTS operators and marine pilots can now practise their communication and use of the DUKC system, for both routine transits and emergency scenarios. Training in the simulation environment allows for greater familiarisation, and overall improved safety and response if the situation was to occur in reality. “The integration works by HR Wallingford’s Ship Simulation System linking to OMC International’s cloud-

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based server which runs the DUKC system,” explained Ben Spalding, Manager of the Australia Ship Simulation Centre. “The AIS data of the ship in the simulation is sent to the cloud server which does the calculations and feeds data to the web-based system integrated into HR Wallingford’s VTS simulator.” OMC International’s DUKC is vital for maximising the restricted tidal window at the world’s largest bulk export port, which primarily trades in iron ore, a mainstay of the region’s economy. Some of the world’s largest ships call to the Port of Port Hedland every day and, for example, if a ship’s engine fails, the VTS operator can draw on information from DUKC to enable the Harbour Master to make an informed decision on the next course of action. DUKC delivers real-time UKC information during transit to ensure the safety of vessels. Integrating this technology into the full bridge simulators is a great development allowing for realistic training and emergency scenario replication. Capt Heathcliff Pimento, Port Hedland Harbour Master, said, “We are pleased that OMC International and HR

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Wallingford have collaborated on this integration. DUKC, and the training at HR Wallingford, are critical to our operations. Incorporating the software into a VTS simulator enhances our emergency response training, further increasing safety at our ports, which is paramount for Pilbara Ports Authority.”

D R O N E S U RV E YS U S I N G VA L E P O R T SENSORS A cutting-edge new system for autonomous airborne hydrographic survey has been launched by THURN Group. The THURN QuickDip system of data collection uses aerial drones to carry Valeport sensors on pre-planned survey routes to deliver an efficient and repeatable method of gathering highly accurate survey data from inaccessible or dangerous waters. UK-based THURN Group developed the innovative QuickDip technology for inland and coastal waterways to offer a range of benefits including - rapid data collection from multiple sites of interest, repeatable map-based surveys The HR-Wallingford VTS simulator with Ben Spalding

to monitor change detection, the ability to safely collect data from difficult-to-access and dangerous waters as well as restricted-access waters, such as reservoirs. THURN QuickDip integrated drone-based system uses a Valeport sensor, a cable, a rotocopter drone and UgCSSkyHub/True Terraine Following (TTF) hardware - from leading software developer for unmanned aerial systems SPH Engineering. THURN’s integration of hardware and software allows the drone to fly at an accurate fixed height over water using a mapbased pre-programmed autonomous survey pattern and dip the Valeport sensor into the water to take readings. As Tom Hiller, General Manager, THURN Group commented there are many options with the QuickDip technology, “Using a drone to deploy sensors has distinct advantages over a boat - it is compact as well as easy to transport and deploy. Drones can be used in any location where there is a small area for take-off and landing, near the surveyed water. What makes this new system so exciting for autonomous data collection is a drone’s ability to precisely follow planned survey lines using the map-based interface in UgCS and therefore deliver accurate, repeatable map-based surveys in previously difficult to access waters. “We’re launching the THURN QuickDip with the miniSVS and Hyperion range of Valeport sensors which are respected for their high levels of accuracy, but this is just the first in an expanding range of drone-dipped sensors for coastal and inland water survey.” The compact and robust Environmental range of optical sensors from leading oceanographic and hydrographic instrument manufacturer, Valeport, are being offered as part of the QuickDip system, including the Hyperion range of environmental sensors for the measurement of Turbidity, Chlorophyll a, Fluorescein, Rhodamine or Phycocyanin as well as their popular miniSVS and SWiFT SVP. Valeport’s Head of Sales, Kevin Edwards added, “THURN’s integrated drone-dipping sensor system offers an exciting step change in autonomous data collection and Valeport is proud to our support for innovation in the survey sector. Although this technology is launched with Valeport’s miniSVS and Hyperion range, it is easy to expand the capability of the system with VOL 39 ISSUE 4 |

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The Valeport drone

the addition of other field-swappable Valeport sensors.” Valeport has supplied the subsea sector for more than 50 years and continues to innovate and lead the way in the design and manufacture of precision instrumentation for the hydrographic

and oceanographic communities. THURN Group provides underwater survey technology, offshore project consulting and training to inland waterway authorities, engineering companies, ports, oil and gas, and renewable clients world-wide.

WÄ R T S I L Ä I N S TA L L S V T S AT WINTERSHALL NOORDZEE Wärtsilä Voyage has successfully completed its first commercial installation of the stateof-the-art Wärtsilä Navi-Harbour WebVTS 5.0

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software application. The system was ordered by Netherlands-based Wintershall Noordzee to provide greater safety for their offshore

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installations in the North Sea. The order was placed in the first quarter of 2020 and the project was finalised with full customer acceptance in November. The Wärtsilä Navi-Harbour WebVTS features an early warning system to avoid collisions between the offshore platforms and vessels in their vicinity. It works by providing remote access to Automatic Identification System (AIS) or Vessel Traffic Service (VTS) data sources to maintain constant and full situational awareness, utilising a standard Internet browser. The WebVTS decision support tools effectively mitigate potential marine hazards and risks. The application also supports navigational maps, traffic management tools, ship history, and works in various languages. “Wintershall Noordzee’s North Sea offshore facilities operate in challenging sea and weather conditions. A high number of ships, such as ferries, fishing vessels, offshore suppliers and guard vessels, are operating in the southern part of the North Sea and transiting to the major North European ports. We therefore require the highest levels of safety for both the installations and the crews manning them. “For this reason, we selected Wärtsilä’s NaviHarbour WebVTS 5.0 software solution, the very latest available solution of its type, to enable

analysis of alerts based on AIS information. This provides us with a sophisticated and reliable means of maintaining situational awareness,” says Manué Gerrits, Central Control Room Supervisor with Wintershall Noordzee B.V. “The system makes it possible for vessels in the vicinity of the platforms to be visible, not only locally but also in Wintershall Noordzee’s Central Control Room (CCR) located in Den Helder. In addition, the historical record generated by the system can be used later for playback and analysis, helping to drive continuous improvement of future operational efficiency,” says Charles Wyng, North Europe Sales, Wärtsilä Voyage. Following the successful completion of this project, Wintershall Noordzee’s early warning system has been significantly upgraded. The Wärtsilä solution features the latest technology for providing an integrated overview of the traffic situation in any area covered by existing Wärtsilä VTS or AIS monitoring systems. The delivery scope included deployment of the AIS-Monitor Redundant Basic software, Navi-Harbour WebVTS, a VTS Information System, an AIS Network Server, an AIS Network Viewer, plus training and three years of maintenance services.

Wärtsilä’s Navi-Harbour WebVTS 5.0 system for Wintershall Noordzee

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WIND

PORT OF T YNE SIGNS DOGGER BANK S I T E D E V E LO P M E N T O P T I O N Port of Tyne has signed an option agreement with Dogger Bank Wind Farm. This successfully concludes the preliminary phase of a state-of-the-art development to build the operations and maintenance (O&M) base of the world’s largest offshore windfarm. Dogger Bank Wind Farm is a 50:50 joint venture between Equinor and SSE Renewables. The project is being built in three equal phases of 1.2 GW, and Eni will take a 20% stake in the first two phases when transactions are complete in the first quarter of 2021. Equinor will operate the wind farm for its life of up to 35 years and as such will construct the O&M base. Over 200 people will be based there or offshore to ensure the turbines are operating and ready to generate electricity for 6m UK homes. Under the terms of the option

The Dogger bank wind farm

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agreement contract, Dogger Bank Wind Farm will retain full rights to develop its windfarm O&M facility for a set period, although initial works are expected to commence in early 2021. Port of Tyne is currently approving construction bids to complete its landlords works, involving the construction of a new access road, improved drainage facilities, enabling works for electricity infrastructure and a quay upgrade. The port will be completing these initial works by July 2021, ready for the full building phase to commence by the third quarter of 2021. The construction works, including the new portside facility, will be ready for its offshore service operational vessels (SOVs) when the wind farm operations are scheduled to begin during 2023.

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ABB’s Octupus system in the offshore renewables industry

A B B ’ S O C TO P U S S O F T WA R E TO U N C OV E R S AV I N G S ABB Marine & Ports has been selected as a key technology partner for a far-reaching EU project exploring the use of remote offshore inspection and maintenance techniques for wind farms. With funding from the biggest EU research and innovation programme Horizon 2020, the project is targeting a more efficient, costeffective and sustainable offshore ecosystem. The project results will be made available under EU’s Community Research and Development Information Service (CORDIS). In a project milestone, ABB is supplying a new module of the ABB Ability Marine Advisory System – OCTOPUS optimisation software. The software has been enhanced to allow onshore operators to plan a vessel mission from port to wind farm in the most optimal way, backed by data-driven decisions. This will enable improved efficiencies by cutting the transfer times between land and wind farms, as well as by reducing the vessel waiting time and working time on-site.

In addition to planning missions from port to wind farm, the new module of OCTOPUS will be taking into consideration the operational limitations of the ship and personnel, as well as assess deployment opportunities for remotely operated underwater vehicles (ROVs), unmanned surface vehicles and unmanned aerial vehicles. As an industry-leading solution for optimising performance in marine operations, OCTOPUS has been drawing on ABB hydrodynamic expertise to deploy its real-time data capability and shipspecific information to maximise efficiency across a growing range of vessel types. The ATLANTIS research project is being staged at two monitoring testbeds in the Atlantic Ocean – one off the coast of Viana do Castelo, Portugal, and the other further out to sea. By better understanding how vessels and robots behave, researchers will identify opportunities to improve inspection and maintenance procedures. Although the latest addition to the OCTOPUS suite was developed with ATLANTIS in mind, its potential applications extend beyond the offshore wind industry. ABB’s vision is to develop this module as a tool to serve multiple sectors – such as planning short routes for passenger ships or supply operations for rigs and floating offshore units. In addition, if a vessel of any kind is caught in unfavourable conditions, OCTOPUS would be able to determine a smoother, safer course. VOL 39 ISSUE 4 |

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NEW DNV CL ASS RULES F O R F LOAT I N G OFFSHORE WIND E X PA N D S I N D U S T RY HORIZON As the first successful pilots transition into the first commercial projects, floating offshore wind is opening up new vistas to offshore wind generation. To help expand the segment, DNV, the world’s leading classification society, has released the first integrated rule set for floating offshore wind structures (DNVGL-RU-OU-0512). The rules provide both new entrants and experienced stakeholders a set of well-tested rules and standardised processes for these new structures. Floating offshore wind is poised to be one of the key technologies that can help build the renewable energy power base that underpins global decarbonisation,” said Knut ØrbeckNilssen, CEO of DNV – Maritime. “By bringing many new players into the sector, floating offshore wind can create a massive space of opportunity for yards, vessel operators, and offshore companies. Unleashing this industry will require businesses from many different sectors and new types of standards to enhance cross sector co-operation. Our new rules build from this foundation – bringing together offshore, energy, maritime and digital expertise to form a truly integrated rule set.” The newly developed DNV class rules for floating wind turbine installations, DNVGLRU-OU-0512, apply standardised well-proven maritime processes and apply them to floating wind. Owners, designers and manufacturers benefit from being able to shift into this exciting new segment, while having a familiar framework so that new processes can be seamlessly integrated into their existing production structures. 62

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The rules are flexible enough to cover all potential hull shapes, including barge, semi-submersible, vertical floating columns (Spar) and tension-leg platform. The basic classification scope covers the floating structure, including mooring systems, with an additional voluntary class notation covering the power generation system, including the tower. The rules are also designed to scale – considering not just the individual units but the entire field with data-based services and condition-based monitoring (CBM) and through linking with fatigue methodology sensor data. “Scaling up floating offshore wind will depend on empowering interested businesses with the confidence to take on a new challenge,” says Geir Fuglerud, Director of Offshore Classification at DNV - Maritime. “And this is one of the great strengths of our new rules. As the first truly integrated rule set for floating offshore wind we draw on many different types of standards from different sectors. This means that the new rules Floating offshore wind turbine Hywind

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don’t shut out the other sectors that need to work together to realise a floating offshore wind project – but expand to bring them all together. Also, because the rules are part of DNV class, we can provide tailored in-service follow-up. This also enables operators to demonstrate they are continuing to meet an expert independent quality standard through using risk-based inspection techniques and data driven service.” The DNVGL-RU-OU-0512 classification rules have been developed to complement DNV Group’s existing verification and certification services and standards for the floating wind energy market. DNV has an unmatched track record in enabling offshore wind projects, with an involvement in virtually all of the world’s offshore wind projects. In addition, 80% of the world’s offshore wind projects and 50% of all floating wind pilots use DNV as a certification body.

VA N O O R D SELECTS KENC ENGINEERING FOR DESIGN PROJECT During November 2020 Van Oord, awarded Breman Machinery and KENC Engineering with the assignment to design and build a casing lifting adapter (CLA). The lifting tool supports the installation of 190 pin piles at Saint-Brieuc offshore wind farm. The CLA can handle 275 tonnes and is designed to connect with the temporary casing used during drilling operations. It is equipped with redundant safety pin connections and can be operated remotely. The lifting tool includes a subsea IP camera to provide real-time images during fitting operations. In early February 2021 the CLA will be delivered to Van Oord. Eric Buining, manager director at KENC said, “This is a great award for KENC Engineering, we are delighted to have been selected by Van Oord to contribute with our expertise and look forward to a smooth and successful project!”

A casing lifting adapter (CLA)

O LY M P I C S H I P P I N G A N D S A F E WAY JOIN FORCES AGA I N F O R SANDBANK WIND FA R M P R O J E C T Contracted by JDR Cables the multi-purpose offshore vessel Olympic Commander equipped VOL 39 ISSUE 4 |

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The Safeway Seagull system

with a 28 m-long Safeway Seagull type walk-towork gangway system, has been deployed for the efficient transfer of people and goods during a maintenance campaign at the Sandbank Wind Farm in the German North Sea. The presence of a smart Safeway A-Frame construction at the boom tip of the Seagull gangway also allows the operator to switch from People Transfer Mode to Cargo Transfer Mode, activating a lift capacity of 1,000 kg, at the touch of a button. The Sandbank offshore windfarm has been finalised in 2017 and is located 90 kms off the coast of Schleswig-Holstein, Germany. It is the second joint project between Vattenfall and Stadtwerke München. The two companies have already jointly implemented the DanTysk wind farm. This particular maintenance project started already in September and the combination of vessel and motion compensated gangway is providing safe, easy and direct access for JDR technicians maintaining the inter array cables between the offshore substation and the 72 Siemens wind turbines. These cables also contain an optical fibre that not only allows for the data exchange between each wind turbine and the OSS, but also the remote control and surveillance of the wind farm by the Vattenfall Control Centre in Esbjerg, Denmark. 64

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S A F E WAY C L I N C H E S ITS FIRST W2W C O N T R AC T W I T H HEEREMA Holland’s Safeway has been awarded a contract by Heerema Marine Contractors (HMC) to supply a Safeway Seagull type motion compensated gangway system for installation on the CSV Normand Baltic. This contract marks Safeway’s first contract for HMC, and it is also the first time the Safeway Seagull system with 3D crane function will be deployed to transfer personnel and cargo during an offshore wind project in Taiwan. HMC was awarded a promising contract for a very large wind farm off the coast of Taiwan. The scope of work involves the transport and installation of one hundred and eleven (111) turbine foundations as well as the installation of two large offshore substations. The installation work will be executed by HMC’s Aegir. The rental contract for the 28 m-long walk-towork Safeway Seagull gangway will commence

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during the 1st half 2021 for an initial term of up to 168 days, with an option for a possible extension. “In recent months the Safeway Seagull gangway has undeniably demonstrated its ability to outperform other systems in a series of offshore wind farm projects, during both commissioning and maintenance campaigns. We have already reached record transfer speeds for the safe and efficient transfer of people and cargo with this type of gangway, and we are excited to be partnering with Heerema for the very first time and for the opportunity to prove to them our high-quality service,” explained Wijnand van Aalst, CEO at Safeway. This ‘first’ W2W-project offshore Taiwan is a significant milestone for Safeway, marking the entry by the Dutch transfer specialist into another promising and challenging offshore wind region.

RW E A N D D E M E OFFSHORE I N S TA L L C O L L A R S ON OFFSHORE F O U N DAT I O N S An innovative foundation technology is to be introduced at RWE’s Kaskasi offshore wind farm. For the first time ever in the renewables industry special collars will be installed around the monopile foundation at seabed level. The ‘collared monopile’ is designed based on an RWE patent. The new technology will provide additional support for lateral loading, increase the bearing capacity and improve the structural integrity of the entire foundation – especially in difficult ground. RWE Renewables has signed a contract with DEME Offshore for the transport and installation of the new foundation technology at RWE’s 342-MW Kaskasi offshore wind farm, located in the German North Sea, 35 kms north of the island of Heligoland. DEME Offshore is delighted to partner with RWE in this pioneering

project, which highlights how both companies are focusing on further refining innovative technologies and new concepts in the renewables sector. Sven Utermöhlen, Chief Operating Officer Wind Offshore Global at RWE Renewables, said, “At our Kaskasi offshore wind farm we use innovative technologies that will set standards throughout the offshore industry. The collared monopile, a patented solution developed inhouse, will help to increase stability in difficult ground. Furthermore, Kaskasi will be the first commercial offshore wind farm in the world to use an improved installation method to drive all monopile foundations to target penetration. The vibro pile driving technique will reduce both installation time as well as noise emissions for marine life. This showcases our technical expertise as the second biggest player in offshore wind globally and means that we will continue to be at the forefront of the evolution of technology in this industry.” Bas Nekeman, Business Unit Director Northern Europe at DEME Offshore, emphasises, “The Kaskasi collar installation project is a good example of how we can bring added value to our clients. Our versatile fleet of offshore installation vessels enables us to deploy the ideal vessel for this project and, in close collaboration with our client, we are tailoring the installation techniques and minimising any potential risks.” The Kaskasi offshore wind farm will consist of a total of 38 wind turbines. Each turbine will have a capacity of up to 9 MW. The wind turbines will be installed on monopile foundations. The installation of the foundations will start in the third quarter of 2021. RWE will use the “vibro pile driving” installation method, which is an efficient alternative to the conventional method of hammering monopiles into the seabed. This improved installation method could reduce installation time and noise emissions during construction. Kaskasi will be the first commercial offshore wind farm in the world using the vibro driving technique to install all monopile foundations to target penetration. This underlines RWE’s ambition to be a frontrunner in driving innovation and technology. When target penetration is reached, the innovative foundation collars will be VOL 39 ISSUE 4 |

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implemented at three locations. The detailed design was developed by the German civil engineering company JBO based on the RWE patent. Bladt Industries was selected as manufacturer. DEME Offshore will transport the three collars from the manufacturer’s loadout port in Aalborg, Denmark, to the Kaskasi construction site near Heligoland. Then the DEME Offshore team will install the steel collars around three of the 38 monopile foundations for which DEME Offshore will deploy the versatile jack-up vessel Neptune. The collar will be installed at seabed level in water depths of up to 25 m. The space between collar and monopile foundation will be filled with grout material to create a stable connection. RWE will carry out accompanying tests to verify that the collar improves the structural behaviour in comparison to standard monopiles. It is expected that the Kaskasi wind farm will start commercial operations in summer 2022. Once all wind turbines are fully operational, the wind farm will supply the equivalent of more than 400,000 homes with green electricity.

TURBINE I N S TA L L AT I O N AT B E LG I U M ’ S L ARGES T OFFSHORE W I N D FA R M COMPLETED Construction works at SeaMade, Belgium’s largest offshore wind farm, have crossed the finish line with the last of 58 turbines successfully installed during November 2020. The SeaMade wind farm will provide green energy for 485,000 households and will lead to a significant reduction of annual CO2 emissions of at least 500,000 tonnes. Offshore construction of the SeaMade wind farm started in September 2019 with DEME’s versatile jack-up vessel Neptune

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Blade installation on-board the Apollo

the installation of the foundations. DEME was responsible for the Engineering, Procurement, Construction and Installation (EPCI) of the foundations, turbines, inter-array and export cables, as well as for the installation of two offshore substations. DEME’s DP2 offshore installation vessel Apollo installed 58 Siemens Gamesa 8.4 MW turbines on the monopile foundations. Bart De Poorter, General Manager DEME Offshore said, “Completing this large-scale project in such a short timeframe could only be achieved because of the integrated Balance of Plant approach and through extensive co-operation with our client, as well as the relentless efforts and determination of all the teams involved. This was also the first turbine installation project for Apollo. The crew has put in an excellent performance, particularly given the extra coronavirus restrictions they faced. At DEME we are all very proud to have played a key

role in the development of this important wind farm, which is a vital step in helping to realise the Belgian government’s ambitious climate targets.” Mathias Verkest, CEO SeaMade and Otary added, “Claiming that 2020 has been an eventful year for Otary is quite an understatement. However with the SeaMade project, Otary has now realised the largest offshore wind farm in the Belgian North Sea on time and on budget despite these challenging times. All parties were well determined to deliver the project before year-end 2020, as instigated by the Belgian government. Mission accomplished. Through many contributions of contractors and team members, even COVID-19 could not stop or delay our project, which remains quite remarkable! Sincere thanks to the whole Otary team and all parties involved for achieving this impressive milestone. This is only possible through an incredible commitment, dedication and a countless number of hours of all the project teams.” VOL 39 ISSUE 4 |

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METEC WINS T WO M U LT I MILLION OFFSHORE C O N T R AC T C O N T R AC T S Fast-growing South Tyneside-based Metec UK has won a pair of contracts totalling £5.5m to manufacture sacrificial anodes for the longterm protection of steel jackets and foundations against corrosion used in the offshore renewable energy industry. These recent contract wins one off the coast of Scotland and two offshore substation jackets off the coast of France and

Holland - will in the future play a large part in helping to reduce CO2 emissions and produce more than 1,500 MW of clean renewable energy. Hot on the heels of these renewable energy wins, Metec UK has also been awarded a large LNG terminal project, taking large project wins close to £10m in 2020 - all in particularly challenging times due to the COVID-19 pandemic. Established just three years ago, Metec UK, with manufacturing facilities in South Shields and Tunisia, and representation around the globe, is a leading manufacturer of corrosion protection for high value subsea assets. Initially employing just six people, the company now has 45 people within its business. Turnover has increased from £5.2m in its first year to £8.6m this year, and with a host of new projects in the pipeline, the company will see revenue growth exceed its original target of 5-7% for the year 2020/2021. The Metec team

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The offshore installation vessel Aeolus

RW E C H O O S E S VA N O O R D F O R SOFIA OFFSHORE W I N D FA R M Van Oord has been selected by RWE as the preferred supplier for the engineering, procurement, construction and installation (EPCI) of the monopile foundations and array cables for Sofia Offshore Wind Farm, one of the world’s largest offshore wind projects. The 1.4 GW Sofia is sited on Dogger Bank in the central North Sea 195 kms from the North East coast, where Van Oord, through its UK branch MPI Offshore, will create a logistics hub to deliver the comprehensive scope of work. Van Oord will deploy its offshore installation vessel Aeolus to install the 100 extended monopile foundations without transition pieces, while the 350 kms of array cables will be installed by cable-laying vessel Nexus. Van Oord will sub-contract the fabrication of the foundations and array cables. Sven Utermöhlen, Chief Operating Officer Wind Offshore Global of RWE Renewables said, “On Dogger Bank, we are realising one of the world’s largest offshore wind farms. Van Oord is a well-known partner to us, with Sofia the fifth and largest UK offshore wind farm that we have worked on together. This gives us a wealth of

experience to draw on as we progress the project through its construction phase. Sofia is a flagship for RWE Renewables in terms of technology and innovation, and for the UK through regional supply chain opportunities and as a major contributor to the Nation’s net zero ambitions.” Van Oord worked closely with RWE on the construction of the Rampion, Humber Gateway, Robin Rigg and London Array offshore wind farms. Sofia presents the opportunity to further develop UK supply chain relationships, evolve construction techniques, and optimise the design of the foundations, which will be supporting some of the largest turbines currently on the market. Pieter van Oord, CEO of Van Oord added, “We are extremely proud to be working together with RWE Renewables as the EPCI contractor for the permanent works of the Sofia Offshore Wind Farm. By contributing to the realisation of one of world’s largest offshore wind farms, Van Oord is again at the forefront of projects that contribute to the transition to renewable energy. Sofia will make a major contribution to the UK’s climate goals. The project will be executed by MPI Offshore from our Stokesley office in Teesside and will deliver excellent opportunities for the local supply chain and labour market and to support the industry’s UK Sector Deal ambitions.” Onshore construction will get underway at Sofia’s converter station site in Teesside early next year. Work on the foundation and array package is set to begin after the project’s financial investment decision in the first quarter of 2021, with installation scheduled for 2024.

DEME OFFSHORE C O M P L E T E S M O R AY E A S T F O U N DAT I O N I N S TA L L AT I O N In an important milestone the last jackets for the 950 MW Moray East offshore wind farm in Scotland were all safely installed offshore. DEME Offshore was awarded the full EPCI scope for 100 VOL 39 ISSUE 4 |

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wind turbine foundations plus three offshore substation platform foundations in December 2018. To ensure a timely production flow, DEME Offshore contracted Lamprell for the fabrication of 45 wind turbine foundation jackets and three offshore substation jackets. The remaining 55 jackets were awarded to Smulders, which constructed them at facilities in Belgium and Newcastle. Despite the many challenges brought about by the Coronavirus pandemic and the unfortunate incident on-board of the Orion just shortly before the delivery of the vessel to DEME and the offshore construction start, DEME Offshore successfully installed the final jacket foundation on the 26th December 2020. Bart De Poorter, General Manager DEME Offshore commented, “Despite the unprecedented challenges we have faced on this project we are extremely proud of how our teams have navigated through difficult times. This was only possible by meticulous planning, thorough preparation, excellent co-operation with our subcontractors and by working closely with our customer and partners. DEME Offshore has completed Moray East

“Thanks to countless mitigation and acceleration measures taken by our teams and our global supply chain we have been able to obviate several challenges, including the COVID-19 pandemic at multiple project locations, border closures and adverse weather events at several worksites. DEME Offshore has shown to its client and the offshore wind industry its commitment and capability to finalise a job on time, even in such circumstances. “At a technical level, we delivered unique solutions, such as a combined WTG foundation and OSP foundation design, accurate and high speed pre-piling, a pile-pin locking system for grouting and special lifting and positioning tools. In all its technical aspects this was one of the most high-tech featured projects the offshore wind world has seen so far. In completing this project DEME Offshore has added another remarkable project to its long list of references. “During the entire project both the Scottish and English supply chain and their highly skilled experts played a major role, significantly contributing to the safe and successful delivery of the project.”

N - S E A - S E A R E N E R GY C O M P L E T E A N OT H E R SUCCESSFUL OFFSHORE RETROFIT N-Sea Renewable and Utilities Services (N-Sea RUS), part of N-Sea Group, based in Dordrecht and Aberdeen, as part of a consortium with SeaRenergy Offshore Holding based in Hamburg and Den Haag have successfully completed a project to engineer, supply and install a retrofit subsea cable protection system (CPS) for an HVDC grid connection. SeaRenergy provided engineering services, developed the installation procedure, and assisted in obtaining the necessary approvals. N-Sea was responsible for the project management, procurement and installation of the CPS, including the supply of equipment, project personnel and

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vessel chartering. The retrofit installation needed to be performed subsea by divers under difficult weather conditions but as efficient as possible, in order to minimise downtime of the client’s grid access system. SeaRenergy field engineers were present during the complete offshore operation in order to support the successful installation in accordance with the manufacturers, clients and BSH requirements. The project required a collaborative way of

working with the operator to ensure the correct solution was found and to secure the asset’s integrity before the winter season. Thereby, the consortium faced further challenges such as very short preparation time and various COVID-19 restrictions and repercussions. Moreover, the installation had to be performed during running operations to minimise the shutdown time. The consortium was able to manage these difficulties successfully. Subsea cable protection system (CPS)

K M TO S U P P LY E Q U I P M E N T TO WO R L D ’ S L A R G E S T F LOAT I N G W I N D FA R M Norway’s Kongsberg Maritime (KM) has announced that it will be supplying key positioning and monitoring equipment to Equinor’s Hywind Tampen floating wind farm, as part of a contract with industrial solutions provider Wood PLC. The 88 MW installation is the first of its type to be installed to supply renewable energy directly to offshore oil and gas platforms, and Kongsberg Maritime will supply technologies from its existing offshore product portfolio to meet the

specific challenges posed by operating in this challenging and sometimes hostile environment. By using proven equipment which is already successfully in use in other areas of the offshore maritime market, KM is able to ensure safe, triedand-tested performance whilst at the same time reducing both cost and development time. KM’s portfolio of solutions for positioning in the offshore environment is built on many years of experience and application know-how, and core to this product delivery is its DPS position VOL 39 ISSUE 4 |

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reference system and Motion Reference Unit (MRU). The DPS exploits all available GNSS infrastructure to deliver continuously available, reliable position information, and is ideally suited to monitor the location of the turbines relative to the seabed. This will help to ensure secure, safe and optimal positioning for each unit within the wind farm. The MRU will check roll, pitch, yaw and heave motion, informing the blade trimming system to ensure that the turbine is not overloaded in strong winds and thus likely to become unstable. Marine traffic situational awareness and visibility to other vessels will be facilitated by the AIS AQ610 base station. All the KM equipment permits remote access and monitoring.

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BW O F F S H O R E I N A DVA N C E D DISCUSSIONS WITH IDEOL BW Offshore today announced that the company is in advanced discussions related to a potential strategic investment in Ideol, a global leader and pure player in floating offshore wind solutions. Ideol is an established provider of floating foundations for offshore wind with more than

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a decade of experience from engineering and supporting floating offshore wind projects from conception to installation. The company has installed two full-scale demonstration wind turbines based on its patented floater design and is currently building up a sizeable pipeline of projects as co-developer in Japan, Europe and the US. Ideol is a privately held company, based in La Ciotat, France. BW Offshore plans to provide more information about its long-term strategy and ambitions for investing in floating offshore wind at the fourth quarter 2020 trading update presentation.

FREEPORT EAST WILL BOOST OFFSHORE WIND INVESTMENT The proposed new Freeport East, centred on the ports of Felixstowe and Harwich, will turbocharge the development of an offshore wind hub

KM is supply key positioning and monitoring equipment to Equinor’s Hywind Tampen floating wind farm

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according to the partnership of businesses and public authorities backing the bid. George Kieffer, Chairman of the Freeport East Project Board, said, “The UK is the world’s largest market for the development and deployment of offshore wind and Freeport East sits right at its heart. The southern North Sea is the most densely populated area for offshore wind projects, home to 52% of the UK’s entire operational fleet with more developments planned. “Securing Freeport status will help attract additional investment in this vital sector, helping to regenerate an area in need of levelling-up and delivering on Government’s targets for net-zero emissions.” Harwich International Port has already been involved in a number of offshore wind projects as Clemence Cheng, Executive Director of the port’s owners, Hutchison Ports, explained, “Harwich International has already supported the construction of Greater Gabbard, Galloper, London Array, Gunfleet Sands, and Thanet offshore wind farms and proximity to the physical market is a key consideration of any wind farm developer. Future development could deliver sheltered deep water with up to 1.4 kms of new quays for heavy lift installation vessels, barges and crew transfer vessels, amongst others. “A new offshore wind hub at Harwich, built on over 270 acres (110 hectares) of land adjacent to Harwich International Port, could provide dedicated installation, engineering and manufacturing facilities, as well as supporting office space and ancillary functions.” The potential of offshore wind as part of Freeport East is not only recognised by those involved in the bid itself – but also by leading businesses in the sector. Guy Middleton, General Manager at Galloper Wind Farm, added, “The East coast of England is important to our business and currently Harwich offers the only renewables facilities in the North Essex area. We have a number of renewables interests along the southern east coast, including the operational Galloper offshore wind farm and Greater Gabbard offshore wind farm (operated by our partner SSE), and two offshore extension projects in development, Five Estuaries and North Falls. “The Freeport East initiative, with the 74

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appropriate environmental mitigation plan, can bolster trade and encourage innovation, whilst delivering urgently needed regeneration and job creation not just locally in the Essex area but also nationally.” In addition to construction of new offshore wind farms, Freeport East is ideally located to support offshore wind Operations and Maintenance (O&M) activities. The value of O&M activities is in the region of £309m per year and will rise to more than £1.3bn per year by 202530 when all currently consented offshore wind projects are commissioned. Germany’s RWE, a major generator of sustainable energy, already has an O&M base at Harwich. Director of Offshore Development Europe, Richard Sandford, said, “RWE continues to invest heavily in wind power and other emerging technologies with net investments

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of €5bn by 2022 planned globally – with the UK a key part of our plans. We strongly believe Freeport East offers an exciting and compelling opportunity from which to increase the reach of Britain’s manufacturers and traders, benefiting from the excellent world-wide connectivity from Felixstowe and Harwich.” The offshore wind hub will include a high-spec innovation and technology centre to attract innovative businesses, supporting cutting-edge manufacturing and engineering solutions for offshore wind. The Energy Skills Centre at Harwich, operated by Colchester Institute, already offers workshop and classroom facilities to support engineeringbased education and training in the local area. The development of an Offshore Wind Hub at Freeport East will increase skills and training provision bringing high-value jobs to

an area which has some of the highest areas of deprivation in the country. Strategically located and offering vast space as well as deep water facilities and lock-free access, Freeport East has huge potential to expand the existing offshore wind cluster, drive innovation and manufacturing capability, support the next phase of offshore wind farm construction and make a real contribution to achieving net-zero. Simon Gray, CEO, East of England Energy Group (EEEGR) added, “The East of England is vital for the nation’s prosperity through its role in energy generation and distribution. The potential that a Freeport facility could add to this mix in the East of England is palpable with opportunities to develop new and innovative energy hubs, promote trade and inward investment and create jobs in an area of considerable economic deprivation.”

Freeport Eastwill turbo-charge the development of an offshore wind hub

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B E N E LU X D R E D G E C O N T R AC TO R S

R AV E N N A P O R T H U B C O N T R AC T AWA R D E D TO C O N S O R T I U M W I T H D E M E

The Port of Ravenna

A major contract for the construction of the Ravenna Port Hub in Italy has been awarded to a consortium that includes Dredging International - a subsidiary of DEME - and the Italian construction company Consorzio Stabile Grandi Lavori. The first phase of the project includes the excavation of 5m m3 of sediment in the outer and inner channels, deepening the harbour to -12.5 m, the reconstruction of the existing docks over a length of 6.5 kms for them to adapt to the new depths and the construction of a 1,000 m long quay for the Trattaroli peninsula, where a new port area will be built. The project, worth a total of €197.8m, is funded by CIPE (the Italian Interministerial Committee for Economic Planning), the

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European Investment Bank, the European Union and the Italian port authorities. For DEME, the share in the project represents a major contract. This ambitious project aims to develop the necessary port infrastructure for larger ships up to 75,000 dwt and container ships up to 8,000 teu, in addition to larger traffic volumes. This, in turn, will have a significant socio-economic impact on the region. The dredging works are expected to start in the first quarter of 2021. DEME has been active in Italy for many years and has a solid track record throughout the Mediterranean. DEME currently has several marine projects running in Italy, including in the port of Salerno and the port of Augusta (Sicily).

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SCHELDE RIVER ON THE RIVER SCHELDE DEME’s dual fuel TSHD Scheldt River is currently carrying out maintenance dredging work on the River Scheldt and during this work, the vessel is operating on LNG. In another milestone, Scheldt River became the first dredger to be bunkered with LNG in the Port of Antwerp, near the Kallo lock. The dredging work is being carried out on behalf of the Flemish government and is necessary to ensure the port’s maritime accessibility. The TSHD Scheldt River was commissioned in 2017 and is one of the very first dredgers in the industry capable of operating on a variety of fuels. For several years now, DEME has been investing heavily in eco-friendly, energy-saving technology to reduce emissions from its vessels. It is also testing the possibilities of emissionThe Schelde River on the Schelde

free fuels such as green methanol and green hydrogen. “Low-emission operations are the new benchmark for maintenance dredging on the Scheldt. Through its on-going investment in new technologies, DEME aims to maintain its leading position in the transition to alternative fuels in the dredging industry,” says Luc Vandenbulcke, CEO of DEME Group. “With our new vessels, we don’t want to merely meet changing environmental standards, we want to exceed them. We want to stay one step ahead of the regulations in order to make the maintenance of our ports and their access channels more sustainable – a requirement that is even more important when we are working in densely populated regions and near Natura 2000 areas.” The maintenance dredging work on the Scheldt is being performed on behalf of the Department of Mobility and Public Works. The Maritime Access section ensures that vessels can reach the Flemish sea ports easily and is therefore responsible for the management, control and inspection of this dredging work.

TUNNEL BET WEEN DENMARK AND GERMANY U N D E RWAY During January this year (2021), the Femern Link Contractors joint venture began work on the world’s longest immersed tunnel. Up to 9 m high and 43 m wide, the 18 kms long combined road and rail tunnel linking Germany and Denmark will foster trade and tourism in Northern Europe. Work has started on the Danish side, with the construction of the factory that will manufacture the 200 m precast concrete box girders that will be immersed to form the fixed link between Denmark’s Lolland Falster region and Germany’s Schleswig Holstein Land. The project will have a workforce of 2,000 employees at the peak of activity. This new infrastructure facility, one of the VOL 39 ISSUE 4 |

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most ambitious ongoing projects in Europe, will shorten the journey between the German and Danish coasts to just 7 mins by train and 10 mins by car from the current travel time of one hour by ferry or a 160 kms detour by car. Delivery is scheduled for mid-2029. Hakim Naceur, Project Director, Tunnel North and Tunnel South Contract said, “We have been looking forward to this moment and are very pleased that this magnificent project can now be realised. It will be a great achievement when complete – an achievement which cannot be done without the help, commitment and cooperation of the owner Femern A/S and of our partners, subcontractors & suppliers and of all the German and Danish stakeholders.” Christian Lundhus, Project Director, Tunnel, Portal and Ramps Contract added, “Our team which is growing day by day is excited to be part of the project and is already very busy. As of today, we have much focus on the design - the site in Rødby is being prepared for our offices, village and not least the huge factory which is to be used for constructing the tunnel elements.” The joint venture comprises VINCI Construction Grands Projets (lead company for the two contracts covering construction of the immersed tunnel and the tunnel precast element factory), Per Aarsleff Holding A/S (lead company for the third contract, which covers the tunnel access ramps), Soletanche Bachy International (a VINCI Construction subsidiary), CFE, Dredging International NV, Wayss & Freytag Ingenieurbau, Max Bögl Stiftung & Co, BAM Infra and BAM International.

MANIL A I N T E R N AT I O N A L A I R P O R T TO B E R E D E V E LO P E D Holland’s Boskalis has received a Letter of Confirmation of Acceptance of Bid for the Land Development Design and Construction 78

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Manilla airport

of the Manila International Airport (MIA) in the Philippines. The Letter of Confirmation was issued by San Miguel Aerocity Inc (SMAI), a subsidiary of San Miguel Corporation (SMC), one of the largest and most diversified companies in the Philippines. SMAI is the concession holder of MIA, which is a greenfield development aimed at serving the growing air traffic demands in the Greater Capital Region of Manila and will complement the air traffic operations at the existing and congested Ninoy Aquino International Airport. The MIA land development project has an estimated value of €1.5bn, making this the largest project in Boskalis’ history. Peter Berdowski, CEO said, “The confirmation of a project of this scale is fantastic news. As Boskalis, we have a rich tradition in creating land all over the world to the highest technical and environmental standards. We enthusiastically look forward to applying this know-how for the Manila International Airport land development. During the construction phase, we will contribute to the local economy and the new airport will bring further socio-economic growth to the greater Manila region. Through this project, we have secured the utilisation for our large dredging vessels for the coming years.” Approximately 1,700 hectares of land will be developed for the MIA airport in Bulakan, located around 20 kms north from the heart of Metro Manila in Bulacan Province. The land development project will be designed according to the highest technical and environmental standards to withstand potential large

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earthquakes, local typhoons and future sea level rise. The government of the Philippines has granted a 50-year concession to SMAI to build, operate and maintain the airport. The land development phase will be financed through a consortium of international banks. SMC has completed its environmental and social impact assessment consistent with local regulations and is currently conducting a more comprehensive study to ensure long-term sustainability and adherence to international standards.

For the dredging activities, which will span over a period of three years, Boskalis will deploy a number of trailing suction hopper dredgers including its largest mega hopper dredgers and a large cutter suction dredger. Boskalis’ workplan and methodology includes measures to prevent soil liquefaction in the entire area through the use of dynamic compaction. Preparatory work is scheduled to commence in the first quarter of 2021 with the land development project expected to be completed by the end of 2024.

BOSKALIS AWA R D E D € 7 5 M WO R T H O F INFRASTRUCTURE PROJECTS IN THE NETHERL ANDS

harbour is located on the river Waal close to the German border. The harbour is intended for inland vessels and will increase the capacity, safety and accessibility. For this project approximately 3m m3 of soil will be moved by means of a small cutter suction dredger and other earthmoving equipment. Work will commence early 2021 with a lead time of approximately 2.5 years. Boskalis expects to reduce its CO2 emissions by more than 50% on this project by using a sustainable biofuel. Boskalis will furthermore redesign the N241 provincial road in the North of the Netherlands. This contract was awarded by the Province of Noord-Holland and PWN and includes the widening of the road and additional road safety related improvements. The structure of this project includes a planning development phase and a realisation phase with an expected completion date late 2024.

Boskalis has been awarded two infrastructure projects in the Netherlands with a total contract value of approximately €75m. Boskalis will construct a new inland harbour in Spijk in the Netherlands on behalf of Rijkswaterstaat. The

Boskalis has won the contract for a new inland harbour in Spijk

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O O S T E RW E E L L I N K C O N T R AC T AWA R D E D LANTIS, as Client for the Oosterweel Link, has awarded the contract for the construction of the Right Bank sub-project to the Tijdelijke Maatschap Rechteroever Compleet (Temporary Partnership Right Bank Complete), abbreviated to TM ROCO, for an amount of €2,350m. TM ROCO comprises the Belgian construction companies BAM Contractors, Besix, Cordeel, DEME, Franki Construct, Jan De Nul, Van Laere and Willemen Infra. The Right Bank sub-project, via the Oosterweel intersection, forms the link between the Scheldt tunnel and the R1, both in the Northern and Eastern directions. The R1 will also be constructed completely in a cutting and partly covered, so the Merksem viaduct will disappear and the urban landscape will undergo an extensive metamorphosis into a contemporary green and socially sustainable environment. To achieve all this in as short a time as possible it is necessary to build a temporary new R1 to the East of the

existing R1. The Right Bank sub-project is of a size and complexity never seen before in Flanders. ROCO is therefore particularly proud to win this contract, as civil construction companies need such projects as a boost and a stepping stone for the further development of their expertise, something the export will also benefit from. ROCO is convinced that, from a technical point of view, they master the special techniques required for this large-scale project – which is a showpiece for the civil construction sector. On a contractual level LANTIS, in consultation with TM ROCO, has chosen an operational contract form based on openness, co-operation and trust between LANTIS and TM ROCO. Jan De Nul’s part of both the Scheldt tunnel construction and the Right Bank link • Tijdelijke Maatschap Rechteroever Compleet (TM ROCO or Temporary Partnership Right Bank Complete) wins the Right Bank sub-project of the Oosterweel Link, for an amount of €2,350m (excl. VAT). • Sub-project Right Bank will close the northern section of the Antwerp Ring Road between the new Scheldt tunnel and the R1. • Jan De Nul is part of TM ROCO and will realise together with its partners a project of a size and complexity never seen before in Flanders.

An artist’s impression of the R1 on the Right Bank, constructed in a cutting and partly covered

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D O U B L E F I R S T AC H I E V E D W I T H 10 0 % S U S TA I N A B L E B E AC H R E P L E N I S H M E N T S Jan De Nul Group is the first dredging company to carry out 100% sustainable beach replenishments. This world first has taken place at the Belgian coast. Since February 1st, Jan De Nul will deposit some 500,000 m3 of sand on the beach of Raversijde by order of the Agency for Maritime Services and Coast (MDK) of the Flemish Government. The equipment that Jan De Nul will use for these dredging and earthmoving works, meets the strictest sustainability standards. The ambitious targets that Jan De Nul Group is achieving are thanks to a sustainable course that the dredging company has been following for some time. During mid-Jan 2019 De Nul Group contractually committed to reducing its annual CO2 emissions by 15% during the maintenance dredging works in the coastal marina of Nieuwpoort, also commissioned by the MDK Agency. Never before has a dredging company achieved a CO2 emission reduction of this magnitude in a commercial application on a project.

“The MDK Agency gives us another opportunity to show the industry that these ambitious targets are achievable. And we are quite proud of that,” says Bart Praet, Head of Dredging Benelux. “If you apply all the technological possibilities available today, you will have come a long way on the transition path to the 2030 targets. We hope that other governments will take note of this example and will do their utmost to ensure that tenders are awarded to companies offering sustainable solutions.” Better air quality thanks to advanced biofuel and emission reduction of up to 90% Jan De Nul Group is using sustainable fuel for the dredging works in Raversijde. During the works, the dredger Pedro Álvares Cabral will sail on 100% sustainable drop-in advanced biofuel. That is a sustainable replacement for fossil diesel, made from oils from plant waste and not from food crops. ‘Drop-in’ means that these engines do not need modification in order to be able to use this biofuel. Jan de Nul at work on beach replenishment

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This sustainable variant not only reduces CO2 emissions, but also releases significantly less particulate matter into the air. The combustion is much more efficient than the combustion of conventional diesel. Because drop-in biofuel uses waste flows as resource, it is also beneficial to the circular economy. For the earthworks on the beach, Jan De Nul is mobilising the most advanced bulldozers and excavators, all equipped with exhaust gas filter systems. And the project management team on site will have the latest generation of ecological site offices at their disposal, equipped with wellVan Oord involved in the beach replenishment at Lydd

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insulated materials and a heat pump. As a result, Jan De Nul Group reduces its CO2 emissions by 90% and its NOx emissions and energy consumption in the site offices by 80%. “We have already used this sustainable biofuel for various vessels in the Benelux,” Michel Deruyck, Head Energy Department at Jan De Nul Group explains. “Of all the dredging companies, we certainly have the most experience with this fuel. Meanwhile, we are not standing still and we are also looking at possible alternatives. We strongly believe in diversification, using different types of sustainable, carbon-neutral fuels for our

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fleet in order to drastically reduce our emissions. Decarbonisation is high on the agenda at Jan De Nul and is supported throughout the company, commercially, operationally and technically. We always strive to go beyond what we are supposed to do. We go for zero.” With this approach, and by choosing Jan De Nul, the Agency for Maritime Services and Coast (MDK) once again demonstrates its pioneering role within the Flemish government when it comes to achieving the reduction targets for Belgium. Within the Flemish Climate Strategy 2050, Belgium aims to reduce greenhouse gas

emissions by 85%, compared to 2005. “As the maritime partner of our Government, we want to do all we can to limit our environmental impact. That is why we pay special attention to environmental criteria in our public tenders. Today, this is already leading to concrete CO2 reductions through the environmentally friendly execution of dredging and replenishment works based on the initiatives of the contractors we work with,” says Administrator General Nathalie Balcaen. The end of February saw the team and equipment move to Knokke for a six-week beach restoration at Duinbergen. The beach will be reclaimed with some 900,000 m3 of dredged sand to protect the coast from the sea. These works are part of the ‘Coastal Protection’ Master Plan. For the realisation of the works, MDK applies the principle of ‘soft where possible, hard where necessary’. Wherever appropriate, MDK will create a wider and higher beach, and where there is no other option, the agency will install storm walls or storm surge barriers. However, beach replenishment still remains the most effective measure to protect the coast from flooding, even though this method regularly requires maintenance. Replenishments create a natural environment where not only people, but also fauna and flora can have their place. After Raversijde and Duinbergen, the beaches of Bredene and Wenduine West will be restored in spring.

VA N O O R D W I N S LY D D C O N T R AC T Van Oord has signed a contract with the UK Environment Agency to design and build a coastal defence scheme at Lydd, south Kent coast in the UK. Van Oord will work in partnership with its subsidiary Mackley to deliver the scheme. Once completed it will help to protect this environmentally-important area and the Ministry of Defence (MoD) Lydd firing range, from ongoing storm damage and coastal erosion for 25 years. Design work is currently underway and VOL 39 ISSUE 4 |

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The Princess Amelia expansion

construction is due to commence in April. The contract encompasses 320,000 m3 of shingle beach nourishment, the construction of 34 timber groynes, rock armour protection and other flood risk management related asset improvement and replacement works. The beach nourishment operation is scheduled for summer 2022, once the timber groynes have been completed. A trailing suction hopper dredger will be deployed for this part of the execution. The coastal defence project at Lydd forms part of a much larger coastal defence scheme to better protect the low-lying Romney Marsh area, a large section of the Kent coastline. It provides protection to some 14,500 homes, 700 businesses and nationally important critical infrastructure that is at risk from coastal flooding. Van Oord has been involved with many of the stages of the work having already completed schemes at Dymchurch, Hythe Ranges and the adjacent Broomhill Sands.

PRINCESS AMALIA HARBOUR PROJECT Van Oord is also contributing to the growth of the port of Rotterdam with the award of the construction of some 2.4 kms of quays and earth-retaining walls in the Princess Amalia Harbour as part of the HOCHTIEF, Ballast Nedam and Van Oord consortium. With this, the Port Authority invests in major expansion of container throughput in Rotterdam. The construction of the quays marks the start of the further development of the harbour located on Maasvlakte II. The development will increase annual throughput capacity in the port of Rotterdam by 4m teu. Boudewijn Siemons, Chief Operating Officer of the Port of Rotterdam Authority said, “We are looking forward to working with HOCHTIEF, Ballast Nedam and Van Oord, on the basis of the values we share with them in terms of safety and sustainability.” By looking at the project from the perspective of various disciplines and together with 84

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partners in the value chain, various solutions were elaborated to come up with the most sustainable and efficient working method. For example, it will reduce disruption in the local area by transporting most of the construction materials over water. That allows us to ensure that the operations of the container terminals can continue un-interrupted during the course of the project. The new building work will be on either side of the harbour, which is approximately 2.5 kms long. In total, this includes 1,825 m of deep-sea

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quay, 160 m of inland shipping quay and 360 m of earth-retaining walls. Barring 725 m, this means that the entire harbour basin, which went into use in 2015, will be enclosed. The project also includes the construction of a 160 m waiting area for general use by inland shipping vessels. The completion of the first 500 m of quay wall is expected in late 2022. The final part of the project will be completed no more than eighteen months later. In addition to the construction of the quays, which will have a retaining height of 29 m, the

work also involves dredging the quays to a depth of more than 20 m below sea level. In order to accommodate the future container cranes, a rear crane track of approximately 1.8 kms will be constructed on piles. The quays will be state-of-the-art. For example, they are equipped with a wide range of sensors to monitor forces and any deformations. In addition, ECOncrete blocks will be installed at two locations. These act as artificial reefs to stimulate underwater biodiversity. VOL 39 ISSUE 4 |

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B E N E LU X SHIPBUILDERS

R E - O R GA N I S AT I O N AT R OYA L I H C

During the latter part of 2020, Holland’s Royal IHC released a statement regarding a reorganisation. “Royal IHC is changing its organisation with the aim of returning to profitability while maintaining a loyal and satisfied customer base, and the high levels of technological leadership and quality for which it is renowned. The organisation is restructured in line with a realistic turnover ambition of €600-700m. With this action, IHC expects to create a sustainable future perspective for its employees. “As a result of these changes, approximately 300 jobs will be lost in The Netherlands over the coming months, with a similar number of redundancies taking place outside of the country. This mainly concerns management and office roles. In addition, a contingent workforce of around 500 will be phased out. “A two-year Social Plan has been agreed with the trade unions. This gives IHC the space to further optimise the organisation in the coming period. The aim is to help employees as much as possible from work to work, for example through collaborations with (local) government and industry. “From now on, the company will focus on its core activities in the dredging and offshore market. Activities in the (wet) mining and defence markets have been designated as potential core activities, with opportunities to develop further. A number of subsidiaries will also be divested. “With this approach, IHC ensures that it has a sustainable

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Gerben Eggink

future. Unique and high-quality technology and knowledge are retained for customers in the maritime cluster.” CEO Gerben Eggink commented, “Royal IHC has a long history, in which it has built up extensive technological knowledge and a leading position in the Dutch maritime cluster. This was only possible through the knowledge, commitment and talent of its employees. It is very painful that we now have to say goodbye to some of those colleagues. However, I am convinced that given their own qualities and with the guidance we provide them, they will be successful in moving from work to work. “Because we are now adapting the organisation to the expected turnover and structuring the company in such a way that we can respond efficiently and flexibly to market movements, IHC can

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continue to fulfil its leading role in the Dutch maritime industry. This is how we preserve the unique and high-quality technology and knowledge in The Netherlands.” Now the new organisational structure is in place and conditions for a sustainable future have been created, Chairman of the Supervisory Board Jaap Huijskes has stepped down. As chairman, he guided IHC through an important period, for which the company is very grateful. Commissioner Menno Snel takes over as Chairman of the Supervisory Board.

R OYA L D O E KS E N AC Q U I R E S V U Y K ENGINEERING During early March, 2021, Royal IHC and Royal Doeksen reached an agreement on the acquisition of all shares in Vuyk Engineering Rotterdam. This follows an announcement in mid-2020, when IHC presented its new strategy going back to its core business. As a result of this new strategy it was decided that Vuyk, among other companies, would be divested. The management of Vuyk was involved during the

whole divestment process and is very pleased to now be a part of the Rotterdam based Royal Doeksen. Vuyk Engineering was founded in 1979. Over the past decades Vuyk has evolved into a design and engineering office with expertise in various parts of the maritime industry. Nowadays Vuyk focuses on three disciplines - vessel design, equipment design and marine operations. The combined expertise in these areas and the highly qualified engineers enable Vuyk to fully understand complex operations and requirements. First time right and reliability will continue to be the main drivers. Vuyk is proud to operate as an independent company and strong brand again. Marc Oele (Managing Director Vuyk) said, “The aim of the Vuyk management in the divestment process has been to find the best possible partner for the future. With Royal Doeksen as our main shareholder and member of the board, we are confident that we can secure a strong independent position in the maritime market and continue to offer our customers effective tailormade designs and solutions.” Royal Doeksen, established in 1908, is a familyowned business with a long history as a shipping company with strong family values. Originally involved in shell dredging and salvage along the Dutch coast, Doeksen further expanded its operations with ferry services between Harlingen

The discussions between IHC and Vuyk Engineering – Sitting Gerben Eggink (left) and Marc Oele

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and the Frisian Islands and not too long ago they became owner of the bespoke superyacht builder Royal Huisman. Doeksen also operates commuters and recreational fast ferry transport services in the Rotterdam region. Jan Willem Doeksen (CEO of Royal Doeksen) added, “We are very proud and excited to welcome Vuyk in our portfolio of operating companies as they perfectly fit in our maritime matrix of bespoke and high quality assets with a strong legacy. We look forward working together with the existing management to continue the current business activities and explore growth opportunities. With this acquisition we can truly say that Royal Doeksen can provide expertise and services starting from designing to building and operating.’’ Gerben Eggink (Royal IHC) commented, “For Royal IHC it was important to find the right match for both the people and the business opportunities of Vuyk. We are very happy that we have found the right partner in Royal Doeksen to take over our shares in Vuyk.”

O R D E R S AT R OYA L I H C Royal IHC and India’s Cochin Shipyard Limited (CSL) have signed a MoU to work together in order to provide a TSHD to be locally built for Dredging Corporation of India (DCI). The agreement aims at designing and building an advanced 8,000 m3 and/or a 12,000 m3 vessel for DCI to meet the increasing demand in India for port maintenance and dredging services. With this new dredger, DCI will extend their fleet of currently 10 TSHDs, all of them built by Royal IHC in the Netherlands. The MoU incorporates Royal IHC’s intention to deliver the design and engineering package for the vessel. Furthermore, it includes the hardware delivery of IHC-designed, state-of-the-art dredging installation. Throughout the building process, Royal IHC will assist CSL to make sure that the installation of the dredge equipment package is executed at the best level. 88

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High capacity dredgers in the range of 8000 m3 to 12,000 m3 are complex equipment and have never been built in India before. With this MoU three major companies within the ‘Make in India’ campaign are joining forces to have the first dredger of this size locally-built in India. Royal IHC has recently sold a Beaver 65 DDSP alongside a DMC 1450 workboat, booster station and discharge piping to Oretol Nigeria. The CSD and additional equipment will be delivered within four months, and deployed on various sand excavation and land reclamation projects, with a view to developing real estate in the Lagos Lagoon. The Beaver will be assembled at IHC’s yard in Kinderdijk, The Netherlands. With a strong track record in dredging, Oretol Nigeria intends to upgrade its fleet and further professionalise its operation by partnering with IHC. The powerful Beaver 65 DDSP is the largest of IHC’s standard series of CSDs and offers the highest volume of production at the lowest cost. With an increased dredging depth of 25 m and the ability to pump soil over great distances, the vessel will be a powerful addition to Oretol’s dredging fleet. Combined with the booster station, it will ensure that Oretol can work efficiently on land reclamation projects to the benefit of its real estate business. The Beaver series of standardised dismountable CSDs has proved highly successful for more than 50 years. One of the benefits of the vessel type is that it can be customised with standard or bespoke options to meet individual requirements. “We are proud to have been awarded this The IHC TSHD design for DCI

PORT ENGINEERING MANAGEMENT Cochin Shipyard

contract by Oretol during these challeging times,” says IHC’s Sales Manager, Bas Kockmann. “Oretol is a new customer to us, and we greatly appreciate the mutual respect between our two companies and the trust placed in the quality of our products. We look forward to building what we hope will be a long-term partnership with Oretol by working collaboratively on this project and in the future.” “ORETOL selected IHC based on the high

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levels of innovation and integrity it offered,” says ORETOL’s Executive Chairman Adewale Oladapo. “We were delighted by the sense of teamwork displayed by IHC and look forward to the end result.” Royal IHC has also been awarded a contract by Dana Petroleum for the supply of a direct offloading system. The system will consist of a hose reel complete with a spooling device and a hydraulic power unit. The equipment will be placed onto the F2-AHanze platform which is located in the Dutch sector of the North Sea. The F2-A-Hanze is a gravity-based production facility for oil and gas. The equipment will be delivered in 2021 ready for installation and commissioning on-board the F2-A Hanze Platform in the third quarter of 2021. The innovative design of the Royal IHC offloading system will deliver a more costeffective offloading solution, reducing downtime and the need for subsea (DSV) interventions. Royal IHC has a proven track record in the delivery of over 20 turn-key systems of this type world-wide, all of which have been designed and built to ensure maximum safety, performance and reliability. VOL 39 ISSUE 4 |

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U L S T E I N AWA R D E D D E S I G N C O N T R AC T FOR FIRST JONES AC T W I N D S H I P US-based Great Lakes Dredge & Dock Co. LLC (GLDD) contracted Rotterdam’s Ulstein Design & Solutions to design the first US-flagged Jones Act compliant, inclined fall-pipe vessel for subsea rock installation. The vessel is considered to be critical in building the future of the US offshore wind industry, including establishing a US-based rock supply chain network. “We are extremely proud that GLDD has entrusted us to develop their new asset,” says Edwin van Leeuwen, managing director at Ulstein’s Dutch design office. “We much enjoyed the co-operation with the GLDD team in developing the concept over the last couple of months, even though we never met physically due to the COVID-19 travel restrictions. Our team is eager to continue the further development of the vessel with GLDD.” The vessel will primarily serve the growing needs in US offshore wind, installing protective layers of rock at offshore wind turbine An artist’s impression of the Ulstein-designed GLDD subsea rock installation vessel

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foundations by means of an inclined fall pipe system. Furthermore, its large and strong aft deck area makes the vessel a highly flexible asset to GLDD enabling specialised subsea operations. “At the start of the design we applied our newly developed ‘Blended Design’ method, enabling GLDD to co-evolve their business case with the ship concept. This resulted in significant gains in economic performance, at the same time reducing fuel consumption and emissions, by optimising vessel main dimensions, speed and dynamic positioning capability,” says Ko Stroo, Ulstein’s lead naval architect and project manager. “Our design for this US Coast Guard compliant vessel strongly focused on Jones Act compliant shipbuilding in the USA and ease of construction.” The Basic Design will be developed by Ulstein’s Dutch design office, with strong engineering contributions from its sister offices in Norway and Poland.

DA M E N B E G I N S FINANCIAL S E RV I C E S D I V I S I O N As of April 1st, 2021, Damen Shipyards Group (DSG) will start a specialised Financial Services division. This unit supports clients in the financing of new ships by means of both operational and financial lease constructions. In itself it is not new that DGS assists its clients in attracting financing for new ships. This has been happening for thirty years. “However, the demand for lease solutions is increasing,” explains Jan Willem van Helden, managing director of Damen Financial Services. “By making it a separate entity within the group, we can work with external investors, banks and specialists to optimise our offering on both a large and a smaller scale, with ships and services as one package.” The advantage for DSG’ customers is that they can treat their capital investment as operational costs (OPEX). For DSG, the extra

PORT ENGINEERING MANAGEMENT DSG’s Gorinchem Shipyard

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service means that a broader package, including maintenance, is offered, so that, for example, better management can be done towards a more sustainable use of the ships. Jan Willem van Helden said, “Ship-as-a-Service and circularity in shipbuilding comes a step closer. Moreover, the new service means that, from a governance perspective, we have a better overview of how the financing works.” The working method of the new division opens

the way to new business models for Damen Shipyards Group. “In the past, we would first sell a ship and then support our customer with the financing structure,” explains Jan Willem van Helden. “In the new set-up, the operating structure and financial framework are created first, after which customers are approached to purchase ships. This generally include a long term, low risk element such as a concession or charter contract.”

DA M E N C O M P L E T E S WO R K O N DIVING BELL SHIP

and Shipping Office) according to schedule. Following her completion, the vessel has recently undertaken successful river trials. Following the trials, Damen sales manager Remko Bouma said, “We are very pleased to have completed construction of this iconic vessel on schedule and to the satisfaction of the customer. This is the result of a very constructive collaboration between all parties, including FMSW Koblenz and Damen Shipyards Hardinxveld. This close co-operation and hard work has led to an efficient project execution and a beautiful vessel.”

Damen Shipyards Group has completed construction and outfitting of a diving bell ship for FMSW Koblenz (Department Machinery Southwest), operator WSA Rhine (Waterways

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PORT ENGINEERING MANAGEMENT BENELUX SHIPBUILDERS

Damen has completed work on a new dive-bell ship

The on-time completion of the ship comes despite the challenging conditions posed by the coronavirus outbreak. Putting in place robust safety measures, Damen was able to continue work on the project throughout the year. Project manager newbuild at Damen Shipyards Hardinxveld Marius van Wijngarden added, “Although much of the work has taken place against the challenging backdrop of the ongoing coronavirus pandemic, the excellent co-operation between all parties has made this project a success. I am very proud of the team for the way they rose to this challenge.” Gerald Rose, project manager from FMSW said, “In 2018, we awarded the contract for the replacement of the TGS Carl Straat to Dutch shipbuilder Damen. Due to the unique nature of the vessel, this is a particularly challenging project. Both parties would like to build an excellent vessel for the operator – WSA Rhine – and I think this has been successful up to now. The Dutch not only live by the water, but work with it and this is impressively confirmed by this vessel.” There has, however, been an impact on the project - due to COVID-19 - the delivery of the diving equipment to Damen has been delayed. As a result, the diving bell ship will now commence operations next summer. Until that time, the ship will wait at Damen Shipyards Gorinchem in the Netherlands. Here, Damen will provide the vessel’s crew with familiarisation training in the meantime. The vessel will succeed the existing Carl Straat, which has been performing her duties since 92

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1963. The successor vessel will draw significantly on the proven design of her predecessor. The new diving bell ship will operate on the Rhine and its tributaries. She will provide dry conditions, in a pressurised atmosphere, in which personnel can work below the water. Her main scope of work will be the search and recovery of lost cargo and wreckage as well as inspection for construction projects. The vessel will also be capable of providing barrel anchors in gravelly and rocky areas in order to perform sampling activities. Damen has applied the latest technology to the new vessel to ensure her suitability for future operations. She features high-performance diesel-electric propulsion compliant with EU Stage V standards, guaranteeing a constant cruising speed of 13 kms/hr.

MORE ORDERS F O R DA M E N Damen Shipyards Group (DSG) has recently signed a contract with HST Marine for the delivery of a Multi Cat 2309. The company, which was the launching customer for Damen’s Fast Crew Supplier (FCS) 2710, is the first to order the brand-new, mid-range Multi Cat design bringing new capabilities to the market. HST will use the vessel to extend their business operations

PORT ENGINEERING MANAGEMENT BENELUX SHIPBUILDERS

beyond crew transfer and into workboat activities. During early December DSG signed a contract with Germany’s Opus Marine for the delivery of a Fast Crew Supplier (FCS) 2710, to be named Allegro. The company will operate the vessel in support of its charterers, serving the offshore wind industry in the German section of the North Sea. Five Damen vessels have made their way across the Atlantic Ocean on a unique voyage to Canada. Early this year, DSG signed a contract with Ontario-based Doornekamp Construction for the delivery of a Shoalbuster 3209. The vessel was formerly part of Damen Marine Services’ charter fleet. What seemed an ordinary ship sale contract was, in fact, just the beginning. Shortly after this initial contract, Doornekamp Construction placed on order with Damen for a Stan Pontoon (barge) 7524. It was decided to deliver the vessels with the Shoalbuster, now renamed Amy Lynn D, on her own keel and towing the barge. During January, DSG’s revolutionary Fast Crew Supplier (FCS) 7011 was launched into the water at Damen Shipyards Antalya, Turkey. The vessel, hailed as a quantum leap forward in marine access solutions, is the result of close market consultation. To meet the needs of an offshore industry faced with consistently low oil prices, Damen has developed the FCS 7011 as a costeffective crew transportation alternative boasting robust safety characteristics. DSG has recently delivered two Fast Crew Suppliers (FCS) 2710 to Hung Hua Construction Co., Ltd. in Taiwan. The vessels, named Falcon No. 5 and Falcon No. 6, join two other Damen FCS 2710 vessels and an FCS 2610 in the company’s fleet. Like the previous vessels, Falcon No. 5 and

DSG launches FCS 7011 LR (3)

Falcon No. 6, will be operated by Dong Fang Offshore (DFO), a wholly owned subsidiary of Hung Hua Construction. The vessels serve the local offshore wind industry currently being developed in Taiwan. DSG has also delivered two pontoons to De Klerk in Werkendam, the Netherlands. The delivery, which took place on January 8th, consisted of a Stan Pontoon 4111 named Oosterschelde and a Stan Pontoon 3011 named Kreekrak. De Klerk placed the order with Damen during December 2020. The delivery took place quickly thanks to Damen’s practice of building vessels in series. Meanwhile, Damen Trading has recently sold a stock Damen Stan Pontoon (SPo) 6316 to GPS Marine Holding BV in Hulst, Netherlands. The customer was looking for delivery of a flat-top barge in quick time in order to participate in a project taking place in the IJselmeer Lake in the north of the Netherlands. With Damen’s practice of building vessels in series and for stock, the shipbuilder was able to deliver the vessel within two weeks of signing the contract.

The Stan Pontoon 4111 Oosterschelde

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LO C KGAT E

FREEPORTS IN ENGL AND During late January this year (2021), the UK Government set out its prospectus for applying for Freeport status. This bidding prospectus is a guide for bidders competing for Freeport status in England. It sets out the government’s ambition for a Freeports’ policy - the Government’s core Freeport objectives, what is expected of bidders and what a best-in-class Freeport proposal will set out. The bidding prospectus provides additional detail on the UK’s Freeports model, including clear geographic guidelines on site design and size, and how Freeport levers relating to customs, tax, planning, regeneration and innovation will work. The prospectus outlines what bidders are expected to set out in their proposals how they can take full advantage of each measure. Finally, it provided information on how Freeports should be delivered, and provide details of the fair, open and transparent selection process that will see successful Freeport locations announced in the spring.

PD Ports PD Ports has welcomed the launch of the Freeports bidding prospectus - an opportunity set to turbo-charge postBrexit trade, boosting the economy, creating thousands of jobs and transforming the outlook for socioeconomically challenged regions. PD Ports is now seeking to accelerate preparations for a Freeport bid. The Government’s deadline for bid submissions was February 5th, 2021, injecting fresh urgency into building a compelling Freeport bid for the Tees Valley. The Port has now followed up that invitation seeking feedback on the

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PD Ports says Freeport status is an opportunity set to t

Bidding Prospectus, which confirms the possibility of a multi-site Freeport that can maximise and speed up potential benefits for the Tees Valley. PD Ports’ COO and Vice Chairman, Jerry Hopkinson said, “It’s vital that we all come together to make sure we construct a successful, inclusive bid that maximises the benefits of a Freeport for the Tees Valley. We’re looking forward to continuing to collaborate with the TVCA, Mayor Houchen, our stakeholders and local communities to deliver Freeport status for our great region. “It’s also important that our bid can realise benefits quickly, especially given the need to drive post-COVID economic recovery. That’s why we’re encouraging all our stakeholders and the wider community to work together to achieve this once in a lifetime opportunity. We strongly urge everyone across the Tees Valley to share their views on creating a Freeport for the River Tees. “At PD Ports, we have a proud and proven track record when it comes to delivering private inward investment and creating high quality, sustainable jobs in the Tees Valley. In the last

PORT ENGINEERING MANAGEMENT LOC KGATE

Freeport East can deliver on the nation’s strategic aims: • growing global trade, combining the UK’s largest deep-sea container port at Felixstowe with the short sea European gateway at Harwich • being a hub for innovation, driving the Green Industrial Revolution by creating a new hydrogen hub and supporting development of offshore renewables • driving economic growth and opportunity for more deprived communities both close to the ports and – through its trade connections throughout the UK – across the country.

turbo-charge post-Brexit trade

decade, we have attracted over £1bn of private investment, boosted international trade, created 2,600 new jobs and helped secure 22,000 more in the wider supply chain. “There is much work to do. We’re rolling our sleeves up and will be working at pace to make sure we deliver the success this region deserves.”

Harwich and Felixstowe A new Freeport for the East of England could create 13,500 jobs in the region – as part of an investment of more than half-a-billion pounds sterling. These figures were set out in a bid submitted by Freeport East, ahead of the Government’s deadline as part of its compelling argument for the designation. Freeport East is a partnership made up of business and local government driving forward the bid – which has also been backed by both the New Anglia and South East Local Enterprise Partnerships. If Freeport status is granted to the area, the bid estimates 13,500 new jobs could be created in the area, while over the next five years Freeport East would attract more than £500m of investment – while providing a £650m boost to the UK economy.

George Kieffer, Chairman of the Project Board, said, “Just as the sun rises in our region before it spreads across the UK, so Britain’s future starts at Freeport East. The key ports of Harwich and Felixstowe are already critical for overseas trade, but with a reliable supply of sites nearby to host innovation hubs, attract new businesses, and the base infrastructure which underpins these, Freeport East is clearly the Government’s best choice for this designation. This is a golden opportunity for our towns, regions, and ultimately our country to prosper.” Clemence Cheng, Executive Director of Hutchison Ports and Managing Director of Hutchison Ports Europe, added, “Freeport East is uniquely placed to deliver on the Government’s objectives for Freeports, to provide hubs for global trade and investment, promote regeneration and create hotbeds for innovation. We connect exporters across the UK with markets world-wide and the economic benefits of our truly global Freeport will be felt in all regions. “Working with our local councils, LEPs, partners and innovators we will deliver a green energy hub that will help deliver net-zero transport systems and complement sustainable developments in other regions.” Under the submission, the benefits will spread to other sites earmarked for development, such as Horsley Cross and Bathside Bay in Tendring, Great Blakenham, Gateway 14, the Parker and Anzani Avenue areas of Felixstowe and the Port of Felixstowe Logistics Park. Innovation will look at supporting green energy, such as the expansion of offshore wind VOL 39 ISSUE 4 |

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A new Freeport fo

in the region and new nuclear projects at Sizewell and Bradwell, as well as wider research and development linked in with university partners across the region and beyond around hydrogen technology.

Humber

HUMBER FREEPORT B I D L AU N C H E D The two Local Enterprise Partnerships of Greater Lincolnshire and the Humber, along with the four local authorities of Hull, East

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Riding, North Lincolnshire and North East Lincolnshire have formed a partnership with businesses from across the region to assemble to most compelling bid for Freeport Status that the UK Government will get to consider. The region is already home to the UK’s busiest port complex including the four major ports of Hull, Goole, Immingham and Grimsby which combined handle around 17% of the nation’s trade. The Humber Ports play a vital role as strategic assets in the fabric of the nation, handling the materials that supply 10% of the nation’s energy, 25% of the UK’s fuel for our vehicles, almost a third of our national timber supply and underpin the farming, food, retail, construction, automotive and pharmaceutical sectors across the UK but especially the Midlands and the North of England.

PORT ENGINEERING MANAGEMENT LOC KGATE

or the East of England could create 13,500 jobs in the region – as part of an investment of more than half-a-billion pounds sterling

As the region producing the largest amount of the UK’s carbon, the Humber has a unique opportunity to blaze a trail for de-carbonising our economy as well as build on the area’s status as the most exciting place for growth in green energy. In addition to hosting the largest hub for the operations and maintenance of offshore wind in the World and the offshore wind catapult in the Port of Grimsby and the blossoming manufacture of offshore wind blades in the Siemens Gamesa plant in Green Port Hull, all across the Humber there are projects for boosting green energy and decarbonisation. The opportunity to secure Freeport status for the Humber will act a catalyst to accelerate growth in all of these endeavours. In Goole, Immingham, Hull and Grimsby there are communities with high levels of deprivation and large potential workforce who with the right skills investment will and opportunities can help to

transform the economy of the area. The new Humber Freeport will: • Contain customs zone sites all across the Humber including the four main ports • Three new tax sites on both banks of the Humber that will incentivise growth in new manufacturing, research and development and green energy jobs. One site is located to the East of the Port of Hull, one site is located on development land in Goole and the third on the Able Marine Development Park in Killingholme. • An agreement to complement tax sites by targeting significant seed capital resources to ensure the benefits of Freeport status is felt across all four Humber local authority areas, including at the South Humber Industrial Investment site near Stallingborough in North East Lincolnshire. VOL 39 ISSUE 4 |

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• Secure significant inward investment from bluechip multinationals with the potential to attract and drive both supply chain and innovation ecostructures • Utilise local labour to help tackle the issues of deprivation not just in the Humber but beyond into surrounding areas in Doncaster, Wakefield and Leeds. No other part of the UK can boast the unique combination of an existing pivotal role in UK trade and energy supply with the potential to level-up and tackle deprivation and de-carbonise

our economy through the growth of green jobs. Simon Bird, ABP Humber Director and Chair of the Humber Ports Steerco said, “This is a hugely exciting bid. The Humber Freeport will not only unlock economic growth in our area, but the benefits will be felt well beyond into most Yorkshire and much of the Midlands. Growth will be focusses on business that will help us to decarbonise our economy create a green and sustainable economy for the future.”

The Humber region is already home to the UK’s busiest port complex including the four major ports of Hull, Goole, Immingham

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PORT ENGINEERING MANAGEMENT LOC KGATE

North East England A dynamic business and public sector partnership based in the UK’s leading export region has lodged an exciting and innovative bid for the North East England Freeport, which economic experts have predicted would generate a £2.1bn boost to UK exports, plus many other significant benefits. Government support for the proposal would see the North East England Freeport provide a

and Grimsby

uniquely ambitious and collaborative opportunity for the whole region to thrive, boosting the local economy by over £3.4bn over 10 years and providing a gateway to long term global competitiveness. Through the North East England Freeport, over 30,000 new jobs are expected to be created for the region, of which 13,000 are highly paid ‘better’ jobs. A further 31,000 jobs will be generated in the construction industries. The regional consortium formed to operate the North East England Freeport as a virtual free trade zone includes Nissan, the Ports of Tyne, Blyth and Sunderland, Newcastle Airport, seven local and two combined authorities, the North East Local Enterprise Partnership (LEP), plus leading north east universities and innovation organisations. The sites involved will be inter-connected and secured using a state of the art, cybersecure perimeter. Economic analysis completed by Freeport experts Vivid Economics, has highlighted how the North East England Freeport will build on existing regional strengths to drive forward the North East clean growth industrial vision and drive exports and economic recovery. This includes the well-established automotive and advanced manufacturing sectors, a growing clean energy industrial base incorporating offshore wind and renewables, and strengths in innovation, logistics and digital technologies. Data compiled by consortium members and validated by an independent economic advisor demonstrates that the North East England Freeport would deliver outstanding economic benefits to the region. These include: •61,458 new jobs across the construction, manufacturing, logistics, energy, innovation and business sectors • £3.4bn GVA across the local region • Expected GVA of £110,000/Freeport worker, with median earnings of Freeport workers 4062% higher than current regional levels across all sectors • Total GVA uplift of c£3,000/capita within the North East LEP area • £2.7bn in new regional private sector investment • £2.1bn additional UK exports over 10 years

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UK’s leading export region has lodged an exciting and innovative bid for the North East England Freeport

By generating tens of thousands more and better jobs, the North East England Freeport will become a national hub for global trade and investment, a hotbed for innovation, a catalyst for sustainable economic regeneration, while minimising barriers to trade. Each site and partner in the Freeport bid consortium will contribute to realising a best-in-class offering that will drive investment and deliver a high impact, economic boost that fully exploits the North East’s unique abilities in advanced manufacturing, life sciences, digital, clean energy and business services. Crucially, the North East England Freeport will provide a bold blueprint for growth, comprising of a multi-site, digitally connected and enabled cybersecure boundary area, with robust customs zones. This will enable the North East region’s key clusters to manufacture goods cost efficiently and trade internationally, benefiting from tax advantaged policy to stimulate economic development. It will contribute to levelling up in one of the areas of the country where it is needed the most. The North East England Freeport will include three significant tax sites totalling approximately 600 hectares on which businesses will be able to receive a range of special incentives to invest and grow. They are located in some of the most deprived communities in the region and will create new jobs and supporting skills and employability programmes to ensure jobs are 100

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accessible to local people. The activity from these businesses will generate benefits across the region. The Freeport will be led by a collaborative Governance Board which will bring together leaders from business, local government, higher education and the ports to drive forward the North East England Freeport at pace. This demonstrates the regions determination to deliver long term transformation and commitment to level up the UK economy. Matt Beeton, CEO at the Port of Tyne and Interim Chair of the North East England Freeport, said, “Our model offers an unrivalled, ‘best of all worlds’ approach, uniting the private and public sectors to provide the region with an exceptional opportunity to benefit from the levelling up potential of digitally enabled economic zones. Developing over 60,000 new jobs in the region and £3.4bn regional GVA is incredibly important and demonstrates that ports are a catalyst for future economic growth.” Martin Lawlor, CEO at the Port of Blyth added, “This bid consortium offers unrivalled clean growth and manufacturing expertise, and we have the vision, ambition and experience to make this a flagship Freeport the UK can be truly proud of. We are excited by both the innovation within our bid and the transformative impact our Freeport will have on the region if we are successful.”

PORT ENGINEERING MANAGEMENT CONTACT DIRECTORY DREDGING AND MARINE

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

C O N T R AC TO R S

ROHDE NIELSEN A/S

DUTCH DREDGING BV

ROYAL BOSKALIS WESTMINSTER NV

Nyhavn 20

Dr. Langeveldplein 11, 3361 HE

DK-1051 Copenhagen K

Sliedrecht, The Netherlands

Rosmolenweg 20

Denmark

Tel: +31 184 411999

PO Box 43

Tel: +45 33 91 25 07

Emaill: info@dutchdredging.nl

3350 AA Papendrecht

Email: mail@rohde-nielsen.dk

Web: www.dutchdredging.nl

The Netherlands

Web: www.rohde-nielsen.com

Contact: Ir. H.C. van de Graaf,

Tel: +31 78 69 69 000

Drs. C.J. van de Graaf

Email: royal@boskalis.com Web: www.boskalis.com

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

DREDGE EQUIPMENT

VAN OORD DREDGING AND

DREDGING INTERNATIONAL NV

HOLLAND MARINE TECHNOLOGIES BV

MARINE CONTRACTORS Scheldedijk 30, Haven 1025 Schaardijk 211

2070 Zwijndrecht, Belgium

3063 NH Rotterdam

Tel: +32 3 250 52 11

PO Box 8574

Email: info.deme@deme-group.com

3009 AN Rotterdam

Web: www.deme-group.com

The Netherlands

DEME is a world leader in the highly

Tel: +31 88 8260000

specialised fields of dredging,

Fax: +31 88 8265010

marine engineering and

Email: info@vanoord.com

environmental remediation. The

Web: www.vanoord.com

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

Pompmolenlaan 13 3447 GK Woerden The Netherlands Tel: 31 348 416075 Email: info@hollandmt.com Web: www.hollandmt.com Contact: Jan W. de Wit Supply of engineering and equipment packages, including dragarm & gantry systems, gate-valves, pipe coupling systems,TSHD loading & unloading systems and other customised dredging equipment. VOL 39 ISSUE 4 |

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PORT ENGINEERING MANAGEMENT D SECTION REDGE CO MPONENTS TITLE

DREDGE COMPONENTS

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

HEGEMANN GMBH | DREDGING

VANDEGRIJP IGS B. V.

GULF COBLA (L.L.C.)

Arberger Hafendamm 16

Rietgorsweg 11, PO Box 72

Jebel Ali Industrial Area 2

28309 Bremen, Germany

3350 AB Papendrecht,

PO Box 5708

Tel: +49 421 4107 201

The Netherlands

Dubai

Fax: +49 421 4107 299

Tel: +31 78 644 64 64

United Arab Emirates

Email: info@dh-dredging.de

Fax: +31 78 644 64 65

Tel: +971 4 803 7777

Web: www.dh-dredging.hegemann-gruppe.de

Web: www.vandegrijp.com

Fax: +971 4 880 4295

Maintenance dredging, reclamation works,

Manufacturer of dredging

Email: gc-info@gulfcobla.com

aggregate dredging and sand mining using

equipment. Production and

Web: www.gulfcobla.com

trailing suction hopper and backhoe dredgers.

sale of dredging-pipes

Contact: Jan Joost Post

Charter of self-propelled split hopper barges.

andaccessories.

Specialising in hopper dredgers suitable for shallow waters. Working areas: coastal waters, river estuaries, harbours and fairways.

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The Stena Flavia arrives in Stockholm Norvik Port (See Page 12)