Pem Online Vol 39 Issue 3 May / June 2020 by A&A Thorpe

ISSN Serial No. 0965-8203

Volume 39 Issue 3 May / June 2020

PORT ENGINEERING MANAGEMENT

ABOUT PEM

The IHC-designed dredger Magdalen being launched (See Page 12)

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PORT ENGINEERING MANAGEMENT ABOUT PEM

WELCOME

Welcome to the May/June edition of PEM ONLINE – Port Engineering Management. This is the first online edition of PEM, which we hope you will enjoy and find interesting. Moving PEM to an online version allows us to publish at least six times each year and increase the content of each issue, bringing you, the reader, a far more comprehensive coverage of the dredging, ports, renewables and allied industries. All details of PEM ONLINE, including Editorial Programme, advertising rates etc, are giver in our Media Pack – www. pemonline.co.uk. PEM ONLINE (Port Engineering Management) is written by a highly experienced team of journalist, all of which have been in the industry for over 40 years. We are a small team, therefore the pride in the work produced is high and suited to any company involved in the various industries covered by PEM. Although every effort is made to ensure accuracy and reliability of the material published, Port Engineering Management cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements. © 2016 Port Engineering Management. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers. If you need notification for when PEM ONLINE is available, please send your Email address to sue@shipaat.com – Telephone number (44) 1268 511300 Alan Thorpe All other enquiries: PEM ONLINE Office 1 First Floor 374 Long Road Canvey Island Essex, SS8 0JU UK VOL 39 ISSUE 3 |

PORT ENGINEERING MANAGEMENT NEW DIGITAL JOURNAL

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

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

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OSVs are Aberdeenâ&#x20AC;&#x2122;s main traffic (See Page 41)

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The new Sc

PORT ENGINEERING MANAGEMENT CONTENTS

CONTENTS 8 16 25 36 46 53 58 60 66 70

NEW VESSELS DREDGING WIND PORTS PROJECTS EQUIPMENT FUELS VIEWPOINT COMPANIES CONTACT DIRECTORY

C O N TAC T

Front Cover: Hollandâ&#x20AC;&#x2122;s Royal IHC was awarded the contract for the engineering and equipment for the Magdalen (see page 13).

cheldt tunnel (See Page 19)

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

DEPUTY EDITOR

EDITOR

ADVERTISING

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

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

W W W. P E M O N L I N E . C O . U K VOL 39 ISSUE 3 |

NEW VESSELS During mid-May, Egypt’s Suez Canal Authority (SCA) and Holland’s Royal IHC (IHC) successfully launched the CSD Mohab Mameesh at IHC’s shipyard in Krimpen a/d IJssel. The 29,190 kW heavy-duty rock CSD has been specifically designed in close co-operation with SCA, and will be used to maintain and improve the Suez Canal, which connects the Mediterranean Sea and Red Sea. 8

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S TO P P R E S S

As announced during early June a final agreement has been reached wit consortium for the acquisition and refinancing of Royal IHC. This is an im IHC. After a period of 5.5 years, Rolf Exalto has decided to pursue his care a significant contribution in professionalising the organisation and build of you as an important ecosystem in the maritime industry. IHC is curren organisation structure in order to improve its performance. It has been d as head of Supply Chain management (SCM) within IHC’s Shipbuilding c

R OYA L I H C S U C C E S S F U L LY L AU N C H E S T H E C S D MOHAB MAMEESH The vessel, characterised by its long slender shape and high spud towers, will have an overall length of 147.4 m and provide a maximum dredging depth of 35 m. Equipped with one submerged – and two inboard – dredge pumps, the installed cutter power will be 4,800 kW. “Launching the Mohab Mameesh reflects the fruitful strategic co-operation between IHC and SCA, on which we

count to modernise our fleet of dredgers with advanced units,” says the Suez Canal Authority’s Chairman and Managing Director Admiral Osama Rabie. “I would like to extend my sincere appreciation and gratitude to everyone involved in this project for their dedication in continuing to build the dredger according to the agreed schedule and specifications. This is despite

PORT ENGINEERING MANAGEMENT The launch of the CSD Mohab Mameesh

currently under construction at IHC for SCA. The sistership, the 26th of July is expected to be launched in the autumn of 2020.

th a leading maritime industry mportant step for the future of eer outside of IHC. He has had ding relationships with many ntly reviewing its activities and decided to appoint Peter Bickel cluster as of July 2020.

the exceptional circumstances caused by the global outbreak of the coronavirus, and demonstrates the distinguished professionalism of IHC in delivering mega projects.” IHC’s CEO Gerben Eggink added, “Our strong partnership with SCA has resulted in the build of a powerful and impressive vessel that will enable it to execute work at a top level while opening up the full potential of the vessel. We are proud that, in these challenging times, we have achieved this milestone and are therefore grateful for the commitment and hard work of everyone involved.” This CSD is one of two vessels

DA M E N DELIVERS COMPLETE PAC K AG E FOR KO R E A N M U LT I PURPOSE VESSEL Holland’s Damen Shipyards Group has signed an agreement with South Korea’s Hanjin Heavy Industries and Construction (HHIC) to deliver a complete components package, including all equipment for oil recovery operations as well as a complete dredging installation, for a multi-purpose vessel, which will primarily act as an oil recovery vessel, and will undertake work as a hopper dredger when not tending to emergencies. The 5,000 tons, 4,100 m3 vessel will be built by HHIC, a shipyard experienced in building special purpose vessels that is suited to the construction of South Korea’s first large combined oil recovery and dredging vessel. As the key supplier, Damen brings to the table a complete equipment

NEW VESSELS

package, combined with its wide experience in assisting non-Damen yards in the construction of complex vessels. The equipment package comprises the dredging gear, the oil sweeping gear and the electric and hydraulic system. Moreover, the integration of all these systems is undertaken by Damen. The dredging installation is a complete turnkey package including a 900 mm trailing pipe, designed to dredge at maximum -30 m depth, complete with its gantries and winches, a dredge pump and jet water pump including drives, plus ample hopper loading and discharging equipment, including dredge valves and overflows. The oil recovery system consists of a rigid sweeping arm of 15 m complete with its crane and various oil pumps in order to deal with oils of varying viscosity. The oil recovery system has been designed to work in waves up to 4 m. The multi-purpose vessel is being built for KOEM, the Korea Marine Environment Management Corporation. This Korean Governmental body has a mission to clean and protect the marine environment. KOEM pre-selected Damen as equipment supplier in February last year (2019), following an intensive selection process. Damen’s sales manager Michiel Hendrikx says, “We are very pleased with this project. We have been in contact with KOEM about this for some years and are very excited to have successfully signed a contract with HHIC for the delivery of the oil recovery and dredging equipment for this unique VOL 39 ISSUE 3 |

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vessel. We have previous experience in South Korea, though this will be our first time delivering a components package to Korean shipyard. I am sure that with the combined experience of both HHIC and Damen we can make this project a success.” Meanwhile a KOEM official commented, “With this Multi-purpose oil spill response vessel project, we will be able to build a foundation for strengthening the ability to respond to large-scale marine pollution incidents as well as establish a rapid control system in Korea.” He also added, “We hope for the successful deployment of this vessel to the target site so that we may continue to protect our oceans effectively.” Damen has started on the engineering process, working towards ensuring the optimal fit of the dredging gear. The vessel is due to be delivered in 2022.

FIRST STEEL P L AT E S C U T FOR THE

VO LTA I R E

Belgium’s Jan De Nul has kicked off the construction of its next generation Offshore Jack-Up Installation Vessel Voltaire. The steel cutting ceremony took place at China’s Cosco Shipping Shipyard (Nantong), in the presence of Jan De Nul representatives, the shipyard and Bureau Veritas. 10

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Damen has delivered a complete package for Korean multi-purpose vessel

The Voltaire is specifically designed to transport, lift and install offshore wind turbines, transition pieces and foundations for current and future developments. The vessel will have better operational limits compared to the existing Jack-Up installation vessels. Not only will this vessel be ready for the future of offshore renewables, it will also be deployable for the oil and gas industry, and for decommissioning of offshore structures. All these activities will be performed in a sustainable way thanks to lower fuel consumptions and emissions through Jan De Nul’s in house developed ULEv technique (Ultra Low Emission vessel). The Voltaire is equipped with a main crane of over 3,000 tonnes and a DP2 system. The vessel has an operating depth of over 80 m, a payload of about 14,000 tonnes and accommodation for 110 persons. With her four legs, the unit can lift itself above the sea level for stable working conditions. When designing the vessel,

Jan De Nul took into account the environmental impact. The Group tackles environmental challenges by focusing on reducing the footprint of its activities, particularly on water and air quality, and on the climate. Air pollution is one of the greatest threats to public health. Construction activities at sea are usually located close to coastlines, large and small ports, and densely populated areas. Jan de Nul is aware that, regardless of the choice of fuel or engine technology, the exhaust gases must always be filtered. As one of the world’s leading players in hydraulic engineering, Jan De Nul is a pioneer in the field of such an emission treatment. The latest generation of Jan De Nul’s vessels is equipped with an exhaust gas filtering technology that complies with the strict European Euro Stage V guidelines for emissions on land and inland waterways - UltraLow Emission vessels (ULEv). The highly advanced dual exhaust filter system removes up to 99% of nanoparticles

PORT ENGINEERING MANAGEMENT NEW VESSELS

from emissions using a diesel particulate filter (DPF) followed by selective catalytic reduction system (SCR) for NOx removal. As a result of these exhaust filtering systems, the Voltaire will be the first seaworthy installation vessel in the world with extremely low emissions.

DA M E N A N N O U N C E S ELECTRIC CSD 650 As it continues to drive the maritime energy transition, Holland’s Damen Shipyards Group has unveiled its first Electric Cutter Suction Dredger (ECSD) 650. With electric motors powering the dredge system, the ECSD 650 makes possible zero emissions dredging projects. The electric power provides a significant reduction in noise, adding an extra tier of sustainability and ensuring the dredger’s suitability for projects in densely populated and environmentally sensitive areas. The ECSD is a modular dredger, based on Damen’s successful standardised shipbuilding philosophy, dismountable for transportation and easy assembly in the remotest of locations. Due to the standardisation of the design, Damen was able to very quickly produce this sustainable product, simply exchanging

the diesel motors for electric ones, without need for reengineering. Standardisation further ensures the easy adaption of the ECSD to suit local power supplies. On the conventional CSD 650, the rear side pontoons serve only to provide buoyancy; in the ECSD the starboard side pontoon becomes an electrical nerve-centre. The dredger’s low voltage system equals easy maintenance with no requirement for special crew training. Meanwhile, the associated reduction in vibrations during dredging ensures a comfortable experience for those on board. Damen sales manager Sjoerd de Bruijn says, “The ECSD is just one example of the products and services that Damen is pioneering as we fix our focus on our goal: to be the most sustainable shipbuilder. Our

An artist’s impression of Jan de Nul’s Voltaire

role in this is not just to build electric vessels. As integrator we provide the connection, linking and aligning stakeholders from industry and academia. In this way we build a knowledge network that encourages the wider development of sustainable solutions and ensures the long-term viability of the maritime industry.” Damen’s work on the electrification of the maritime industry falls under the socalled E3 umbrella. That is, environmentally friendly, efficient in operation and economically viable. The shipyards group is currently working on a number of projects for electric vessels. This includes seven fullyelectric Damen Ferries 2306 E3 for the city of Copenhagen, Denmark. These ferries have a completely emission-free propulsion system, which will VOL 39 ISSUE 3 |

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reduce the total emission of public transport in Copenhagen by 2.5% for CO2, 10% for NOx and 66% for particulate matter. Damen is also building two Road Ferries, 6819 E3 and 9819 E3 to operate in Ontario, Canada. These will be the first fully electric ferries to operate in North America and will reduce CO2 emissions by as much as 7m kg per year. The six Island Class Ferries – Road Ferries 8117 E3 – that Damen is building for BC Ferries in British Columbia, Canada, will sail with a hybrid propulsion system that can be easily converted to full-electric in the future when the appropriate infrastructure is in place locally. An order from the Port of Auckland, New Zealand, sees Damen constructing the world’s first fully-electric ship-handling tug with 70 tonnes bollard pull. The RSD Tug 2513 was already an exercise in sustainability, being fully prepared for IMO Tier III compliance and featuring numerous energyconscious characteristics running throughout its design. With 80% of electricity in New Zealand coming from wind and hydropower, Damen’s tug completes the circle in a zero emissions operation.

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R OYA L I H C TO D E L I V E R D E S I G N PAC K AG E A N D K E Y C O M P O N E N T S TO W E E KS M A R I N E Royal IHC (IHC) has been awarded the contract for the engineering and equipment delivery for a new 6,540 m³ TSHD for US-based Weeks Marine. This is an identical vessel to the Magdalen that was delivered in 2017. Part of the contract is the supply of key components as well as the provision of several technical services during the construction process. The vessel, which will sail under the name R.B. Weeks, will be built at Eastern Shipbuilding Group’s Allanton Shipyard in Panama City, Florida. The new TSHD is designed for beach nourishment and capital dredging works and is highly

automated. IHC has been selected by Weeks once again for the vessel design and supply of key components. This repeat order confirms the satisfaction expressed by Weeks of the construction of the Magdalen and its performance, and underlines IHC’s proven track record in designing worldclass dredging vessels and equipment. Moreover, IHC is very excited and committed to become the partner of choice in a very challenging but promising market, which has all the signs of picking up momentum. Hans B. Blomberg, Weeks’ Technical Manager Hopper

PORT ENGINEERING MANAGEMENT NEW VESSELS

The launch of the TSHD Magdalen, owned by Weeks Marine

Dredgers, says, “We are excited to be working with Royal IHC again on our sistership construction project. IHC’s engineering and hardware supply services will assure that we will once again have a first-class vessel utilising the

most modern and innovative technology available on the market.” His view is shared by Erdinç Açıkel, IHC’s Head of CustomBuilt Hopper Dredgers, who adds, “We are proud that Weeks – a long-standing and highly valued customer of ours – has again chosen IHC to be its reliable partner. It underscores the trust that this leading market player in the US puts in the performance and technology of our engineering and dredging solutions.” Like the Magdalen, the R.B. Weeks will be equipped with IHC-designed and built equipment, including the complete and highly efficient dredging installation, dredging automation and

Damen has announced a new design of Electric Cutter Suction Dredger

instrumentation, propulsion and main electrical system. The vessel will again be equipped with IHC’s unique dynamic positioning and tracking (DP/ DT) system and eco pump controllers, which will both further enhance its efficiency. IHC will also provide a number of technical services, including the assistance of its qualified engineers for inspection during installation of the delivered equipment at the shipyard, and support during start-up and commissioning of the dredger. The delivery of the R.B. Weeks is scheduled for early 2023.

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I R C L A S S C E L E B R AT E S COMMISSIONING OF C OA S TA L R E S E A R C H V E S S E L S AGA R ANVESHIKA

The Sagar Anveshika

With the commissioning of coastal research vessel Sagar Anveshika earlier this year, the Indian Register of Shipping (IRClass) celebrated yet another collaborative success with the Indian shipbuilding ecosystem. Built under IRClass, Sagar Anveshika is a DP1-capable vessel fitted with state-ofthe-art equipment that allows her owner, National Institute of Ocean Technology (NIOT/ Ministry of Earth Sciences,Govt of India) to carry out environmental indexing 14

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and bathymetric surveys in both coastal and offshore waters. Sagar Anveshika is the second of two coastal research vessels built for NIOT, by M/s. Titagarh Wagons Ltd, with the first being Sagar Tara, which was delivered in August 2019. The two vessels are set to augment NIOT’s research capabilities. Apart from classification, IRClass provided assistance to the owners in seamless integration of research equipment including the laboratories and deck machinery, to ensure that both

the vessels satisfy the Scientific Mission Requirements, while complying with applicable rules, conventions, regulations and the flag state. “We thank IRClass for its contribution which led to successful completion of the project without delays and cost overruns,” said Dr M A Atmanand, Director NIOT. “We look forward to future collaborations with IRClass on mutually-beneficial projects of significance not only to our respective organisations but to the maritime ecosystem at large,” said Dr D Rajasekhar, Project Director Vessel management cell, NIOT. Vijay Arora, Joint Managing Director, IRClass, said, “The successful commissioning of Sagar Anveshika bears eloquent testimony to the hard work of the owners, ship builders, ship designers, and all those who were involved with the project. IRClass is proud to be part of the Indian maritime ecosystem that continues to deliver high quality ships that meet the requirements of discerning owners worldwide.”

PORT ENGINEERING MANAGEMENT NEW VESSELS

C - J O B N AVA L ARC HITECTS DELIVERS TSHD D E S I G N TO GLDD Holland’s C-Job Naval Architects has delivered the basic design package of a TSHD to US-based Great Lakes Dredge and Dock Company (GLDD). GLDD called on C-Job, the global independent ship design and engineering company, to develop its TSHD for beach nourishing and channel maintenance activities. Working closely together with the American dredge industry leader, C-Job created the initial and concept design which evolved into the current basic design package of this fit for purpose dredger. This package is the information from which the ship will be built by Conrad

Shipyard, as announced by GLDD on 9th June. The vessel will be approximately 105.5 m (346 feet) in length, 21 m (69 feet) in breadth, 7 m (23 feet) in depth and total installed horsepower of 16,500. The TSHD will have a hopper capacity of 4,970 m3 (6,500 cubic yards). The vessel is scheduled to be fully operational by 2023. Harry Kikkert, Project Manager at C-Job, says, “At C-Job Naval Architects we believe the best designs come about in close collaboration with the client. From the start of this project, key members of the technical fleet managers were involved in the design process. Their feedback and those of the crew of which they were in close contact with were paramount to shape the design as it stands now. The TSHD boasts two suction pipes and has been specifically designed to be easy to build. The hull shape was kept relatively simple while incorporating hydrodynamic design optimisations. This will make the vessel easy to build while still being fuel efficient. In addition, the design is ballast free which will reduce investment and operational costs. Lasse Petterson, Chief Executive Officer and President at GLDD added, “As the leader in the US Dredging industry, GLDD continues to strategically invest in its dredging fleet. This highly automated new build vessel will increase the capabilities of our hopper fleet in the coastal protection and

maintenance markets as well addressing specific needs in the growing offshore wind market. We are proud to utilise American engineered and built engines, dredge pumps, technology and dredging installations to create a highly efficient and productive vessel to meet our nations’ maritime infrastructure needs. The construction of this Jones Act qualified vessel, at peak construction, will create 150 high paying shipyard jobs and upon delivery the ship will be crewed by US citizen mariners. This vessel reinforces our commitment to the US Army Corps of Engineers and faith in the future of the US dredging market.” C-Job is renowned for its innovative ship design and engineering and has a strong track-record in several industries including dredging, offshore (wind), passenger vessels and superyachts. The company has a dedicated Research and Development department which focuses on new ways to improve and be innovative with both its designs and creation process. C-Job currently has six offices worldwide with its headquarters on the outskirts of Amsterdam, the Netherlands. The ship design company believes clients should be closely involved in the entire ship design process, as it benefits the end product. With multiple locations worldwide, C-Job is able to support their clients no matter where they’re based to develop new, innovative and sustainable solutions to their specifications.

An artist’s impression of the C-Job Naval Architects’ TSHD VOL 39 ISSUE 3 |

PORT ENGINEERING MANAGEMENT DREDGING

DREDGING

SOLID PERFORMANCE BY JA N D E N U L G R O U P

Throughout 2019, the maritime dredging and offshore sector remains the cornerstone of Jan De Nul Group’s activities with 77% of the total turnover of the Group. During 2019, Jan De Nul was active in major coastal protection projects such as in Benin, where it was responsible for the design and construction of a submerged dike to protect against coastal erosion. Jan De Nul also executed port dredging works. In India it helped to deepen and widen the access channel to the Jawaharlal Nehru Port in Mumbai. In Mauritania, the Group executed the deepening and widening the large port in Nouadhibou for the export of iron ore. In Argentina, it deepened the port of Quequén to -15 m. In Vietnam, the Group executed dredging work for the port facilities for the Long Son Petrochemicals Complex at Long Son Island and in Qatar for the widening of the access channel to Old Doha Port. Although the world is its market, Jan De Nul Group continues to have a strong presence in Europe - 45% of its turnover came from European countries. Jan De Nul’s activities, however,

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grew fastest in Asia and the Middle East. The share of this region in the Group’s turnover increased from 18% in 2018 to 27% in 2019. This increase was mainly due to Jan De Nul’s activities for the construction of the three major offshore wind farms in Taiwan. Jan De Nul was active in America (17%), Africa (7%) and Australia (4%). During the beginning of this year (2020), the very comprehensive and diverse expertise of Jan De Nul amounted to €3.4bn, compared to €3.3bn at the end of 2018. The order book of Jan De Nul Group includes several major projects, a small selection of which is presented below: • In Ecuador, Jan De Nul signed in 2018 the concession agreement for the deepening and maintenance of the 95 kms access channel to the port of Guayaquil. In 2019, Jan De Nul Group completed the deepening works in the existing access channel. The maintenance and operation of the channel for the remaining 24 years can now start.

• In the port of Takoradi,

Ghana, Jan De Nul will further expand the port facilities for Ibistek. In Benin, it is building an underwater dike and replenishment of beaches in order to protect the coastline. In early 2020, Jan De Nul Group completed the maintenance dredging works in the Port of Maputo, Mozambique, for the Maputo Port Development Company. Also in 2020, Jan De Nul remained in Mozambique, executing dredging works in Palma for the development of an LNG terminal.

• At the end of 2019,

the environmental division of Jan De Nul began, together with its consortium partners, the largest soil remediation project ever executed in the port of Antwerp at the Fort Filips site. The encapsulation of the severely polluted soil will avoid the further spreading of any pollution. The construction of flood

defence dikes will also protect the port surroundings against flooding. Jan De Nul Group maintains its current investment programme to keep a modern fleet. This programme is spread across the different segments of the group, with a view to maintaining or increasing our market share, and with the emphasis on climate-friendly technology. The focus was on replacement investments in small and medium-sized dredging vessels.

• In March and April of 2019, the 3,500 m3 TSHDs Afonso

de Albuquerque, Diogo Cão and Tristão da Cunha were

delivered by China’s Keppel Shipyard (Nantong). The vessels are currently operating in South America, Europe and the Far East.

• The 6,000 m3 TSHD Sanderus was delivered by Singapore’s Keppel Shipyard at the end of 2019. Her sistership Ortelius is expected to be delivered mid2020.

• In December of 2019, the

18,000 m3 TSHD Galileo Galilei was launched by China’s COSCO Shipyard in Dalian. The delivery is scheduled for 2020.

• In October 2019, Jan De Nul

acquired the vessel Willem van Rubroeck in Croatia by submitting the highest bid in a public auction. This CSD had been ordered a few years earlier by Jan De Nul Group with the Uljanik shipyard. The latter was declared bankrupt in 2019. In the end, the property of the non-completed vessel was transferred to Jan De Nul in February 2020. In April 2020, the vessel was transported to Poland’s Remontowa, Gdansk, where it will be completed. The vessel will be ready and deployable in 2021.

• In early April 2019, Jan De Nul signed a contract with COSCO Shipping Heavy Industry for the construction of a large jack-up offshore installation vessel, to be named Voltaire. This jack-up vessel will be equipped with a main crane having a capacity exceeding 3,000 tonnes, and

Jan de Nul’s new dredger Sanderus, which is classed as ULEv, with ultra-low emissions as this vessel has a two-stage catalytic filter system on-board

will be capable of working in water depths of more than 80 m. The vessel is suitable for installing the next generation offshore wind turbines. Engineering is on-going, the actual construction will start in May 2020. Delivery is expected in early 2022.

• At the end of 2019, Jan De

Nul also placed the order for the construction of a large crane vessel. This vessel, Les Alizés will be built by China Merchants’ Haimen shipyard. Les Alizés is equipped with a crane with a lifting capacity of 5,000 tonnes, a deadweight capacity of 61,000 tonnes and 9,300 m³ of deck space. The vessel will enable Jan De Nul Group to install large and heavy foundations for wind turbines in very deep waters. Delivery of the vessel is scheduled for 2022. VOL 39 ISSUE 3 |

SOLUTIONS FOR GLOBAL CHALLENGES DEME is a world leader in the specialised ﬁelds of dredging and land reclamation, offshore energy, environmental remediation and infra marine works. DEME is a front runner in innovation and new technologies, operating a versatile ﬂeet of over 100 vessels. With a strong presence in all of the world’s seas and continents, DEME provides solutions for global, worldwide challenges: a growing population, rising sea levels, the reduction of emissions, polluted rivers and soils and the scarcity of natural resources.

Dredging Offshore Environmental Infra marine

www.deme-group.com 18

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PORT ENGINEERING MANAGEMENT DREDGING

JA N D E N U L / DEME CONTRIBUTE TO T H E O O S T E RW E E L LINK During June this year, Lantis, the project developer responsible for the prestigious ‘Oosterweel link’ project, which will complete the Antwerp Ring Road, has awarded the contract for the construction of the Scheldt Tunnel to the ‘Tijdelijke Handelsvereniging Combinatie Oosterweeltunnel’ (THV COTU) consortium. THV COTU is composed of the Belgian construction groups Besix, BAM Contractors, DEME and Jan De Nul. Known as the jewel in the crown of this crucial infrastructure project, the Scheldt tunnel will be the most important connecting element in the Oosterweel link and closes the Antwerp Ring Road on the north side. The tunnel has a total length of 1,800 m and will be built according to the ‘immersed tube’ method. Eight tunnel elements of approximately 60,000 tonnes each will be built in the inner port of Zeebrugge and then towed to Antwerp via the North Sea and the Western Scheldt, where they will be immersed in a pre-dredged trench in the River Scheldt. This technique, in which gravity and the upward

force of water are constantly competing with each other, is one of the most ingenious building methods in concrete and hydraulic construction. THV COTU is well aware of the challenges that such a project brings with it in a technically difficult environment such as the Scheldt in Antwerp. But the partners are confident that they have the necessary expertise and decades of experience to successfully achieve the realisation of this vital stage of the Oosterweel link project. The contract has a value of €570m. The first preparatory work will start in the autumn of 2020. Construction work for the tunnel itself will begin after the summer of 2021.

GOOD S TA R T F O R BOSKALIS The first quarter of 2020 was above expectations for Royal Boskalis Westminster. In light of the world-wide developments of the COVID-19 virus, Boskalis closed a good first quarter. A modest increase in revenue was accompanied by a higher result compared to the same period last year. The order book decreased slightly at the end of the quarter compared to the record position held at the end of 2019. To date there have

An artist’s impression of the new Scheldt Tunnel

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been no project cancellations of substance impacting the order book. The already very solid financial position improved further in the course of the first quarter. Highlights of the first quarter included:

• Fleet utilisation - mixed

picture within both Dredging and Offshore Energy

• Order book - €4.6bn • Positive net cash position of €57m and a directly available financial headroom of approximately €850m

Projects are only affected to a limited extent by generic lockdown measures. The greatest operational challenge for Boskalis is to relieve the crews on the vessels and project personnel due to global travel restrictions. On a case by case basis tailored solutions are applied to ensure the continuity of business operations and the health of colleagues. A test procedure for COVID-19 has been developed in collaboration with the Travel Clinic, part of the Erasmus Medical Centre in Rotterdam, the Netherlands. This procedure is being applied successfully since a couple of weeks for the relief of crews. Revenue at the Dredging & Inland Infra division decreased slightly with a lower result compared to the first quarter of last year. Noteworthy projects in progress include - Duqm (Oman), Pulau Tekong and Tuas Terminal Phase 2 (Singapore), LNG Canada and various medium-sized projects in the 20

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Netherlands. Of the medium to large projects, only the Pulau Tekong project is currently on hold due to COVID-19 measures following a selective lockdown in Singapore. Pulau Tekong comprises civil engineering activities and does not involve the deployment of large dredging vessels. As a consequence, the earnings impact is very limited. The hopper fleet utilisation was lower compared to last year. On the other hand, the utilisation of the cutter fleet in the first quarter was exceptionally strong, partly due to the deployment of the mega cutter Helios in the Middle East. The order book of Dredging & Inland Infra decreased slightly compared to the end of 2019. The portfolio in the Netherlands increased and includes the definitive award for the major maintenance of the N3 highway and maintenance dredging in the port of Rotterdam. Following the close of the quarter, the Raad van State made an important ruling in the context of the implementation of the project plan for the reinforcement of the Markermeer dikes. As a result of this ruling, the execution of all activities can proceed and the project will make an important revenue contribution in 2020 and 2021 for Boskalis in the Netherlands. In the second quarter, a followup project was also received for the construction of a second artificial island in the IJmeer Lake, adjacent to Strandeiland, which is currently being reclaimed next to the existing Ijburg islands in Amsterdam.

BOSKALIS AWA R D E D T WO DREDGING C O N T R AC T S IN FINL AND Royal Boskalis Westminster has been awarded two contracts in Finland by the Finnish Transport Infrastructure Agency, the Port of Helsinki and the City of Helsinki with a combined contract value of €32m. In the Port of Helsinki, Boskalis will deepen de Vuosaari fairway and harbour basin from -11 m to -13 m and utilise a part of the dredged material for the development of Helsinki’s Hernesaari area, which is close to the centre of the city. The activities will commence immediately and are due to be completed by the end of 2021. For the harbour deepening scope a volume of 1m m3 of clay and moraine material will be dredged and 0.8m m3 of rock will be removed from the seabed by means of drilling and blasting. Part of this material will be transported by vessel to the Hernesaari area and reused for the reclamation of 6 hectares of land on which offices and residential housing for 7,000 people will be developed in the coming years. For these activities Boskalis will deploy a variety of specialised dredging equipment including two large backhoe dredgers, a grab

PORT ENGINEERING MANAGEMENT DREDGING An artist’s impression of the new Hernesaari port

dredger, a drilling barge and various hopper barges. Boskalis’ strategy is aimed at benefitting from key macroeconomic factors which drive world-wide demand in our markets: expansion of the global economy, increase in energy consumption, global population growth and the challenges that go hand in hand with climate change. These projects are largely driven by growth in global trade and the trend towards larger vessels with deeper drafts as well as population growth in major cities.

Corps of Engineers reflects the Administration’s priorities for water resources infrastructure,” said The Honourable Rickey D. (R.D.) James, Assistant Secretary of the Army for Civil Works. “This budget will make it possible to accelerate delivery of much needed infrastructure. Infrastructure that protects lives, improves commerce and benefits all Americans. New federal funding in the Civil Works budget comprises $3.753bn from the General Fund of the Treasury, $965m from the Harbour Maintenance Trust Fund (HMTF), $56m from the Inland Waterways Trust Fund (IWTF), and an estimated $54m from Special Recreation User Fees. The FY 2020 funding will be distributed among the appropriations accounts as follows:

US CIVIL WO R KS BUDGET FOR 2020 • $1.930bn for Operation and Maintenance (O&M)

The US government’s Budget for Fiscal Year 2020 includes US$4.827bn in gross discretionary funding for the Civil Works programme of the US Army Corps of Engineers. “The Fiscal 2020 Civil Works budget for the US Army

• $1.170bn for Construction • $965m for Harbour

Maintenance Trust Fund (HMTF)

• $210m for Mississippi River and

Tributaries (MR&T)

• $200m for the Regulatory Programme

• $187m for Expenses • $77m for Investigations • $56m for Inland Waterways Trust Fund (IWTF)

• $27m for Flood Control and Coastal Emergencies

• $5m for the Office of the

Assistant Secretary of the Army for Civil Works The FY 2020 Budget includes $2.308bn for the study, design, construction, operation and maintenance of inland and coastal navigation projects. The Investigations programme as a whole is funded at $82m in the Budget, including $5m from the Mississippi River and Tributaries (MR&T) account, of which $26m is to fund studies to determine the need, engineering feasibility, and economic, environmental and social return of potential solutions for water and related VOL 39 ISSUE 3 |

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land resources problems. The Investigations account also includes $25m for USACE efforts, in conjunction with state floodplain management authorities, to provide technical and planning assistance to enable local communities to reduce their flood risk, with emphasis on non-structural approaches. The Budget continues to invest in the development of interagency teams known as Silver Jackets, which work with the states to enable local communities to understand their flood risks and to identify options to help them to manage those risks, with emphasis on non-structural solutions. The Construction programme as a whole is funded at $1.301bn in the Budget, including $1.17bn in the Construction account, $57m in the MR&T account, $56m in IWTF, and $18m in the HMTF. The Budget uses objective, performancebased guidelines to allocate construction programme funding toward the highest performing economic, A dam on the Monongahela River, PA

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environmental, and public safety investments. The Budget promotes increased non-Federal participation in the construction of Civil Works projects, to improve project delivery, and to increase cost savings. It includes $150m in the Construction account for the WRRDA 2014 Section 1043 Non-Federal Construction of Federal Projects programme, an innovative programme under which the Corps would transfer appropriated funds to nonFederal sponsors who decide to construct a project on their own under Section 1043 of WRRDA 2014, as amended. The Budget also proposes to extend this programme’s authorisation, which currently expires on June 10th, 2019. The Budget also provides $150m in the Construction account for the Innovative Funding Partnerships programme. These funds would be used, in conjunction with funds voluntarily provided by non-Federal interests in excess of the non-Federal sponsor’s statutory cost share

requirements, to accelerate the completion of construction of specifically authorised projects. The construction programme includes nine commercial navigation projects (including one HMTF project and one IWTF project), five aquatic ecosystem restoration projects and programmes and four flood risk management projects. Four construction projects are funded to completion in the Budget. They include three commercial navigation projects – Charleston Harbour, SC, Locks and Dams 2, 3, and 4, Monongahela River, PA, and Melvin Price Lock and Dam (Deficiency Correction), IL & MO, and one aquatic ecosystem restoration project – Mud Mountain Dam, WA. Among the construction projects in the Budget, the 10 highest funded projects are - Charleston Harbour ($138m), Savannah Harbour Expansion, GA ($130m), Locks and Dams 2, 3 and 4, Monongahela River ($111m), Sault Ste Marie (Replacement Lock) ($75m), the South Florida Ecosystem

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Restoration (Everglades), FL ($63m), Rough River Lake, KY (Major Rehab) ($50m), American River Common Features, Natomas Basin, CA ($59m), Lower Mississippi River Mainstem (MR&T) ($57m), Corpus Christi Ship Channel, TX (Main Channel and Barge Lanes) ($53m) and Columbia River at the Mouth, OR and WA ($36m). The O&M programme as a whole is funded at $3.025bn in the Budget, including $1.930bn in the O&M account, $947m in the HMTF account, and $148m in the MR&T account. For O&M, the Budget emphasises performance of existing projects by focusing on supporting current traffic levels at coastal harbours and inland waterways with the most commercial traffic. It also emphasises safety improvements at federal dams and levees based on risk, considering the consequences of the most likely failure modes. The Flood Risk Management programme is funded at $1.011bn in the Budget. The programme is a collaborative effort that integrates and synchronises the flood risk management projects, programmes, and authorities of USACE with those of other federal agencies, state, regional and local agencies. It helps to reduce the risk of loss of life and property damage from riverine and coastal flooding, and increase the resilience of local communities through structural and non-structural measures. The Budget gives priority to coastal harbours and inland waterways with the most commercial traffic. It also provides for the maintenance of channels at small ports,

with emphasis on those that support significant commercial fishing, subsistence, or public transportation benefits. The Harbour Maintenance Trust Fund provides $965m for maintenance work with an emphasis on supporting the transportation of cargo at current levels at the 50 largest U.S. coastal ports, which handle around 90% of the waterborne cargo shipped to or from the United States. The Budget again proposes establishing an annual fee to support infrastructure investment and economic growth by helping finance the users’ share of future capital investment, as well as 10% of the operation and maintenance cost, associated with the inland waterways. The Aquatic Ecosystem Restoration programme is funded at $187m in the Budget. This programme supports restoring aquatic habitat in significant ecosystems where the aquatic ecosystem structure, function and processes have been degraded. USACE will continue to work with other federal, state and local agencies, using the best available science and adaptive management to protect and restore these ecosystems. The Budget funds Recreation at $249m, including $12m in the MR&T account. USACE is one of the nation’s largest providers of federal recreation opportunities, hosting approximately 250m visits annually at its more than 400 lake and river projects in 43 States. The Regulatory programme is funded at $200m in the Budget to protect the nation’s waters and wetlands

and provide efficiency in permit processing. Based on USACE’s contribution to the response and recovery of communities after natural disasters strike, and the inevitability that there will be more, the USACE Emergency Management programme is funded at $32m, with $27m in the FCCE account for preparedness and training to respond to floods, hurricanes, and other natural disasters, and $5m in the O&M account. The Budget, as it did for Fiscal 2019, proposes to divest the Washington Aqueduct, which is the wholesale water supply system for Washington, DC, Arlington County, Virginia, the City of Falls Church, Virginia, and parts of Fairfax County, Virginia, and is the only local water supply system in the nation owned and operated by USACE. The Budget also proposes to return responsibility for management of the Formerly Utilised Sites Remedial Action Program (FUSRAP) back to the Department of Energy (DOE). The Army Corps would continue to perform clean-up of FUSRAP sites on a reimbursable basis with DOE. This proposal would enable DOE to consider a broader range of federal cleanup efforts in prioritising work each year, thereby increasing the effectiveness and efficiency of Federal clean-up efforts. For these reasons, no funds are included in the Army’s Civil Works Budget for FUSRAP.

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DREDGING & LAND RECLAMATION MARINE CHARTER - SURVEY SERVICES

GULF COBLA Dubai based dredging firm Gulf Cobla operates a fleet of cutter suction dredgers and has over 35 years of international experience. Our flexible approach combined with professional management, staff and crew makes us a reliable partner for your dredging and land reclamation projects in the Middle East and other parts of South Asia.

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

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Gulf Cobla BUILT ON SOLID GROUNDS

PORT ENGINEERING MANAGEMENT WIND

P O R T O F T Y N E TO B E C O M E B A S E F O R D O G G E R B A N K W I N D FA R M our target of net zero emissions by 2050.” Stephen Bull, Senior Vice President for Equinor’s North Sea New Energy Solutions, and Chair of Renewable UK, said, “The UK government has legislated to cut carbon emissions to net zero by 2050. Major scale renewable energy projects like Dogger Bank ensures Britain’s leadership as the No.1 offshore wind nation. Moreover, the project brings new investment to the UK, at a challenging time for us all, and secures over 200 jobs in the region as well as new opportunities in a future-fit growth sector. “The North East has a strong industrial heritage and a supply area that stretches north and south of the River Tyne. With a strong low-carbon vision for the future - as well as targets to become net zero in its own operations by 2030 the Port of Tyne is clearly well set up to attract future investments which we hope will complement our activities. “We are extremely proud that our skilled teams will operate the world’s largest offshore wind farm from here and look forward to becoming part of the community, and strengthening our lowcarbon commitment to the North East.” Paul Cooley, SSE Renewables Director of Capital Projects, said, “The announcement cements SSE Renewables’ and Equinor’s commitment to developing long term jobs and economic benefit in the UK and we are very pleased to welcome the Port of Tyne to the project. The O&M base will bring significant socio-economic benefits to the local area during construction and throughout the projects lifetime, as we have seen on our previous offshore wind projects including Beatrice. Dogger Bank

WIND

Norway’s Equinor and Ireland’s SSE Renewables, the two companies behind the world’s biggest offshore wind farm Dogger Bank, have announced plans to build a new Operations and Maintenance (O&M) Base at the Port of Tyne. The Dogger Bank wind farm is a 50:50 JV between Equinor and SSE Renewables. Construction of the wind farm, led by SSE Renewables, began in January 2020 and as operator for the operations phase, Equinor will construct this new O&M base, and operate the wind farm for its expected life of more than 25 years. The overall wind farm comprises three 1.2 GW phases, with each phase located more than 130 kms from the North East coast of England. When fully operational it will be able to provide enough renewable electricity for over 4.5m UK homes. The new multi-million pound facility, which includes both office space and a warehouse, will be the onshore base for Equinor’s teams ensuring the efficient operation of the wind farm. The flagship project is expected to generate over 200 direct jobs in the region, as well as opportunities for companies at all levels of the supply chain. The Dogger Bank Wind Farm is estimated to trigger a total capital investment of approximately £9bn (€11bn) between 2020 and 2026. Secretary of State for Business, Alok Sharma commented, “This new facility is fantastic news for Tyneside and the North East of England. Renewable energy is one of the UK’s great success stories, providing over a third of our electricity and thousands of jobs. “Projects like Dogger Bank will be a key part of ensuring a green and resilient economic recovery as well as reaching

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will help drive the transition to a net zero future and we are continuing our work to construct the largest offshore wind farm in the world safely.” Matt Beeton, Chief Executive Officer of the Port of Tyne said, “We’re absolutely delighted to have been selected by Equinor and SSE Renewables as the port of choice to house the Operations and Maintenance base for the largest offshore wind farm in the world. This is clearly a very important milestone in attracting such leading names in offshore power generation to the Port but it’s also extremely important for the wider region in terms of local supply chain and employment opportunities. “The Port recently launched its ‘Tyne 2050’ plan with a vision to become one of the most environmentally sustainable ports in the UK by 2030. Offshore wind is a key component of that strategy and this announcement is a huge step towards developing a cleaner future for the Port, the region and for industry in the North East. We’re very excited to start working with Equinor and SSE Renewables to make this base a success and we’re looking forward to playing our part in the world’s largest offshore wind farm.” The jobs required to operate an offshore wind farm include maintenance technician roles, that will predominately be based offshore, as well as office-based teams to support the operations from land. The main recruitment activity will begin in early 2022 and ramp up as the project nears operation, with the first phase due to begin producing electricity in 2023. The project is also committed to engaging with the UK supply chain, to ensure that UK companies have the chance to get involved, whether it is directly or through one of the project’s Tier One and Two suppliers. Dogger Bank Key Facts About the project: Dogger Bank will be world’s largest offshore wind farm, with a capacity of 3.6 GW.

• It will be able to provide clean electricity for over 4.5m UK homes

• Roughly equivalent to 5% of the UK’s electricity demand The project is a 50/50 joint venture between Equinor and SSE Renewables - The area covered 26

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by the wind farm is 1,675 kms2, which is larger than Greater London (1,569 kms2). Dogger Bank will be constructed in three 1.2 GW phases - Dogger Bank A, B and C (previously known as Creyke Beck A, Creyke Beck B and Teesside A respectively). Consent was granted in 2015, with the projects receiving record low Contract for Difference Strike prices. About the site:

• Dogger Bank is located off the North East

coast of England – about the same distance from Newcastle to Leeds (each phase is at least 130 kms from shore)

• The wind farm is located in a shallow area of

the North Sea on a sandbank that used to be called ‘Doggerland’, and which connected Britain to mainland Europe until about 6500 BC.

• Due to the distance from shore, this is the first offshore wind project in the world that will use High Voltage Direct Current Onshore works:

• Onshore construction has begun, and is being undertaken by Jones Bros Civil Engineering UK for phases A and B

• The onshore cable route is around 30 kms

and will transport the clean electricity from the coastal village of Ulrome in the East Riding of Yorkshire, to converter stations just south of the town of Beverley, after which it will connect to the existing National Grid substation at Creyke Beck in Cottingham.

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Operations and maintenance:

• The project’s Operations and Maintenance Base will be located at The Port of Tyne • When fully operational, over 200 people will be based there or offshore to operate and maintain the wind farm

• Jobs include maintenance technician roles (mainly based offshore) plus office-

based teams to support operations from land. Main recruitment activity to begin in early 2022.

The location of the Dogger Bank wind farm

About the turbines:

• The project will use the world’s most powerful

wind turbine, GE’s 12 MW Haliade-X • The power from one rotation of a Haliade-X 12 MW wind turbine blade can power a UK home for over two days

• Using bigger turbines helps to reduce the cost

E D DA W I N D S E C U R E S LO N G T E R M C O N T R AC T S F O R T WO OFFSHORE WIND VESSELS

of offshore wind

• The GE Haliade-X turbine has a 220 m rotor

covering a swept area of 38,000 m2 – that’s three times bigger than the London Eye!

• One blade measures 107 m in length – double the wing-span of The Angel of the North

To install the turbines, the project will use the world’s largest jack-up installation vessel - Jan De Nul’s Voltaire. The vessel has a lifting capacity of 3,000 tonnes and entering into service in 2022. The heavy lift offshore construction vessel Aegir leaving Tyne

Norway’s Edda Wind, part of the Østensjø Group, has signed long term time charter agreements with MHI Vestas and Ocean Breeze Energy respectively for two of the four offshore wind vessels ordered from Spanish yards. The vessels will be delivered with technology whereby emission of greenhouse gases will be reduced by a minimum 30%. Furthermore, the vessels will be prepared for installation of zero emission hydrogen technology. The charter agreement with MHI Vestas for a newbuild Service Operation Vessel (SOV) will commence in second quarter 2022 and has a firm period of 15 years. The charter agreement with Ocean Breeze will commence in first quarter of 2021 and has a firm period of 11 years. The contract will be served by a frontrunner vessel for the first year before the newbuild Commissioning Service Operation Vessel (CSOV) will be delivered in first quarter 2022. The vessels will serve as motherships for wind turbine technicians as they perform commissioning and maintenance work on offshore wind turbines. The CSOVs are 88.3 m and the SOVs 82.4 m in length. All units with high VOL 39 ISSUE 3 |

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standard cabins and common areas - the CSOVs can accommodate up to 120 persons and the SOVs 60 persons in total. “It is fantastic for us to be able to secure long term charters for two of our four newbuilds. The trust experienced SOV users like MHI Vestas and Ocean Breeze have in Edda Wind, is a confirmation that the vessels we have developed are very attractive and will become optimal tools for our clients. With these two contracts, Edda Wind has become a major player in the offshore wind market,” says Kenneth Walland, Chief Executive Officer in Østensjø Rederi. “When MHI Vestas was assessing suppliers for our newest Service Operation Vessels, Edda Wind stood out for many reasons, one of which was their emphasis on decarbonising their nextgeneration fleet of supply vessels. We are pleased that their new technology will enable us to reduce greenhouse gas emissions in our service fleet,” said Flemming Ougaard, MHI Vestas Chief Operations Officer. “The upside of potentially fuelling the SOV with zero-emission hydrogen is very exciting and supports our objectives to decarbonise our operations.” “As operator of the BARD Offshore 1 wind farm, a pioneer project situated 100 kms away from the shore - Ocean Breeze Energy is constantly improving its logistics set-up in order best to address the challenges of far-offshore operations. Following an extensive market screening using the know-how we have accumulated over almost 10 years of operation, we are very pleased to reach a new milestone – entering a long-term partnership with Edda Wind for a best in class, environmentally sustainable vessel tailored to our needs,” said Jean Huby, Ocean Breeze Energy Chief Executive Officer. Edda Wind signed a construction contract for two CSOVs at Spain’s Astilleros Gondan and a construction contract for two SOVs at Astilleros Balenciaga. The second SOV and the second CSOV will both be delivered in the fourth quarter of 2022. Edda Wind also has secured slots for more sisterships. All vessels will be operated by Østensjø Rederi AS. Substantial efforts have been made in order to build the most environmentally friendly vessels. The newbuilds are equipped with a battery hybrid propulsion system, which, together with other energy saving equipment, will reduce 28

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An artist’s impression of Edda Wind’s new CSOV and SOV

emission of greenhouse gases significantly. The generators on-board are IMO tier 3 certified. Together with partners, Østensjø Rederi is working on developing new technologies based on hydrogen as a safe and efficient energy source. The newbuilds are prepared for future installation of this novel technology, which will turn the vessels into zero emission vessels without compromising operational capabilities, i.e. they have endurance to operate on hydrogen throughout their operational cycles. “We are proud to present these low-emission vessels to the market. For Østensjø Rederi it is important to continuously push the development of environmentally friendly technologies. We firmly believe that the new Edda Wind vessels will be the first zero emission vessels in this market. Taking delivery of four vessels prepared for zero emission technology in the offshore wind market, will enable the company to engage several major players in the development phase of the required hydrogen infrastructure and facilitate the technology development for maritime hydrogen systems,” says Kenneth Walland. The preparations for future zero emission propulsion systems are made possible by Enova funding. The upgrades include complete tank systems for hydrogen storage, dedicated machinery space for fuel cells, battery hybrid system, novel type propulsors and an extensive package of energy saving measures for most auxiliary systems such as HVAC and pumps systems. “In order to achieve zero-emission in offshore operations, there’s a need for new solutions both for further reduction of energy consumption and for utilising alternative fuels. These vessels will

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contribute in both respects. The technologies developed and incorporated here will also be transferrable to other shipping segments,” says Astrid Lilliestråle, Head of Transport at Enova. The newbuilds are designed by Salt Ship Design, Norway in close co-operation with Østensjø Rederi.

The Innovation in operation on the Borssele 2 wind farm

H A L F WAY M A R K O N F O U N DAT I O N I N S TA L L AT I O N AT BORSSELE 1 & 2 R E AC H E D Belgium’s DEME Offshore is making strong progress with the foundation installation at Ørsted’s Borssele 1 & 2 Offshore Wind Farm in the Dutch North Sea, reaching the halfway mark. Having started construction works with offshore installation vessel Innovation in mid-January 2020, foundation installation hit the halfway mark, with 47 out of a total of 94 foundations installed. The Borssele 1 & 2 offshore wind farm will be completed in 2020. Despite significant weather downtime in February the installation of the foundations is on schedule for completion in early June. The large carrying capacity of Innovation, efficient jacking operations and smooth offshore bolting operations lead to record installation cycles. “Together with Ørsted, we will continue our excellent partnership for the remaining foundations. I also would like to take this opportunity to thank the client, our crew and project staff for the great achievement on the foundation installation, considering the unprecedented challenges they were all facing,” says Bart De Poorter, General Manager DEME Offshore.

JA N D E N U L’ S PROJECTS IN TA I WA N Jan De Nul has kicked off construction works in Taiwan for the Formosa 2 Offshore Wind Farm. Nearshore and onshore construction works in Taiwan have started at the landfall site in Miaoli County and Taichung port. These works are executed in close co-operation with the local supply chain. Offshore installation works will commence later this year. At the landfall site in Miaoli County, the nearshore pre-trenching works and Horizontal Directional Drilling (HDD) from shore have VOL 39 ISSUE 3 |

PORT ENGINEERING MANAGEMENT WIND Construction works ongoing at the landfall site in Miaoli County

commenced. In total, four HDDs will be drilled at the landfall site. For pre-trenching near HDD exits, the configuration of in-house developed Starfish excavators was specifically adapted to suit Taiwanese Offshore Wind Projects. All these works are being executed in compliance with the environmental regulations. Moreover, the Jan De Nul teams performed multiple beach clean-ups before start of the works. Meanwhile in Taichung, 50 kms to the South, onshore preparations works are well under way with Hung Hua Construction preparing the storage area for pin piles and jackets arriving later this year. Apart from overseas procurement and services, Jan De Nul Group has finalised various service and subcontract agreements with local entities in Taiwan. Having appointed Taichung Port as marshalling harbour for the project, Jan De Nul Group set up its local supply chain with the support of its long-standing partner Hung Hua Construction. These include preparations for storage and transport of the foundation structures, installation of transition joint bays and various offshore support vessels. “Our local integration has been on-going for years thanks to our past experience of various marine activities throughout the region,” says Peter De Pooter, Manager Offshore Renewables at Jan De Nul Group. “In the past months, we have signed several agreements with local suppliers for this project in Taiwan. Our local partner Hung Hua Construction has been working with us on the Formosa 1 Phase 2 project, now completed, as well as on the Changhua project and the Formosa 2 project, both under construction. 30

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These engagements fit perfectly in our philosophy of involving the local supply chain as much as possible.” Meanwhile, jacket fabrication was kicked off and subsea cables manufacturing is ongoing at the Asian supply chain. An important milestone has been reached with the fabrication of half of the 188 pin piles completed. Each pile is approximately 65 m long, has a 2.4 m diameter and weighs 240 tonnes. The piles form part of the turbine’s foundation structure, which includes one jacket and four pin piles anchoring the jacket to the seabed. Once fully constructed, Formosa 2 will be one of Taiwan’s largest offshore wind projects, utilising 47 market-leading 8 MW turbines to produce 376 MW, enough to provide up to 380,000 Taiwanese families with green energy. Meanwhile, Jan De Nul has reached a next important milestone in the construction of Taiwan Power Co’s Offshore Windfarm Phase 1

Completion of fabrication of foundations for Changhua Offshore W

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Project – Demonstration. The fabrication of the foundations for the 21 offshore wind turbines nears its completion. The first four jackets were transported to Taiwan during the first half of May 2020. The Changhua Offshore Wind Farm contract was signed with Jan De Nul-Hitachi during April 2018. The project entails the manufacturing and installation of 21 x 5.2 MW offshore wind turbines for the Changhua Offshore Wind Farm, off the coast of Fangyuan in Central Western Taiwan. The works also include manufacturing and installation of all equipment as well as operation and maintenance for a period of five years. For this offshore wind farm, 21 jackets of 60 m high, weighing more than 1,100 tonnes each and comprising a total weight of more than 23,000 tonnes of steel were manufactured at the South Korean Shipyard Company Samkang. Construction starting in the summer of 2019 and the first jacket was completed by the second half of April 2020, well in time of the construction schedule. The jackets include the Transition Piece (TP) for the installation of the 5.2 MW turbines. The TPs have a maximum diameter of 5.40 m and a maximum height of 7 m. Each jacket will be attached to the seabed by means of four pin piles. The pin piles with a diameter of 3 m, a maximum length of 82 m and maximum weight of 310 tonnes, are

manufactured at a South Korean fabrication yard managed by the Scottish company Edgen Murray. First load-out was carried out during mid-April. A number of pin piles have been manufactured in Taiwan by the steel fabricator Ming Rong Yuan Business Co. These pin piles are the very first Taiwan-made foundation components for the offshore wind farms in the country. The 21 jackets will be transported in five batches from South Korea to Taiwan. A first batch of four jackets departed to Taiwan during the first half of May. A 1,500 tonnes heavy-lift crane vessel will lift them onto a heavy transport vessel, which will sail to Taichung Port. From there, the jackets will travel to their final destination off the coast of Fangyuan. Jan De Nul Group is responsible for the design, fabrication and installation of the foundations, the installation of the wind turbines, the supply and installation of the cables off- and onshore as well as for the upgrading of the electrical substation. Hitachi is in charge of manufacturing, assembly and other works related to the offshore wind turbines with downwind rotor. Particular feature of the design is that the foundations and wind turbines are designed to withstand cyclonic waves and winds, and earthquake loads. Subsequently, the Consortium is responsible over five years for the operation and maintenance (O&M) of the offshore wind farm.

A I L E S M A R I N E S S E L E C T S VA N O O R D F O R WO R K AT S A I N T - B R I E U C O F F S H O R E W I N D FA R M Wind Farm France’s Ailes Marines, in charge of the development, construction, installation and operation of the offshore wind farm in the bay of Saint-Brieuc, has selected the Holland’s Van Oord to transport and install the 62 jacket foundations (steel lattice structure) and the foundation piles for the offshore substation. Van Oord will start the offshore operations in 2021 with the installation of the pin piles using its offshore installation

vessel Aeolus, which will be assisted by a second vessel in 2022 to install jackets foundations that will be manufactured in Fene, Spain and in Brest, France. The Aeolus, which was purposely built to construct offshore wind parks, was put into service in 2014. The main crane of the vessel has a lifting capacity of more than 1,600 tonnes. This makes her suitable for the transport and installation of foundations and wind turbines. Its VOL 39 ISSUE 3 |

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advanced jacking system with its four giant legs, each measuring 85 m and weighing 1,280 tonnes, allow the Aeolus to be jacked up and work in waters of up to 45 m deep. Van Oord has been awarded an Early Works Contract from December 2019 in order to expedite the design and engineering. Construction on the subsea drilling template has already started and is scheduled to be delivered during the fourth quarter of 2020. Pieter van Oord, CEO Van Oord said, “Van Oord has a long history executing a variety of projects in France. The most recent example being our involvement in the various phases of the deepening the River Seine. The Saint-Brieuc project will be our first offshore wind project in France and I’m proud of our involvement. Especially, since we are delighted to have the opportunity to work with Iberdrola again. By taking on this offshore wind project, we are also contributing to the EU-wide renewable energy target of 32% by 2030.”

C A B L E L AY I N G WO R KS AT SEAMADE OFFSHORE W I N D FA R M A R E AC H I E V E D I N RECORD TIME DEME Offshore has successfully completed the inter-array cable laying works at the SeaMade offshore wind farm with its cable installation vessel Living Stone operating at peak production levels. The consortium of DEME Offshore and Hellenic Cables SA signed the contract for the design, supply, installation and commissioning works of the submarine high voltage cables for SeaMade’s combined project end of November 2018. DEME Offshore has been responsible for the 32

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The location of the Saint-Brieuc wind farm

engineering, procurement, construction and installation (EPCI) of the 64 inter-array cables. With a total length of 71.2 kms, the cables were successfully loaded out on Living Stone and cable laying works were completed in record time. Due to several innovative features on-board especially developed for inter-array cable load-out and installation - she operated at peak production levels, laying up to 3 cables/day. This unique cable installation vessel features a double firing line, unrivalled quadrant track length, a quadrant upending frame, an inboard cable buffering system and the newly installed Cable Protection System (CPS) storage system which was deployed for the first time at the SeaMade project. These innovations prove to greatly enhance installation efficiency and will enable record cable installation production levels on future projects. Bart De Poorter, General Manager DEME Offshore emphasises, “This peak performance level could only be achieved thanks to our crew on-board of Living Stone and the dedicated project team and partners involved. Everyone on-board and on shore made exceptional efforts to ensure the project remained firmly on track, maintaining safe operations at all times during the COVID-19 pandemic. This achievement highlights once more the state-of-the art technical capabilities of ‘Living Stone’. The large cable storage capacity, with two turntables below deck, combined with a very high workability, enables DEME to perform the installation works of entire wind farms within a single campaign and with minimum delay due to port calls or harsh weather conditions.” Mathias Verkest, CEO SeaMade offshore wind

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farm comments, “I am proud to see another campaign successfully concluded at both of the SeaMade concessions, Mermaid and Seastar, bringing us another step closer to the realisation of the SeaMade offshore wind farm. Both the start and the end of the installation activities took place during the COVID-19 pandemic. “This can only be accomplished by a highly focused, quality driven team, making every effort to carry out the works safely and going for the extra mile during these unprecedented times. The 71.2 kms of infield cable has been installed in 12 strings which are linked through six interconnecting loop cables located at the end of the strings to create redundancy during future operations. With the construction of SeaMade, Otary’s second and largest offshore wind farm in the Belgian North Sea, we are building a better world for

tomorrow, delivering 487 MW of green energy to Belgian households.” Alexios Alexiou, Hellenic Cables CEO, stated, “SeaMade marks our second and very successful 220 kV submarine cable project in Belgium, together with DEME Offshore, who proved to be a valuable partner in this effort. As a company indirectly headquartered in Belgium through our parent company Cenergy Holdings SA, we are proud to contribute to the country’s environmental and sustainability targets with our involvement in Belgium’s largest offshore wind project. “The successful execution of SeaMade project is another proof to our commitment to competitive and high-quality cabling solutions for the offshore wind industry globally, especially in the current challenging times that the whole world is facing.”

BOSKALIS, B O U YG U E S A N D SAIPEM SELECTED FOR FECAMP OFFSHORE WIND FA R M Cables being loaded on-board the Living Stone

Royal Boskalis Westminster in consortium with France’s Bouygues Travaux Publics and Italy’s Saipem has been awarded the design work, construction and installation scope for 71 concrete Gravity-Based Structures (GBS) as foundations for the Fécamp offshore wind farm in Normandy, France. The award was made by Eoliennes Offshore des Hautes Falaises (EOHF) - the contract carries a total value of €552m and the contract value split being 40.5% (Bouygues Travaux Publics) 40.5% (Saipem) 19% (Boskalis). The offshore wind farm will be located between 13 and 22 kms off the coast of Fécamp in Normandy. The 71 wind turbines

will be connected to the gravity-based foundations installed on the seabed at depths between 25 and 30 m. Within the consortium, Bouygues, as the leader, and Saipem are tasked with the design, construction and installation on the seabed of the 71 gravity-based foundations with an individual weight of up to 5,000 tonnes necessary to provide the stability of the 7 MW wind turbines. Boskalis is tasked with the design and preparation of the seabed rock foundation prior to GBS installation, and the scour protection and ballasting of the GBS’ after installation on the seabed. The foundations will be constructed in the VOL 39 ISSUE 3 |

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Bougainville maritime works yard in the Grand Port Maritime of Le Havre and will be transported by barge to the offshore wind farm site. The works, which will start in the next few days, should be completed by the end of 2022. The commissioning and operational start-up of the wind farm is planned for 2023. With a total power output of some 500 MW, the FĂŠcamp offshore wind farm should produce the equivalent of the domestic electricity consumption of approximately 770,000 people, representing more than 60%

NEPTUNE E N E R GY W E LC O M E S DEME AS A PA R T N E R IN THE POSHYDON P I LOT Hollandâ&#x20AC;&#x2122;s Neptune Energy and DEME announce that DEME Offshore is joining the PosHYdon offshore hydrogen pilot as partner. DEME recently entered into partnerships through its subsidiary DEME Concessions for green hydrogen production in the ports of Ostend (Belgium) and Duqm (Oman). PosHYdon integrates three energy systems in the North 34

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of the inhabitants of the SeineMaritime department. To carry out this project, EOHF has selected internationally recognised companies in the fields of civil engineering and construction, dredging, offshore installation and maritime works. With this unique combination of expertise, the consortium partners are confident to successfully deliver and contribute to the energy mix diversification programme of the French Government.

The Neptune Energy wind farm

PORT ENGINEERING MANAGEMENT Boskalis’ fallpipe vessel Rockpiper

Sea - offshore wind, offshore gas and offshore hydrogen and takes place on Neptune Energy’s Q13a platform. This production platform is the first fully electrified platform on the Dutch North Sea and is approximately 13 kms off the coast of Scheveningen. Lex de Groot, Managing Director of Neptune Energy in the Netherlands, welcomes DEME, “It’s great to see so many leading companies join PosHYdon. Integrating energy systems at sea is a new expertise. DEME’s knowledge for connecting wind farms is crucial - not only for this pilot, but also to gain experience in the followup processes after PosHYdon. The expertise DEME has built up world-wide helps us all to scale up from 1 MW to 100 MW or more after this pilot. “This is a crucial step that paves the way for the further development of offshore wind energy and the conversion to hydrogen in the North

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Sea. This will be particularly interesting for wind farms far away from the coast that will be built after 2030. Especially now that electricity prices are so low, which can slow down the development of offshore wind farms needed to meet climate targets. In addition, the fluctuations of wind at sea can be mitigated by converting this energy at sea into hydrogen.” Bart De Poorter, General Manager DEME Offshore added, “DEME has an ongoing focus on new markets and developing opportunities. Together with DEME Concessions, we consider the system integration, green hydrogen production and electrification of existing platforms at sea a very interesting market. PosHYdon is a starting point. DEME is involved in the conceptual design of a 100 MW offshore hydrogen gas production plant. We are also the Task Leader when evaluating the business case in line with this 100 MW concept. We will also be involved in the transport to and installation of the onshore H2- unit on the Q13a platform. We are very pleased to be able to join the strong partners within the consortium and the collaboration with Neptune Energy, one of the pioneers in this market.” The pilot is an initiative of Nexstep, a national platform for reuse and decommissioning, and knowledge institute TNO in close co-operation with the industry. Previously, Gasunie, Noordgastransport BV, NOGAT BV and Eneco joined the PosHYdon consortium.

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PORTS

H H L A H A N D L E S WO R L D ’ S L A R G E S T C O N TA I N E R S H I P AT B U R C H A R D K A I

The world’s largest containership HMM Algeciras, with a capacity of 24,000 teu, recently arrived at HHLA Container Terminal Burchardkai (CTB), on her maiden voyage. During her stay, the ship will load and discharge approximately 13,600 teu. The HMM Algeciras is the new flagship of South Korean shipping company HMM (formerly Hyundai Merchant Marine). “We’re very much looking forward to welcoming the vessel here in Hamburg,” says James Kim, CEO of HMM Germany ahead of her arrival. He notes that this first call in the Hanseatic City is a milestone in the long maritime ties between South Korea and Hamburg, and simultaneously underscores the importance of the Port of Hamburg as a hub for international sea freight services. Angela Titzrath, chairwoman of HHLA’s Executive Board, affirms the company’s claim to process ships of all sizes fast, reliably and efficiently. “Especially in times like these, which present us with economic uncertainty and global upheaval, reliable partnerships based on trust are the foundation of economically successful and sustainable development in Hamburg.” The HMM Algeciras is moored in the Waltershofer Hafen at HHLA Container Terminal Burchardkai. “HHLA is pleased that HMM came to Hamburg with its largest ships. This confirms that we had the right proactive approach to investments in new gantry crane technology and storage capacities in order to be able to handle ships of this size today,” affirms Jens Hansen, Executive Board member and Chief Operating Officer (COO) of Hamburger Hafen und Logistik AG (HHLA). He notes

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that during the COVID-19 pandemic, it has become clear that Hamburg, Germany’s largest seaport, is vital for the efficient and reliable supply of companies and people in Germany and throughout Europe. Approximately 13,600 teu, were loaded and discharged at the CTB. These contain consumer goods, food, drink and tobacco, textiles, electronic goods, machine and equipment parts, medical devices, commodity chemicals and all types of raw materials. This volume of cargo, which must be handled and forwarded as quickly as possible, requires top performance from employees and the terminal’s technology. With a view toward the development of ship sizes in recent years, HHLA prepared to handle these ships with an entire package of intelligent measures. At the CTB, these measures included expanding the automated block storage system to improve capacity and

PORT ENGINEERING MANAGEMENT PORTS The MSC Sixin in Barcelona

efficiency, pre-announcements for truck processing, automated container data recording and self-service terminals. Rail capacities were also expanded in order to further improve arrivals and departures of container flows. Five new container gantry cranes have just arrived at Burchardkai for a third megaship berth. This will provide HHLA with additional capacities for handling ultra large container vessels with a cargo volume of 24,000 teu and more. HMM has been a Port of Hamburg customer for 30 years. The shipping company opened an office along the river Elbe in 1989. However, business ties between Hamburg and Korea go back much further. Almost 140 years ago, a merchant from Hamburg opened the first German trade agency in the East Asian country. Since then, close economic ties have developed. Today, Germany is South Korea’s most important trading partner in Europe. More than half of all imports for the

German market are handled at the Port of Hamburg. In the container segment, South Korea is the sixth most important trading partner for the Port of Hamburg with a volume of 255,000 teu in 2019. A close port relationship also links the metropolis on the river Elbe with Busan in South Korea, one of the largest container ports in the world. Following the call at Hamburg, HMM Algeciras sailed to the UK port of London gateway, operated by DP Ports.

H U TC H I S O N PORTS BEST W E LC O M E D MSC SIXIN The 23,656 teu containership The HMM Algeciras in Hamburg

MSC Sixin, operated by

Mediterranean Shipping Company MSC), the second biggest vessel in the world and the largest ship to berth at any terminal in Barcelona. “The arrival of MSC Sixin at Barcelona is the start of a new era in our container sea trade,” said Guillermo Belcastro, CEO of Hutchison Ports BEST. “MSC Sixin operating at BEST is symbolic of the effort of both shipping lines and port operators who continue to work together, in spite of the current social and economic world situation, pushing efficiency levels to even higher standards to enable goods to arrive at their destination.” Mr. Belcastro added, “Our terminal’s location and stateof-the-art equipment enables us to efficiently handle vessels of this size in the swiftest time possible. We are delighted to become the first ever terminal in VOL 39 ISSUE 3 |

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Barcelona to welcome a 23,656 teu vessel. We would specially like to thank MSC as the shipowner, and all the partners within the 2M alliance (MSC and MAERSK), for trusting in BEST to accomplish this historic milestone.” The operational differentiating factor enabling us to welcome these super vessels, is not only the physical dimensions of the terminal Hutchison Ports BEST is the only container terminal in Barcelona with a depth of at least 16 m - the whole length of its 1,500 m berth - but also the vessel operating rate. Operations of almost ten thousand moves

require a high number of mega cranes working at the same time with a very high operational performance rate per crane, and these operations also need to be controlled by a highly efficient operational system. Hutchison Ports BEST is used to operating with up to eight cranes simultaneously which under the control of nGen, Hutchison Ports’ proven terminal control system, can achieve productivities per crane of over 40 moves/hr. Usually, operations of 10,000 moves can be completed in a couple of days, a huge contrast when compared to more than four to five days

NOKIA COMPLETES ZEEBRUGGE 5 G - R E A DY PROJECT

differentiate Zeebrugge as a leader in port transformation and digitalisation. Following successful deployment of the Nokia private wireless network, Zeebrugge will be able to track, analyse and manage connected devices across multiple port-based applications in real time. The end-to-end, high-performance 5G-ready network will accelerate port innovation and automation with deployment of IoT, autonomous vehicles, augmented reality and drones. Rick Goetinck, CEO, Port of Zeebrugge said, “Introduction of an advanced private wireless network will act as a beacon for our partners to develop and deliver new solutions right across the logistics value chain. Nokia, in close collaboration with local service provider Citymesh, has demonstrated outstanding 5G capabilities during platform deployment, making Phase 1 a complete

Finland’s Nokia has announced that it has completed the first phase of Port of Zeebrugge’s 5G-ready, industrial-grade private wireless network deployment. By deploying the Nokia Digital Automation Cloud platform, it will provide private wireless connectivity to more than 100 endpoints across the entire port operations. This will enable Zeebrugge to deliver a range of new and enhanced services that not only improve the port’s operational performance, but which also 38

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in other ports, representing significant reductions in terms of transit time, port costs and the CO2 emissions due to fuel consumption, to arrive on time at the ship’s next port of call. The port of Zeebrugge

success.” The network is now being used for connectivity with tugboats, air pollution detectors, security cameras and quay sensors. Its highbandwidth and low-latency connectivity will also be leveraged during the upcoming construction of a new sea lock and during building and maintenance of offshore wind farms. Phase one has established increased automation in Zeebrugge’s outer port area. Phase 2, due for completion in mid-2020 will focus on the inner port. Stephan Litjens, General Manager, Nokia Digital Automation said, “By deploying a Nokia 5G-ready digital automation platform with a private wireless network, the Port of Zeebrugge brings highperformance connectivity and digitalisation to enhance safety,

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accelerate innovation, enable advanced applications and deliver new levels of logistics performance.” Several external suppliers have also signed up to the network, which will be used by port-based companies for dispatching, connectivity with

straddle carriers, track and trace systems and integrated communications. Goetinck added, “The introduction of a 5G-ready platform at the port of Zeebrugge brings benefits to a wide range of stakeholders across local enterprises, ancillary shipping businesses and government. The Port of Zeebrugge is an ultra-modern logistics centre that serves European and intercontinental markets, and our investment in hyper fast connectivity can only improve the competitive position of our port.” Nokia has partnered closely with Citymesh to deliver the private wireless network, and it will continue to assist with endto-end support and network commercialisation.

KEEPING VESSELS M OV I N G O N THE HUMBER Associated British Ports (ABP) Humber Pilot, Ben Jeffrey, has highlighted how pilots have been adapting to the COVID-19 pandemic, whilst delivering the core business of moving ships through the Humber. Former submariner Ben Jeffrey left the Royal Navy in April 2019 where he was responsible for navigating one of the largest nuclear submarines in the UK’s fleet the Vanguard class submarine. Following his 12 years’ service in the Navy Ben qualified as a Class Three Humber Pilot at the start of 2020, after completing ABP’s six month Humber Pilot Trainee programme. Today Ben pilots ships within the Humber Pilotage Area that starts from the Spurn Light Float out at sea, and stretches all the way through the Humber Estuary, all the way up the River Ouse to Goole, and up the River Trent to Gainsborough. As the largest harbour district in the UK, the Humber Estuary is very dynamic and undergoes a great deal of transition when the weather changes meaning that no two days are ever the same for the pilots navigating vessels through the Estuary. “The main changes in our work have included our interaction with others and the equipment we use, along

with some of our procedures. Hygiene on a ship has always been of paramount importance - a healthy ship is a happy ship. Like the COVID-19 pandemic, illness can travel fast in the confined quarters of a ship, especially when people share facilities such as toilets, showers and recreation rooms. It would be valid to state that seafarers are well versed in the cleaning requirements to combat this pandemic - they have been keeping ships in shipshape and Bristol fashion for a long time. Naturally crews can be wary of ‘visitors’ boarding their ship and, clearly as a Pilot we are visitors and must respect their need to maintain strict hygiene and not pose a threat to the crew. “Considering our unique position, ABP has taken every precaution. It starts before the vessel enters the Humber. All vessels inbound to the district must declare a health certificate stating that they are disease free before the Pilot boards. The Pilot’s preparation for boarding starts hours before setting foot on the ship. At Hesselwood (the Pilots’ Muster Point) alcohol gel, cleaning wipes and PPE is available to ensure the Pilot is fully protected. The cars we use to travel around the district are cleaned on a regular basis - daily by a valet and cleaned before use by the Pilot. “The Pilot Launches, which are the boats used to embark Pilots to the ships, are also part of the cleaning routine and Pilot numbers in the launches have been limited to two Pilots per launch to reduce chance of infection. Previously the MPX (Master Pilot exchange) was signed by the two parties. Now VOL 39 ISSUE 3 |

PORT ENGINEERING MANAGEMENT PORTS Humber Pilot, Ben Jeffrey on a Pilot Launch boat at the Port of Grimsby

it is signed by the Pilot and agreed orally by the Master therefore, reducing the chance of transfer from the paper and pen. This implemented change along with social distancing, which still applies on-board ships, will all help to reduce the chances of transferring the virus. The sum of these precautions and the adherence of the crews to national guidelines will be undoubtedly limiting the spread of this pandemic.” ABP Humber Director Simon Bird said: “It is truly remarkable what our teams across the Humber are doing in light of the COVID-19 outbreak. Making sure our colleagues go home safely every day is our number one priority. My heartfelt thanks go to all at ABP Humber for the work they are undertaking daily to keep supplies coming into the country.”

ABERDEEN HARBOUR C R E AT E S ‘CLICK AND COLLECT’ S LOT S F O R VESSELS Aberdeen Harbour Board has launched a special scheme to run during COVID-19 aimed at supporting crews who are currently working on vessels moored in their anchorage. The scheme allows vessels to 40

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book a four-hour ‘welfare visit’ slot for their vessel in the port, instead of making a full port call booking. The slot allows a vessel to stock up on essential supplies such as foodstuff, fuel, and critical spares. “Dues for coming into the harbour are normally paid by the company chartering the vessel,” explained the Port’s Operations Manager, John McGuigan. “And they book a full port call to allow the vessel to be loaded with cargo. During the COVID-19 crisis, however, when there is less work available, we wanted to support vessel owners and crews who are currently not on charter and to ensure their welfare throughout these unprecedented times. We are calling the scheme ‘Stow and Go’, but I guess it is a bit like booking your pick-up slot at the supermarket.” Harbour Chief Executive, Michelle Handforth, added, “We are very conscious of the impact that the current public health crisis is having, not only

on our customers but also on the vessel owners and crews who support them. Whilst crews are in-between work they can spend significant time out at the Aberdeen anchorage – there are on average 20 vessels on any given day located there - and we were keen to make the situation as conducive as possible for those crew who, along with those keeping the port open, are essential workers, doing their bit in this crisis.” The scheme is open to all vessels located at the anchorage and will be reviewed at the end of the lock-down period with a view to it being extended.

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C OV I D - 19 C O U L D AC C E L E R AT E D I G I TA L I S AT I O N IN THE SHIPPING I N D U S T RY When physical contact between members of the crew on-board ship and workers at the quayside needs to be kept to a minimum, new routines are required – and quickly. At the Port of Gothenburg there are clear indications of how the COVID-19 pandemic could accelerate digitalisation in what is an otherwise conservative shipping industry. Johan Östlund, chief officer on-board the tanker Ternvag and his crew recently berthed. Energy products were loaded for onward export to Finland - new times and new challenges. Widespread reluctance in many countries to allow crews to go ashore is matched by the reluctance among ships’ crews to receive visitors on-board. “We are in a vulnerable position and we are limiting on-board access to key individuals, such as pilots and service technicians. Fortunately, we can deal with most things using computer systems and email exchange even if it takes a little longer,” said Johan Östlund. As a result of the COVID-19 outbreak, the majority of ports throughout the world have been forced to re-examine their routines. Greater use

of digital tools has been part of the solution in an effort to maintain an efficient workflow. At the same time, it takes slightly longer at the quayside when the new routines are being introduced. Even though a great deal of the work takes place remotely during the approach, once the vessel is at the quayside a whole range of physical interactions are normally required between the crew and the dockworkers. This could involve everything from inspecting the quality of the cargo to going through permits, safety checklists, and notices of readiness before loading or discharging. At the quayside, Dan-Erik Andersson, Chief Operating Officer at the Energy Port in Gothenburg, was ready and waiting. His remit is to ensure the visit by Ternvag proceeds efficiently and safely. “Loading and discharge are traditionally based on human contact. It’s quick and the entire system has been refined over the years. Changing the whole structure so quickly may result in a loss of time and momentum. However, by introducing new routines and new systems, and ensuring more tasks are carried out simultaneously rather than consecutively, we can probably become more efficient in the long run,” said Dan-Erik Andersson. Johan Östlund agrees with his assessment, “There’s obviously quite a lot of development potential for the future. It’s in everyone’s interests if calls by vessels are quick, efficient and safe.”

Offshore support vessels are Aberdeen’s main market

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Digitalisation a top priority Increased automation and digitalisation is a top priority at the Port of Gothenburg. The majority of the initiatives that have already been introduced have proved to be particularly constructive during the Corona pandemic. The digital system Permesso, which was introduced in 2019, has resulted in a significant reduction in administration and face-toface contact when issuing work permits to contractors. The automatic gates for trucks introduced by APM Terminals at the Container Terminal are another example of a more efficient operating procedure, reducing the need for physical interaction. Malin Collin, Deputy CEO at the Gothenburg Port Authority, is responsible for the digitalisation process. She states that extensive digital changes at the port will be introduced within the near future and could make a substantial difference. According to Malin Collin, it is largely a question of improving efficiency and visualising freight flows and traffic movements to and from the port. “This is one of the most critical issues and we have dedicated resources to finding a solution. We are currently examining how artificial intelligence can make use of historical data to predict events and speed up the decision-making process. “We can improve planning through data-driven decisions, identifying trends, and predicting events. By doing so, we can create a platform for more efficient freight flows and 42

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transport movements on land and at sea.” She states that enhanced digitalisation will benefit everyone. Nevertheless, if it is to produce the desired outcome, more people in the transport chain need to link into common systems and share information with each other. “My impression is that the level of acceptance is rising particularly now we are faced with the Corona crisis. But someone needs to take the initiative, act as a driving force, and offer effective alternatives that more people want to adopt. At the Gothenburg Port Authority, we are only too willing to lead the way and that’s why we are devoting so much time and resources to digital development.”

MAJOR STEP F O RWA R D IN NORTH SEA PORT N AU T I C A L PA R T N E R S H I P During May this year, the Joint Nautical Authority (made up of Rijkswaterstaat and the Flemish Agency for maritime and coastal services - Coastal Division), North Sea Port and local nautical service providers expanded and intensified their existing work agreements in the interest of greater shipping efficiency and a more reliable

The Ternvag approaching the Port of Gothenb

planning for the total nautical chain and the ports. This also included an expansion of the current management area - in addition to the Ghent-Terneuzen Canal this area now also includes the Sloe Area and Braakmanhaven as well as local anchorages. The number of parties to the work agreements has also been expanded to include, more specifically, the boatmen. Activities along the fairway and in the port area of North Sea Port occasionally create peaks in shipping traffic, which in turn may lead to inefficiencies. The safe, streamlined and timely settlement of shipping traffic calls for optimised collaboration between all parties involved. The primary focus in this process will be on the vessel. It is up to the client to indicate the ship’s intended arrival and departure times for its port destination. And it is up to the port, the responsible authorities and the nautical service

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burg Energy Port

providers to accommodate these interests. Port planning plays a key role in the planning of shipping traffic. Over the course of different phases, information can be expected to become increasingly relevant and planning increasingly reliable. Whether or not a planning is realistic and accurate is determined by the data

provided by the different clients. The partners’ shared level of ambition has been bolstered by the introduction of the strategic planning phase, in which the chain partners will also be able to co-ordinate their long-term capacity planning and respond more effectively to expected peak situations, poor weather conditions and congestion and delays. The port and chain planning will be drawn up on the basis of a realistic scenario that takes due account of all known and relevant factors such as vessel characteristics, restrictions in terms of infrastructure, nautical preconditions, the traffic situation and weather conditions. Deviations from the definite chain planning during its implementation are not allowed to cause delays for other vessels. Each party involved will be provided with the necessary information via a joint platform as well as its own systems. In response to significant

developments within the management area – when Nieuwe Sluis Terneuzen is taken into operation, for example, or the evolution of shipping traffic – the GNA may choose to adapt and optimise the work agreements in consultation with the partners. The next step involves the translation of the work agreements into concrete guidelines in the procedural manual, to create clarity for the different workforces and to serve as input during the required system adaptations. The final objectives continue to be a transparent planning and optimised shipping. The work agreements are possible in part thanks to the support of Boluda Towage Europe, DAB-Loodswezen, De Eendracht, the Joint Nautical Authority, Montis Mooring, Multraship Towage & Salvage, North Sea Port, Regionale Loodsencorporatie Scheldemonden, Verenigde Bootlieden Terneuzen and Vlissingse Bootliedenwacht.

New cranes arriving at the Ghent-Terneuzen Canal, with the assistance of Boluda Towage

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V E H I C L E H A N D L I N G R E C OV E R I N G F R O M D I F F I C U LT P E R I O D AT T H E P O R T O F G OT H E N B U R G The Covid-19 pandemic has had a shattering impact in many sectors throughout the world, including the automotive industry. Although vehicle handling at the Port of Gothenburg has been largely affected, there are already signs of a recovery. Logent Ports and Terminals, which mainly handles transocean vehicle volumes, have also been able to broaden its customer offering. Vehicle handling at the Port of Gothenburg is dealt with by the terminal operators Logent Ports and Terminals, Stena Line and Gothenburg Roro Terminal. The combined volumes at these companies make the Port of Gothenburg the largest vehicle handling port in Sweden. The Volvo companies are the largest customers, both for exports and imports. At the end of March the Volvo companies shut down production in Gothenburg and Ghent although this did not have any major impact on the number of vehicles shipped during the first quarter, and the total fall in volumes was no more than 1%. “The effects of the Covid-19 pandemic will be reflected in the figures for the second quarter although we are already in a recovery process,” said Reine Johansson, chief executive of Logent Ports and Terminals in the Port of Gothenburg. “We have noted a rise in vehicle 44

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exports since the end of April. At Logent Ports and Terminals we mainly serve the overseas markets, such as the USA, Australia, Japan, and China, where Volvo continues to report good sales figures. Even within what is termed the High & Heavy segment, which includes dumpers, excavators, trucks, and other heavy-duty vehicles, production has restarted, and companies are reporting a steady increase in exports. There are also significant imports of a number of passenger cars of different brands into Gothenburg, including Volvo, Nissan, and Renault, but the level of recovery is still not on a par with exports. “But when import volumes do recover, we will have the capacity to handle more calls by vessels and higher vehicle volumes. We have large storage areas and we can offer customers rapid distribution and onward transport by rail and road,” said Reine Johansson. As with the Port of Gothenburg as a whole, Logent Ports and Terminals has managed to keep open and operating despite the pandemic. Absenteeism due to illness continues to be low, and all maritime and terminal handling services are operating as normal.

It is not only vehicles that are loaded and discharged at the quayside at Logent Ports and Terminals. When the automotive industry was struck by the Covid-19 pandemic, the vehicle terminal was able to use available space for other types of freight to a greater extent than was the case previously. “The situation has allowed us to receive more project loads using the flexible space we have at our disposal. We have the capacity and capability, with a highly versatile machine park, operated by our skilled personnel, who also secure the load once it on the vehicle or load unit,” said Reine Johansson. Another effect of the Covid-19 pandemic has been – and still remains to a certain extent – an imbalance in demand for products that are being transported, which means

PORT ENGINEERING MANAGEMENT PORTS

Vehicle discharge at Gothenburg

that freight units may need to be put into buffer storage before the product reaches its final destination. The vehicle terminal is able to offer this type of service. “We can offer space within the customs area for both weather-protected and open storage, as an alternative to immediate collection. In recent years we have also worked hard to market the full scope of our offering, both in Sweden and internationally. We have seen the results, reflected in an increase in the number of enquiries for handling and storing of freight and materials, and which are also linked to the many large infrastructure projects that are currently under way in Gothenburg,” said Reine Johansson.

S A F E G UA R D I N G V E H I C L E A N D M AC H I N E RY O P E R AT I O N S AT D P WO R L D ’ S LO N D O N GAT E WAY “Almost one million containers pass through our port each year,” says Neil Bellinger, workshop and mobile equipment manager, DP World London Gateway, “As a result, our schedules are tightly packed each day – there’s little room for any period of downtime.” DP World London Gateway is the third largest container port in the UK, handling container traffic, loading and unloading ships and transferring cargo to lorries or trains for onward transportation. “Fire safety has always been a priority for us to ensure team and asset safety. Our ultimate goal is to continually, safely and successfully fulfil our programmes of imports and exports to keep trade moving. “We have a large number of machinery assets which are crucial to our operations. Some of these, such as straddle carriers, are very expensive to replace, so safeguarding their continued use is essential. This is why it is our policy to ensure all assets

DP Port’s London Gateway

are supplied with fire suppression systems as standard. “In 2018, we partnered with Fire Shield Systems to ensure the ongoing, safe use of our site’s machinery and vehicles. Fire Shield Systems recommended the approved Dafo system to be used on all of the mobile equipment on site. “Fire Shield Systems continues to visit our site regularly to monitor our mobile suppression systems and carry out any necessary maintenance to ensure they remain effective and operate as they’re designed to, should an emergency occur.” “It’s been a real pleasure to work onsite at DP World London Gateway,” says James Mountain, Director, Fire Shield Systems, “Our work with them is part of our continued effort to raise safety standards across the port industry. We are satisfied with Fire Shield Systems’ ability to keep our personnel and our assets safe and look forward to continuing to build our relationship.” says Neil.

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PROJECTS

H U I S M A N G E O A N D Y E AG E R E N E R GY TO C O L L A B O R AT E I N D E V E LO P M E N T O F G E OT H E R M A L E N E R GY

Rotterdam’s Huisman Geo has signed a Letter of Intent (LOI) with geothermal energy operating company Yeager Energy to collaborate in Yeager Energy’s development plans in the Nissewaard licence area in the Netherlands. Goal is to make a significant contribution to the energy transition by efficiently developing and operating geothermal wells and innovative smart grid district heating, and cooling networks on a large scale. Huisman Geo focuses on the geothermal energy market in the Netherlands and neighbouring countries. Huisman Geo will operate with Huisman manufactured drilling rigs. One of the goals of Huisman Geo is to decrease the investment and operating costs, which are a key factor to enable large portfolio geothermal projects, needed to achieve the current ambitious energy transition plans. Yeager Energy’s goal is to make a significant contribution to the energy transition by efficiently developing and operating geothermal wells and innovative smart grid district heating, and cooling networks on a large scale (portfolio approach). Yeager Energy has applied for its first geothermal exploration licence ‘Nissewaard’ in the province South Holland. Yeager Energy intends to start work later this year in collaboration with all stakeholders and in a safe and responsible manner. Remco van Ee, Business Development Manager Huisman Geo says, “We see Yeager Energy as a valuable partner with the necessary innovation drive, experience and know-how to make

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geothermal energy for greenhouse horticulture, industry and the built environment more efficient and effective.” Robin Hamersma, Director Yeager Energy added, “We welcome the partnership with Huisman Geo as a reputable, experienced and innovative partner. We believe that the combined strength of Yeager Energy and Huisman Geo will be instrumental in developing and accelerating the application of geothermal energy in the Netherlands.”

Huisman Geo has signed a LOI with Yeager Energy

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T H E N E X T B I G WAV E I N T I DA L T U R B I N E B R A K I N G S YS T E M S Tidal turbines leverage a practically inexhaustible renewable resource by converting the energy of tidal flows into electricity. Located in areas of high tidal energy, these generators require reliable and robust braking systems to handle challenging environmental conditions avoid shock loads in the drivetrain and protect all the various components. This is even more important in large infrastructures, such as 1 MW units, in order to ensure optimal, round-the-clock speed control and stopping. Denmark’s Svendborg Brakes and its portfolio of advanced, high-quality braking solutions were chosen to address these needs and deliver an ideal tidal turbine setup for installation at the European Marine Energy Centre (EMEC)’s test site.

Effective and robust tidal turbine generators must be able to successfully operate in the harsh and unstable conditions that characterise their operating environment. In particular, tidal turbines must have the ability to control their speed, acceleration and deceleration at all times, even during power or generator failures. In these situations, braking mechanisms are fundamental to avoid runaway conditions. In a short time, these can lead to overspeed of the entire equipment, resulting in extreme mechanical stress on the turbine and its blades. Responsive brakes can counteract these issues by applying a sufficient torque that maintains the rotational speed below the allowable limit. In addition to reacting quickly to faults and anomalies, braking systems should also prevent the turbine from coming to an immediate halt. In order to protect the brake pads and the entire drivetrain, ‘soft braking’, i.e. stopping the machine in a gradual and controlled way, should be preferred. Finally, as any piece of equipment in tidal turbines, the braking system must comply with DNVGL–SE-0163 and DNVGL-ST-0164 standards to ensure it meets set specifications and quality benchmarks. A leading producer of tidal turbines was building a large 1 MW unit for installation at EMEC’s wave test site in Billia Croo, off the west coast of Orkney. The manufacturer wanted a regulatory-compliant, advanced braking system able to minimise the effects of unexpected power or generator failures on its operations. To address these needs, Svendborg Brakes, a brand of Altra Industrial Motion Corp., was asked to develop a suitable solution. The two businesses successfully collaborated in the past on a smaller 300 kW tidal turbine. During this project, the turbine manufacturer was impressed with the Svendborg Brakes’ extensive experience in the production and supply of advanced braking solutions, even to the most demanding industries. To create an adequate braking system for the intended application, Svendborg Brakes worked closely with the tidal turbine OEM. By establishing a strong collaboration with the VOL 39 ISSUE 3 |

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Tidal turbines are located in areas of high tidal energy, therefore the generators used require reliable and robust braking systems to handle the challenging environmental conditions.

customer, the engineers could understand what key design elements and functionalities were expected, thereby delivering a unique solution. Michael Nygaard-Nissen, Global Key Account Manager at Svendborg Brakes, explains, “While the braking system developed for the 300 kW turbine was relatively simple, this larger application required more advanced features. One particular challenge experienced during the design phase was combining all of these features while maintaining a compact layout that would fit into the limited space available. The expertise of Svendborg Brakes’ engineers and our commitment to delivering an ideal setup for specific applications proved crucial to addressing this issue.” The resulting system developed by Svendborg Brakes relies on two BSFI 3000 mono-spring, hydraulically-released brakes. These provide 120,000 N clamping force each to meet the high torque needs required by the application. Also, the mono-spring nature of the brakes allows them to accommodate any vertical movement of the brake disc without having it touch the pads during normal operation. The hydraulic brakes are connected to two 2-stage hydraulic power units (HPUs), in order to offer redundancy. The units are operated by a SOBO (Soft Braking Option) control system, which is able to detect runaway situations. SOBO uses 48

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proportional integral (PI) algorithms to handle the fast dynamics of the braking process in a highly efficient and reliable way. As a result, the system can counteract overspeed in a matter of milliseconds as well as providing a smooth stop, preventing mechanical overload of the drivetrain. In addition to controlling the speed of the brake disc, the HPUs are able to monitor a wide range of process parameters. More precisely, Svendborg Brakes equipped them with key sensors to measure oil level, temperature, pressure, motor and pump functioning. Operators can access all the data remotely, optimising visualisation and diagnostic activities. After designing such an advanced braking solution, Svendborg Brakes also took care of preparing all relevant documentation for DNV GL certification as well as manufacturing and installing the braking equipment. As a result, the tidal turbine OEM could benefit from a one-stop-shop for all its braking needs. The 1 MW unit is now fully operational at European Marine Energy Centre (EMEC)’s wave test site, and the bespoke braking system has been working smoothly since its installation. Michael Nygaard-Nissen continues, “We are pleased with the outcome of this project and delighted to know that the customer is happy with our support and the solution delivered. Key elements that they particularly appreciate are redundancy and the possibility to control the machine remotely, which help to substantially reduce maintenance cost and downtime.”

JA N D E N U L L I F T S S E C O N D LO C K GAT E O U T O F ZEEBRUGGE Jan De Nul Group has disconnected, lifted and transported, by means of a heavy lift vessel,

PORT ENGINEERING MANAGEMENT PROJECTS Jan de Nul’s Gulliver lifts the gate at P. Vandammesluis, Zeebrugge

the second lock gate from the Pierre Vandamme lock to the inner port for renovation. The gate weighs over 2,500 tonnes and has the surface of 60 m x 10 m x 24 m. These works were commissioned by the Flemish Department of Mobility and Public Works and are part of the large-scale renovation of the Pierre Vandamme lock, the crucial point of access to the inner port of Zeebrugge. The Pierre Vandamme lock dates from 1984 and comprises two lock gates, each with two rolling gates and two movable bridges. The lock gate, which is closest to the sea, was lifted from the gate chambers in 2018 and, after having been renovated in the inner port, reinstalled in 2019. Now, the same will be done with the most landward gate. After six weeks of preparations to make the lock gate ready for lifting, Jan de Nul’s heavy lift vessel Gulliver can now lift the door out of its position. The Gulliver is a pontoon derrick that can lift a weight of over 3,300 tonnes. The whole operation is a sequence of several partial operations that have been meticulously planned and prepared. In March 2018, Jan De Nul Group removed the first lock gate from its position for the same renovation in the inner port. This lock gate was reinstalled in the summer of 2019. A consortium of Jan De Nul, Algemene Ondernemingen Soetaert, Almex Metaal and Demako will renovate the lock gate in the inner port of Zeebrugge. The lock gate was transported to the ICO terminal in the inner port. Once on land, a scaffold was placed all around the gate to remove oysters and sludge. The consortium then replaced several mechanical parts

and installed new technologies such as a compressor and agitation screws. The steel structure was taken on and adapted, including the installation of four extra butterfly valves. The door will be repainted to protect it against corrosion. After the renovation works, the lock gate will be transported back to and mounted into the gate chamber. During the renovation of this lock gate, the Vandamme lock will remain perfectly operational thanks to the three remaining lock gates. Flemish Minister for Mobility and Public Works, Lydia Peeters, is satisfied that the works on the Vandamme lock have been continued amidst the corona crisis, with due respect for the currently very strict safety and hygiene measures. “I want to thank the contractor and all partners involved for this. Zeebrugge is an important marine intersection as well as a motor for the Flemish economy. Every year, Zeebrugge welcomes about 8,000 ships. The port offers employment to some 10,000 persons. Today, the Pierre Vandamme lock is the only point of access to Zeebrugge’s inner port. To warrant the accessibility of the port of Zeebrugge, Flanders invests a total sum of €120m for this renovation!” Since 2010, structural renovation works to the Pierre Vandamme lock have been executed almost incessantly, commissioned by the Mobility and Public Works Department. It concerns large-scale and highly complex operations, which are only possible thanks to the close co-operation between different partners. The Mobility and Public Works Department is the Client. Within the Temporary Trade Association Jan De Nul – Soetaert – Almex – Demarko, Jan De Nul Group is responsible for the renovation works on this lock gate. Other stakeholders are several divisions of the Mobility and Public Works Department and multiple external parties such as the engineering office SBE, SECO, the port authority Zeebrugge (MBZ) and ‘De Vlaamse Waterweg’. VOL 39 ISSUE 3 |

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VA L M E T TO S U P P LY AU TO M AT I O N TO A GA S C L E A N - U P S YS T E M F O R VIRIDOR Finland’s Valmet will supply automation to a gas clean-up system at UK’s Viridor’s Dunbar Landfill site in East Lothian, Scotland. The first-of-itskind system allows the successful capture of CO2 and transforms landfill gas into transport fuels. The clean-up system will be supplied by the Dutch company CarbonOrO. The order was included in Valmet’s orders received of the first quarter 2020. The automation delivery will take place in July 2020, and the clean-up system will be commissioned in fall 2020. “Valmet has been a long-time partner for Viridor and has supplied its Valmet DNA automation and information management systems to most of our energy recovery facilities. The project at our Dunbar site aims

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at putting waste to work and creating valuable resources, which actively help the UK achieve its environmental, resource and energy efficiency ambitions. Converting landfill gas into transport fuels is exactly the right vehicle for realising these goals,” says Phil Piddington, Managing Director, Viridor. “We at CarbonOrO have ambitious growth plans for our novel gas clean-up technology. We are happy that Valmet has a truly global reach along with credibility as a leader in sustainability. Valmet developed a competitive solution and was able to show that secure remote monitoring and followup on the performance of the gas skid have been taken into account,” says Pieter Verberne, General Manager, CarbonOrO. “Valmet has a significant presence in the UK’s waste-to-energy sector, and we have been steadily developing automation solutions for biogas, too. In this gas clean-up case, Valmet’s Industrial Internet offering will be explored further as multiple units come into operation,” says Chris Heywood, Business Development Manager, Automation, Valmet. Valmet will supply automation to a gas clean-up system at Viridor’s Dunbar Landfill site in Scotland, UK. The system allows the successful capture of CO2 and transforms landfill gas into transport fuels.

PORT ENGINEERING MANAGEMENT PROJECTS

DNV GL has launched a new guidance on recycling to help shipowners

A S A F E PAT H TO R E C YC L I N G COMPLIANCE DNV GL has launched a new guidance on recycling to help shipowners navigate a regulatory environment that is becoming increasingly complex. With IMO’s Hong Kong Convention not yet in force, strict enforcement of the EU Ship Recycling Regulation (EU SRR) and the EU Waste Shipment Regulation (EU WSR) means shipowners must carefully plan for the end of life of their vessels. Shipowners looking to make informed, economic and responsible decisions about how to deal with vessels at the end of their lifecycles face a much stricter and more complex set of international, regional and national requirements than in the past. With regulators targeting shipowners with significant financial penalties, even criminal offences, shipowners need a careful and considered strategy for dealing with ship recycling of their vessels.

“Ship recycling is an area where we can see significant pressure building in our industry, both from regulators, wider stakeholder groups and the public,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime. “This means that ensuring compliance is essential for shipowners looking to protect their reputations and businesses, while building trust that their vessels are recycled in a safe and sustainable manner.” The new guidance – ‘Ship recycling – navigating a complex regulatory landscape’, aims to give a better basis for decisions on the recycling of vessels. It sets out the main recycling options, the legal, reputational and financial risks, and provides a process that can help to assess whether an individual yard is likely to carry out recycling to an acceptable level, in line with recognised regulations and standards. This process has been designed by DNV GL to provide owners a template VOL 39 ISSUE 3 |

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for action, in the absence of internationally accepted certifications outside the EU scheme, when they are dealing with yards not on the EU approved list. “Recent cases have shown that without a clear awareness of the risks within the complex regulatory landscape that surrounds recycling, shipowners can find themselves facing major

financial and opportunity losses,” says Jannicke Eide Fredriksen, DNV GL – Maritime. “With this new guidance, DNV GL is working to support shipowners in their decisions, by setting out the standards involved and the many critical factors to consider, primarily when dealing with yards that are not included on the EU approved list.”

BRIDGES ISRAEL LEADS A $5M ROUND FUNDING IN ECONCRETE

Climate change impacts like sea level rise and increased storminess might not be on the headlines these days, but they are certainly here to stay. ECOncrete, An Israeli startup delivering high-performance bio-enhancing concrete technologies, announced today it is raising US$5m to accelerate growth, in an A round led by Impact investor Bridges Israel. ECOncrete products and technologies can be seamlessly integrated into construction of breakwaters, seawalls and piers enhancing marine life while strengthening the infrastructure, providing concrete solutions to some of the world’s pressing climate change issues. As part of ECOncrete growth strategy, they are currently scaling up their operations, diving into new geographies and sectors, such as the offshore energy arena, and sustainable construction of urban waterways and green construction. ‘RElab (Goldacre Ventures)’ are also participating in the round, with ECOncrete part of the RElab 2020 PropTech cohort. Ido Sella, Co-founder and CTO of ECOncrete said, “Ocean health and human health are entwined, especially today. We need strong coastlines and diverse marine ecosystems to protect and sustain coastal communities across the globe. ECOncrete brings a winwin technology that enhances marine life while providing risk reduction by building environmentally-sensitive concrete coastal infrastructure for stronger industrial ports, marinas, and urban waterfronts.” 52

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Sandrine Montsma, Managing Partner at Bridges Israel added, “In ECOncrete we found an outstanding leadership team and a unique, proven technology and product line which meets the needs of construction companies and regulators around the world for building marine infrastructure while protecting marine life. We believe this market is a Blue Ocean – pun intended! “ Shimrit Perkol-Finkel, Co-founder and CEO of ECOncrete commented, “Covid19 is a wakeup call. We can’t keep protecting ourselves while destroying precious marine resources. It’s time to make a change and set new environmental standards for coastal and marine construction. We don’t want to stop the progress, but we want to progress in a way that allows marine life to thrive, using nature-based solutions and ecological engineering. To achieve this, we must deploy innovation from the emerging Blue tech and Climate tech arena. This calls for intensive capital investment. Bridges Israel is a natural partner for ECOncrete, as an impact investment fund, to help increase our positive impact on oceans, coastlines, and coastal communities.”

The range of UQCs from Huisman

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S A F E R O F F S H O R E I N S TA L L AT I O N S T H A N KS TO I N N OVAT I V E D E S I G N connection, without intermediate rigging and totally hands-free. Robby De Backer, Director Newbuilding at Jan De Nul Group said, “Our newbuilding department has developed the UQC together with Huisman, our trusted partner in pioneering technology. This innovation will considerably increase the safety during offshore lifting and installation activities. With this UQC, we provide our offshore installation teams on-board of both vessels with better means to control the lifting operations in a safe way. This will definitely improve and support the offshore installation industry in general.” Henk Weterings, Chief Technology Officer (CTO) at Huisman added, “We are delighted to have Jan De Nul Group as launching customer for our UQC tool. By refining this concept with the operational and procedural expertise of Jan De Nul’s engineering teams, we have

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Jan De Nul Group and Huisman have announced that they have joined forces for the heavy lift equipment on-board of Jan De Nul’s Next Generation offshore installation vessels Les Alizés and Voltaire. Upon the order of both vessels in 2019, Jan De Nul Group awarded the contract for the engineering, construction and delivery of two highly innovative cranes to Huisman. For these cranes, which will be the largest in their class, Huisman developed the Universal Quick Connector (UQC) based on the expertise of Jan De Nul Group’s operational and engineering team. The result is a ground-breaking innovation, resulting in a major step change in safer offshore hoisting activities. The UQC is a smart, modular and robust clamp which is mounted inside the crane’s lower block. It allows the vessels to lift objects through a direct

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created an integrated tool which will increase safety and workability on-board. We envision that this tool will be the first of many in the offshore lifting industry.” The UQC attaches and detaches loads and tools directly to the crane’s lower block without rigging, entirely hands-free and fully automatic. This automated working method creates a safe environment in which the personnel’s safety is not compromised. The complex task of - typically manual assisted - (de)rigging can be prepared outside of the critical path of the lifting operation. Overall, the UQC also improves workability. Because rigging is no longer needed, the crane fitted with the UQC can optimise available lifting heights and work subsea where traditional equipment encounters difficulties when rigging a load.

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The equipment is fitted with an active rotation device increasing operational control when attaching the load. It allows rotation of the load to fine-tune its orientation without additional taglines. This enables the accurate positioning of heavy components as well as wind turbine components with strict bolt pattern tolerances. The UQC connects to the lifting tool with a specific pin. Any lifting tool fitted with this pin can be used by the UQC. Thanks to its versatile design, the UQC will also be able to hoist existing lifting tools by means of an intermediate lifting eye and pin connection. And if conventional rigging is needed, a traditional hook fitted with the pin can be mounted in the UQC.

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A P E X DY N A M I C S EXTENDS ITS RANGE OF PRECISION G E A R B OX E S UK’s APEX Dynamics has complemented its range of precision gearboxes with pioneering rack and pinion technology that can improve manufacturing machinery performance by offering zero backlash, automatic concentricity and high torque transmission. Rack and pinion solutions can replace ball screw systems with longer travel capability without adding inertia and offer higher force capability. Linear motors can also be replaced with rack and pinion to provide lower cost and similar performance in many applications. Exclusively available in the UK and Ireland from APEX Dynamics, the all-tooth coupling between pinion and an APEX Dynamics precisionbuilt gearbox ensures maximum efficiency of equipment due to the company’s patented selfcentring Curvic Plate solution, which allows the connection between pinion and gearbox with a single screw. An ideal system for applications such as machine tools, tube bending, woodworking, measurement equipment, laser cutting, robots and welding; other advantages include easy adjustment by switching positions, this can be achieved by rotating the pinion onto the next available tooth, quick assembly/disassembly and the flexibility to choose different pinion teeth without interfering with the locking screw. APEX Dynamics supplies quality10 to quality four rack in stainless steel and steel, helical and straight tooth with various heat treatments available. Quality four rack has high accuracy with a pitch error of 20-23 microns/1,000 mm. It is produced as a standard product, which is easily achieved due to the company’s facility being buried underground making temperature control simple, whereas above ground constantly changing weather conditions makes this much more difficult to control.

If a manufacturer’s factory floor space is at a premium, large diameter ballscrews may not be the answer. This is where an accurate rack and pinion with low backlash can be used to great effect with minimum space used, which could be a game changer for long axis machines, giving design engineers an option on both cost and sizing. Supported by APEX Dynamics’ industry-busting three-week or less lead times – a timescale currently unmatched by its global competitors – and unique five-year warranty, the portfolio of rack and pinion equipment includes a lubricant pump system to reduce the inherent friction between moving parts, cutting machinery downtime, increasing productivity and avoiding expensive early maintenance. Mike Gulliford, APEX Dynamics UK’s Managing Director, said, “We are dedicated to quality and customer satisfaction. We believe that we stock the best rack and pinion drive systems and highprecision gearboxes, coupled with the quickest delivery times, on the market.” As a global leader in the design, supply and manufacture of servo gearbox and rack and pinion technology, precision products from APEX Dynamics are capable of backlash accuracy down to less than one arc minute as well as being cleverly designed with a stainless-steel body and patented features around the seals and bearings. In addition to rack and pinion systems, the Uttoxeter-based company also supplies an entire range of related servomotor solutions, including inline and right-angle planetary gearboxes, as well as spiral bevel gearboxes for customers in packaging machinery, food, pharma, automotive and numerous related markets, in fact any sector that uses automation, robotics or other high precision industrial machinery. Founded in Taiwan in 1987, APEX Dynamics Inc. started with the production of take-out robots for plastics injection moulding machines before moving into the technology of high-precision planetary gearboxes for servomotors, based initially on their internal need for precision servo gearboxes for robotics. Globally well established in 35 countries world-wide, APEX Dynamics is currently continuing with its UK expansion programme, further strengthening its profile from its base in Uttoxeter. VOL 39 ISSUE 3 |

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Wärtsilä’s latest in simulator technology will provide advanced training on inland waterway navigation for students at facilities in the City of Duisburg, Germany

WÄ R T S I L Ä TO S U P P LY E U R O P E ’ S MOST MODERN S I M U L ATO R F O R INL AND SHIPPING TRAINING Finland’s Wärtsilä has been contracted by the City of Duisburg, Germany, to provide the latest in simulator technology for inland waterway navigation. The simulator will comprise seven full mission bridges in two locations within Duisburg - six at the Schiffer-Berufskolleg Rhein vocational college, and one at the DST Development Centre for Ship Technology and Transport Systems. This will form the most modern inland simulator training facility in Europe. The order with Wärtsilä was placed in the first quarter of 2020. Wärtsilä technology will enable interconnectivity with other simulators, a universal hardware interface for future developments, and can be used for R&D purposes. It will also be utilised for advanced modelling purposes with other Wärtsilä tools, and for planning and analysation tasks. 56

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“The more realistic the training, the more capable will be the crew, which is why stateof-the-art simulation is so important. Inland waterway navigation presents a number of challenging situations, and with this simulator training these challenges can be realistically studied and prepared for,” says Hendrik Posenauer, Senior Sales Manager, Wärtsilä Voyage. “This new SANDRA – Simulator for Advanced Navigation Duisburg Research and Application – comes at the right time and will fulfil the requirements for giving future seafarers the skills they need,” says Thomas Krützberg, Head of Family, Education and Culture, Work and Social Affairs, City of Duisburg. All seven bridges will comply with the latest CESNI (Comité Européen pour l’Élaboration de Standards dans le Domaine de Navigation Intérieure) requirements relating to standards in the field of inland waterway navigation. Installation and handover of the Wärtsilä equipment will take place later this year. Wärtsilä Voyage radically transforms how vessels perform their voyage by leveraging the latest digital technologies, to deliver a step-change in

BAKKER SLIEDRECHT COMPLETES DA N T YS K U P G R A D E Holland’s Bakker Sliedrecht has succeeded in upgrading the automation system at the offshore energy substation of Vattenfall’s DanTysk wind farm in the North Sea without any downtime. As a result, the transport of sustainable electricity from the wind farm to the coast could continue without failure. DanTysk is located in the German sector of the North Sea and comprises 80 wind turbines. With a total output of 288 MW - up to 400,000 households can be supplied with sustainable electricity. The wind farm has been in operation since 2014. The generated power from the wind

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Vattenfall’s DanTysk wind farm

turbines is transported via 108 kms of cables to its own energy substation. On this platform, the power is converted from 33 kV to 155 kV and transported further. First to a converter station and then to the high-voltage grid of grid operator TenneT on the coast, 200 kms further on. During the construction of this substation in 2012 and 2013, Bakker Sliedrecht supplied various components and integrated all systems within the electrical & instrumentation system. Improvements to the system were desired and had become available, so were taken into account during the upgrade of the system. “It can be compared to a large transformer station. The remotely controlled automation system controls and monitors the essential functions on the platform, such as the cooling system and the cooling water pumps. That is of crucial importance on a platform where 288 megawatts of energy is brought together,” explains automation engineer Bart van Wijngaarden of Bakker Sliedrecht. Bakker Sliedrecht replaced, among other things, the Ethernet switches in the fibre optic ring for the communication between all systems, the switches, redundant SCADA servers and redundant PLC controllers that control the platform. This had to be done without shutting down the energy supply from the entire wind farm. “That is why we have built a whole new

network next to the existing one and have started testing it step by step,” says project leader Fred Hordijk of Bakker Sliedrecht. “First we transferred the less critical systems. Only when they worked well we moved on and transferred the next systems and eventually the critical ones. That went well.” The entire automation system at the substation was upgraded under full load without failure. “We’ve spent less time on the platform with our people and had no downtime. We often replace and upgrade these types of systems, but projects of this size with minimal downtime are special. With this, Bakker Sliedrecht has made its mark,” say Hordijk and Van Wijngaarden. “We experienced the corporation with Bakker in a very professional way. On site technician and project manager have been experienced and very skilled in their key competencies. The cooperation between our in house expert and the specialists of Bakker Sliedrecht went very smooth. Overall result has been very satisfying. The cutover to the new hardware was realised without any loss of production.” says Stefan Brahm, Operation and Maintenance Co-ordinator at Vattenfall.

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The ULEv Sanderus in the Port of Zeebrugge

FUELS

F I R S T D R E D G E R W I T H U LT R A - LOW E M I S S I O N S H A S A R R I V E D I N B E LG I U M

Jan De Nul Group is a leader in the use of alternative fuels for its dredger and related fleet, with a number of vessels already using low emissions fuel. The company’s newest TSHD Sanderus recently arrived in Belgium to execute maintenance dredging works in the country’s coastal ports. The dredger is an Ultra-Low Emission vessel (ULEv) with using a two-stage catalytic filter system on-board. This dredger is Jan De Null’s fourth that has been launched within the past year. The vessel was built in Singapore and left the shipyard in January after successful offshore tests. Another three vessels with a same technology and ultra-low emissions are under construction. She arrived in Belgium, where in the next two years she will maintain the navigation depth in the marine access channels to the Flemish ports under the authority of the Flemish Government. Internal combustion engines without post-treatment 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 (Uses), Jan De Nul aims for a much better air quality. These vessels are equipped with a catalyst that renders Knox 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. Mike Fording, Director of Jan De Null’s International Division said, “In a business-as-usual scenario, air pollution would be responsible for 8.8m deaths

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a year, world-wide. That is twice as many as what was assumed so far. Also shipping has a partial responsibility in this area. And 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.” With this emission treatment, Jan De Nul performs pioneering work within the shipping industry. The newest generation of Jan De Nul vessels has been equipped with this highly advanced dual exhaust gas filter system, making Jan De Nul a frontrunner within global shipping. Jan De Nul not only invests in air quality but also sets ambitious greenhouse gas reduction targets to reduce its climate footprint. Worldwide, the energy supply must change drastically to meet international climate agreements. Businesses must switch to carbon-neutral energy systems renewable energy, various flexible raw materials, a mix of primary energy sources and other solutions. For its maritime fleet, Jan De Nul goes for 100% renewable fuel, a certified sustainable substitute for fossil fuel made from waste flows. Since the end of 2019, the first TSHD is sailing in Zeebrugge on 100% biofuel. Jan De Nul is now considering this switch for other dredging vessels. Michel Deruyck, Head of Energy at Jan De Nul Group added, “Such renewable fuel offers the huge advantage that engines must not be adapted so that the fuel can be used immediately. As this solution makes use of biological waste flows as raw material, it is also beneficial

PORT ENGINEERING MANAGEMENT FUELS

to the circular economy. Research into fuels of the future is useful, but it should not prevent us from using sustainable solutions already available today for the much-needed energy transition within the shipping industry.” Meanwhile, Jan De Nul has completed, in close collaboration with MAN Energy Solutions and GoodFuels, 2,000 hours using 100% renewable 2nd generation Biofuel Oil (BFO) on-board the TSHD Alexander von Humboldt. This major milestone represents the longest continuous use of 100% sustainable marine biofuel in the maritime industry. The achievement further reinforces the successful adoption of this fuel solution, proving to the maritime world that BFO is ready for use as a sustainable drop-in fuel to meet industry emissions reduction targets. The Alexander von Humboldt is the first vessel in the world to record this biofuel milestone. The important technical benchmark of 2,000 sailing hours proves the technical applicability and capabilities of sustainable marine biofuel in operations. At the same time, it opens the door to cross-sectional collaboration with original equipment manufacturers (OEMs), class societies, flag states, and supply chains to accelerate the supply of these fuels into mainstream use. Michel Deruyck said “We will further explore the use of biofuel on other vessels, and continue the aim to achieve decarbonisation within our business. It’s also paramount to involve our clients to meet these ambitious carbon reductions, since it’s certainly not the most economical option of the fossil-dominated fuel supply industry. Moreover, this transitional biofuel solution needs to be a sustainable primary energy source. We are open to all other sustainable primary energy sources, but for

the time being most of them are financially not competitive within the existing regulatory frameworks.” The vessel was refuelled at various stages over the last nine months, with massively reduced fossil CO2 emissions by 85%. The vessel consumed the biofuel while conducting maintenance dredging works in Flemish seaports and the United Kingdom. As a frontrunner, Jan De Nul Group shows that the maritime construction industry can be part of a game-changing global movement that will help to achieve climate goals by using low carbon solutions. The BFO was introduced by GoodFuels in 2018. It was the first marine 2nd generation, fossil fuelequivalent biofuel, which is completely derived from sustainable waste feedstock in line with the latest European renewable energy directive. GoodFuels introduced the BFO as a credible carbon based solution to accelerate the energy transition. Peter Jonckheere, Chief Engineer of Alexander von Humboldt commented “This sustainable marine biofuel is not only a green solution - it is also a high-quality fuel to run our engines on.” Michel Deruyck, added, “With our choice of this sustainable marine biofuel, we want to prove to the governments and our clients that if they have climate ambitions and incorporate these in the selection procedures, the industry is ready for it. It is very important now that the right policies and regulations follow to leverage the full potential of BFO. Research into fuels of the future is useful, but it should not prevent us from using sustainable solutions already available today for the much-needed energy transition within the shipping industry.”

The Alexander von Humboldt VOL 39 ISSUE 3 |

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BY PAU L B A R T L E T T

VIEWPOINT

G LO B A L S U P P LY CHAINS STRENGTHEN AS PORTS PIONEER SMART T E C H N O LO G I E S The pandemic has demonstrated plenty of weak links in global supply chains, notably in the slow-to-change shipping sector where age-old systems remain in place with few fundamental changes. There are, of course, exceptions. But many shipping companies, particularly in the tramp sector, appear to have neither the inclination nor the time to embrace new digital systems which could transform the efficiency of global maritime trade. If it ain’t broke, don’t fix it, appears to be the mantra of many. To be fair, shipping’s contractual systems have been shown to work moderately well over the years. Nonetheless, maritime trade can be a litigious business. However, the sector’s contract law has been well tried and tested over many decades and there is a reluctance to change a framework that forms the basis for much of today’s legal precedent. For example, the obligation on shipowners to proceed ‘with utmost dispatch’ was originally intended as a comfort for charterers. However, in today’s increasingly digital supply chains, the phrase does not sit well with just-in-time arrival, voyage planning, weather routeing, optimising fuel consumption or emissions performance. There are other issues too, including the challenge facing shipowners in assessing the viability of investing in new energy-saving technologies with

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no assurance that charterers will pay a premium. Of course, marine transport is a dynamic business where parameters are constantly changing. But pioneers of new digital technologies point out that is why real-time data, which automatically updates, is so essential for efficiency gains to be made. As an example, in mid-June, there were about 70 bulk carriers waiting to load sugar off the port of Santos in Brazil, following a record harvest this year. The waiting time was averaging about 45 days. This may be useful in restricting bulk carrier supply and supporting weak earnings, but it is a huge and expensive waste of transport resources. Assuming that all of the 70 ships are handy-sized bulkers where trip charter rates have been around operating breakeven recently – about $5,600 a day – that is a waste of about $18m in ships’ time alone. Yet the number of waiting vessels continued to rise and the delays to lengthen.

Blockchain potential Real-time connectivity and digitalised systems are transforming the world’s complex logistics and maritime supply chains, however, and several smart and progressive ports are pioneering new digital systems such as blockchain. This enables the secure sharing of data across a wide network of computers or endpoints in multiple locations simultaneously. The same data, which is updated automatically and regularly across the entire chain, is available to everyone. The data is difficult to change and, since it is available in many locations simultaneously, it is also difficult to hack. Physical assets are constantly traceable and, since the chain is secure and available to all parties, there is no need to check and verify cargo consignments or to confirm that the necessary services

PORT ENGINEERING MANAGEMENT VIEWPOINT

have been provided along the supply chain at the right time. This digital approach to cargo movements enables a new standard of transparency and trust and, from a practical point of view, allows the constant digital tracking of cargo consignments at every stage of the transport process, offering far greater efficiency and accuracy. It has been estimated, for example, that an average container shipment between China and Rotterdam involves 28 individual parties and 200 separate exchanges of data. The process has begun, particularly in the liner trades, but there is still a long way to go. Aljosja Beije is an expert in the field. The Logistics & Technology Lead at BlockLab and joint author of Blockchain and the Supply Chain - Concepts, Strategies and Practical Applications, notes that despite the massive increases in the volume of world trade over the last 50 years, most of it is still based on documents that go back to the 14th century. “We have digitised but, so far, we have not automated,” he said recently. “That’s where blockchain will have a big impact.”

Heavyweights move in It is now almost two years since the world’s largest container line, Maersk, and IBM, a multinational computer company, announced the formation of TradeLens, a blockchainDP World revealed its intention to join TradeLens and connect its 82 terminals

based system which tracks cargo from origin to destination and replaces paper documents with electronic data that is available to all partners simultaneously. Since its launch in August 2018, the platform has attracted a broad range of shipping heavyweights and, by the end of 2019, was publishing more than two million events every day from an ecosystem comprising about 175 separate organisations. Amongst them are some of the world’s largest port operators including APM Terminals, DP World, the Port of Singapore Authority and the Port of Rotterdam. Altogether, there are more than 170 ports and port operating companies on the system as well as 26 intermodal service providers, 17 inland container depots, customs authorities, and a bunch of the biggest container lines including CMA CGM, Hapag-Lloyd, Maersk Line and MSC. Attracting customs authorities has been an important milestone for the TradeLens set-up. The platform now has 11 national customs authority members with up to 130 countries’ customs authorities potentially able to operate on TradeLens, subject to the outcome of trials currently running in Sri Lanka and Vietnam. The United Nation’s Automated System for Customs Data (ASYCUDA) is being tested and could be widely rolled out in the months ahead.

From strength to strength The platform continues to gain traction. Last December, a ruling by the US Federal Maritime

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PORT ENGINEERING MANAGEMENT VIEWPOINT

Commission (FMC) provided a major boost. Under anti-trust regulations, forms of co-operation between container lines have traditionally been frowned upon by US authorities. However, as a result of ‘The TradeLens Agreement’, which entered force in February, the FMC has softened its stance. “The purpose of this Agreement is to authorise the parties to co-operate with respect to the provision of data to a blockchain-enabled, global trade digitised solution that will enable shippers, authorities and other stakeholders to exchange information on supply chain events and documents,” it said. Then, late in May, Dubai-based DP World revealed its intention to join TradeLens and connect its 82 terminals, feeder operators and

The HMM Algeciras in Hamburg

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logistics operations. Blockchain-based systems would fit well, the company said, with its recently launched freight booking systems – SeaRates, LandRates and AirRates – noting that data from the TradeLens system would improve operational efficiency through greater visibility of container movements across multiple carriers. DP World Chief Executive, Sultan Ahmed Bin Sulayem, commented, “By working with TradeLens, we will accelerate the digitisation of global trade. Modernising the processes by which logistics operate is critical to building more robust and more efficient supply chains, which will help economic development and generate more prosperity.”

D I G I TA L E F F I C I E N C Y I M P R OV E M E N T S New digital technologies are equally as applicable at a local level as they are in raising the efficiency of global freight movements. In Hamburg, for example, recent digital enhancements to the systems in place at the Hamburg Vessel Co-ordination Centre (HVCC), on the banks of the River Elbe, promise to cut costs, reduce emissions and improve port productivity. With the help of smart software from Finland’s Wärtsilä and trials with cruise ships operated by Carnival Maritime, the digital Navi-Port just-in-time arrival system has been successfully tested and is now set to be extended from the cruise ship trials to cargo ship sectors. The smart systems, it is hoped, will help to raise productivity in terms of vessel throughput whilst also assisting in cutting ships’ fuel consumption and reducing emissions. The new system underwent live testing with the two Carnival cruise vessels, AIDAsol and AIDAperla, earlier this year. HVCC shared data with Carnival’s Fleet Operations Centre in Hamburg and, from there, to ships’ electronic charts using the Navi-Port system. This allows the automatic adjustment of the ship’s course and speed for accurate co-ordination with port conditions, weather and other variables. The HVCC has been co-ordinating the arrival of ships – especially container vessels – at the port for some years. It has been normal for HVCC personnel to maintain regular contact with the navigators of container ships several days ahead of time. Ships arriving via the Mediterranean have typically been monitored from passing Gibraltar, for example, so that tide conditions and berth availability can be carefully co-ordinated in Hamburg. The port authority faces particular challenges. With four container terminals located in the heart of Hamburg city, the world’s largest boxships must first navigate about 110 kms of the River Elbe, from the North Sea. Timing is critical. Ships drawing up to 12.8 m can access the port at any state of the tide but, with assistance from tidal surge, container vessels drawing about 15 m can make their way upriver, even if only with a few centimetres under the hull. Although some sailings from Asia have been cancelled recently as a result of Covid-19, the HVCC typically handles around 3,200 ship arrivals a year, providing ship masters with a Requested Time of Arrival (RTA). Many factors have to be considered including berth occupancy, the volume and direction of traffic, wind, tides and likely weather conditions. On receiving the RTA, navigators can adjust ship speed and route to make sure that their vessel arrives at the mouth of the Elbe on time. This process, which so far is undertaken manually, allows the co-ordination of other vessel movements and port services. Now, following the successful cruiseship trials, the new system is likely to be extended to the container sectors. HVCC Managing Director, Gerald Hirt, said, “HVCC has always attached great importance to the development of collaborative digital solutions. For us, this means ‘Passage Planning 2.0’ – a further step towards intelligent ship coordination and the digitalisation of port logistics.”

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PORT ENGINEERING MANAGEMENT VIEWPOINT

AC C E L E R AT I N G D I G I TA L I S AT I O N O F MARITIME TRADE A N D LO G I S T I C S - A C A L L TO AC T I O N Seaports are critical infrastructures to keep supply chains moving and economies across the world functioning. This becomes especially visible in times of global crisis. A great variety of business and government actors interact in port communities to ensure multimodal flows of vital medical and food supplies, critical agricultural products, energy streams and other goods and services reach their intended destinations in time. Port community interactions comprise physical interactions - such as cargo handling operations, vessel-related services and supplies and multimodal transfers - as well as exchanges of data that facilitate clearance of cargo between jurisdictions. Being part of larger transport and logistics supply chains and representing clusters of companies and businesses in themselves, ports are well-placed to fully grasp the potential generated by the latest wave of technological innovation and integration, so that physical and data interactions occur in a safe, secure, efficient and overall sustainable manner. The COVID-19 crisis has painfully demonstrated the heterogeneous landscape that currently exists across ports world-wide. While some port communities seized the opportunities of the fourth industrial revolution and developed into full-fledged ‘smart’ ports, many others have barely grasped the essentials of digitalisation and continue to struggle with larger reliance on personal interaction and paper-based transactions as the norms for shipboard, shipport interface and port-hinterland based exchanges. As an illustration, only 49 of the 174 Member States of IMO have functioning Port Community Systems to date, systems which are considered the cornerstone of any port in the 64

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current digitalised business landscape. With the world’s attention now focused on exiting from lockdowns and preparing for a ‘new normal’, there is an urgent need for intergovernmental organisations, governments and industry stakeholders concerned with maritime trade and logistics to come together and accelerate the pace of digitalisation so that port communities across the world can at least offer a basic package of electronic commerce and data exchange, in compliance with all relevant contractual and regulatory obligations. To realise this overall ambition, the International Association of Ports and Harbours (IAPH), BIMCO, the International Cargo Handling Co-ordination Association (ICHCA), the International Chamber of Shipping (ICS), the International Harbour Masters’ Association (IHMA), the International Maritime Pilots Association (IMPA), the International Port Community Systems Association (IPCSA), the International Ship Suppliers’ Association (ISSA), the Federation of National Associations of Ship Brokers and Agents (FONASBA) and the PROTECT Group launch a call to action along the following priorities: • To assess the state of implementation and find ways to enforce the already mandatory requirements defined in IMO’s Facilitation (IMO FAL) Convention to support transmission, receipt, and response of information required for the arrival, stay, and departure of ships, persons, and cargo, including notifications and declarations for customs, immigration, port and security authorities, via electronic data exchange, making the transition to full-fledged single windows. • To ensure harmonisation of data standards beyond the IMO FAL Convention to facilitate sharing of port and berth-related master data for just-in-time operation of ships and optimum resource deployment by vessel services and suppliers, logistics providers, cargo handling and clearance, thereby saving energy, improving safety as well as cutting costs and emissions. This can be achieved through use of the supply chain standards of the International Standardisation Organisation, the standards of the International Hydrographic Organisation as well as IMO’s Compendium on Facilitation and Electronic Business.

PORT ENGINEERING MANAGEMENT Seaports are critical infrastructures to keep supply chains moving and economies across the world functioning

• To strive for the introduction of Port

Community Systems and secure data exchange platforms in the main ports of all Member States represented in IMO. • To review existing IMO guidance on Maritime Cyber Risk Management on its ability to address cyber risks in ports, developing additional guidance where needed. • To raise awareness, avoid misconceptions, promote best practices and standardisation on how port communities can apply emerging technologies such as artificial intelligence, advanced analytics, internet of things, digital twins, robotics process automation, autonomous systems, blockchain, virtual reality and augmented reality. • To facilitate the implementation of such emerging technologies and other innovative tools to increase health security in port environments, allowing port and marine employees, contractors, and the vessel crew to work and interact in the safest possible circumstances. • To develop a framework and roadmap to facilitate the implementation and operationalisation of digital port platforms where authorised port community service providers and

VIEWPOINT

users can share data under secure data sharing protocols, enabling these platforms to connect with hinterland supply chains as well. • To establish a coalition of willing stakeholders to improve transparency of the supply chain through collaboration and standardisation, starting with the long overdue introduction of the electronic bill of lading. • To set up a capacity building framework to support smaller, less developed, and understaffed port communities, not only with technical facilities but also with training of personnel. Quality data exchange requires a trained workforce with mid- and long-term perspectives to build, implement, support, and sometimes override technology. • Working on these priorities requires collaboration between maritime supply chain industry stakeholders and government. Above all, it calls for inter-governmental collaboration as the acceleration of digitalisation will require change management at local, regional, and national levels. National trade facilitation committees implemented under the WTO Trade Facilitation Agreement could be an excellent instrument for member states and port authorities to drive the change. VOL 39 ISSUE 3 |

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N E W R E S C U E PAC K AG E F O R R OYA L I H C

C O M PA N I E S

Royal IHC’s Krimpen aan den Ijssel shipyard near Rotterdam

The Dutch Government has been reported to contribute €400m to saving Dutch shipbuilding group, Royal IHC. A consortium of HAL Investments, Ackermans & van Haaren, MerweOord and Huisman are said to be involved in this rescue package. The main goal of the rescue operation is to safeguard crucial shipbuilding knowledge as well as employment. 66

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Minister of Economic Affairs and Climate Eric Wiebes and State Secretary for Finance Hans Vijlbrief have informed the House of Representatives of a letter sent last Thursday (April 30th). At the same time, Royal IHC announced a Heads of Agreement had been reached for the acquisition and refinancing of IHC Merwede Holding BV.

IHC’s continued existence has been at stake recently. The main factors that played a role in this were accumulated debts and large losses on a number of large ships which are custombuilt for customers. In the letter, Wiebes and Vijlbrief say they felt they needed to intervene as “IHC plays a strategic and innovative role in the maritime sector

PORT ENGINEERING MANAGEMENT COMPANIES

and failure to do so would undermine the robustness of the entire sector and have a major impact on the international competitive position of the maritime manufacturing industry. Secondly, a lot of jobs would be lost at a time when the government is doing everything in its power to keep the economy going and to minimise job losses.” Additionally, the State itself is a major creditor of IHC, so trying to save IHC is also a way to minimise losses on outstanding amounts as much as possible. The €400m the State will contribute comprises an early claim payment on the construction of ships of €167m, guarantees of €30m, a credit guarantee for €140m in bank loans and a bridging loan of €40m. The state aid comes with several terms and conditions. Wiebes and Vijlbrief state, “First, the private parties involved in IHC should make an effort similar to that of the State. After debt restructuring, the company must be viable, as confirmed by external experts. Steps should also be taken to strengthen IHC’s governance in order to avoid further large losses on mega-projects in the future. Existing Board members and shareholders should not derive any further benefit from government intervention. Finally, the government considers it important that new financiers come on-board to strengthen the balance sheet and increase support. All these conditions are currently met.” IHC’s Supervisory Board has

appointed Gerben Eggink as new interim CEO. He succeeds Dave Vander Heyde, and will lead Royal IHC through this new phase. Eggink has extensive experience in successfully leading organisations in transition. He previously served as CEO at the Gardline Group and Smit Lamnalco, among others. “It is great news that, with this Heads of Agreement, Royal IHC is retained as an innovative player for its customers and for the Netherlands,” says Eggink. “I am looking forward to working hard with colleagues to restore the profitability of the business, while maintaining our high quality and the satisfaction of our customers for the solutions Royal IHC delivers. That will require a major effort from everyone, especially in these difficult times world-wide. But Royal IHC is more than worth it.” Paul van der Harten became CFO of Royal IHC with effect from April. Van der Harten has extensive international experience with large energyrelated companies. He previously worked as CFO of AEG Power Solutions, and held various financial positions at OMV and Royal Dutch Shell. The Dutch Government will also have a seat in the Supervisory Board. The current CEO leaves without a transition fee and no bonuses or dividends will be paid this year. According to Wiebes and Vijlbrief, “The continuity of IHC can only be assured if the vessels under construction are completed and delivered to IHC’s customers. Only then can IHC look ahead again with

a different business model. The level of losses, and with it the damage for export credit insurance, depends, among other things, on when the vessels can ultimately be delivered in relation to the contract and on the final sales price received by IHC.” The letter is concluded with, “The national government’s contribution complies with the applicable European state aid rules. These are also uncertain times for IHC. Unfortunately, some job losses are probably unavoidable and the new governance structure has yet to prove itself. However, the financial foundations have been strengthened so that IHC can once again look to the future with good prospects.”

BOSKALIS E X PA N D S S A LVAG E PRESENCE IN T H E U S BY AC Q U I R I N G ARDENT AMERICAS Royal Boskalis Westminster has announced the acquisition of maritime emergency response specialist Ardent Americas LLC (Ardent Americas). Ardent Americas is a leading player VOL 39 ISSUE 3 |

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under the Oil Pollution Act of 1990 (OPA90) for the provision of marine emergency response services in the United States (US). Under the OPA90 programme there is a statutory requirement from the United States Coast Guard that shipowners trading in US waters must have an agreement in place with approved emergency response companies for the provision of salvage and marine firefighting services. Ardent Americas OPA90 programme covers approximately 500 shipowners encompassing over 4,000 vessels. Ardent Americas was established in 2015 following the merger of Svitzer Salvage and Titan Salvage, operates from

The Merkur Wind Farm

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Houston and Fort Lauderdale in the US and was a subsidiary of Ardent Global Marine Services, headquartered in IJmuiden, the Netherlands. Through this acquisition Boskalis further strengthens its existing position in the US maritime salvage market. Boskalis currently provides OPA90 services in the US with Donjon-Smit through its subsidiary SMIT Salvage and its joint venture partner Donjon Marine. With over 175 years of experience, SMIT Salvage is synonymous with total commitment to the challenging field of marine emergency response and wreck removal, especially when optimal care for the environment is a priority.

SALE OF 12 . 5 % INTEREST IN MERKUR OFFSHORE W I N D FA R M TO A P G A N D TRIG DEME Concessions, a subsidiary of the DEME Group, has completed the sale of its stake (12.5%) in the Merkur Offshore Wind Farm. The consortium comprising of funds managed and/or advised by Partners Group (50%),

PORT ENGINEERING MANAGEMENT COMPANIES

InfraRed Capital Partners (25%), DEME Concessions (12.5%), GE Energy Financial Services (6.25%) and ADEME, acting on behalf of France “Investments for the Future” programme (6.25%) has successfully completed during mid-May 2020 the sale of 100% of Merkur Offshore GmbH, one of the largest operational wind farms in Germany, to APG, the Dutch pension investor and The Renewables Infrastructure

Group Limited (TRIG), the FTSE 250 London‐listed investment company advised by InfraRed Capital Partners. The transaction leads to a capital gain of €62m for DEME. Merkur Offshore GmbH is a Hamburg‐based company which has been responsible for the planning and construction of a 396‐MW offshore wind farm located some 45 kms north of Borkum Island in the

N E W A P P O I N T M E N T AT L A S P E Z I A C O N TA I N E R T E R M I N A L B OA R D O F D I R E C TO R S

German North Sea. The project comprising of 66 General Electric Haliade‐150 6 MW offshore wind turbines was fully commissioned in June 2019. The project benefits from a guaranteed Feed-in-Tariff until 2033 and has a 10-year O&M agreement with GE Renewable Energy for the service and maintenance of the turbines.

Italy’s La Spezia Container Terminal (LSCT), operated by Contship Italia Group, has announced that the Board of Directors of La Spezia Container Terminal S.p.A. appointed Alfredo Scalisi as Managing Director on April 24th 2020. Alfredo Scalisi joined LSCT as General Manager on July 1st 2019. “As Contship Italia Group President and on behalf of La Spezia Container Terminal Board of Directors, we wish Antonio Scalisi to successfully continue developing La Spezia terminal, representing one of Contship Italia Group’s strategic investments in Italy,” stated Ms. Cecilia Eckelmann-Battistello.

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PORT ENGINEERING MANAGEMENT CONTACT DIRECTORY

DREDGING AND MARINE

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

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

Fax: +31 78 69 69 555

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

DREDGE EQUIPMENT

VAN OORD DREDGING AND

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HOLLAND MARINE TECHNOLOGIES BV

MARINE CONTRACTORS Scheldedijk 30, Haven 1025 Schaardijk 211

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Pompmolenlaan 13

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3447 GK Woerden

PO Box 8574

Email: info.deme@deme-group.com

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3009 AN Rotterdam

Web: www.deme-group.com

Tel: 31 348 416075

The Netherlands

DEME is a world leader in the highly

Email: info@hollandmt.com

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coupling systems,TSHD

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DREDGE COMPONENTS

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HEGEMANN GMBH | DREDGING

VANDEGRIJP IGS B. V.

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The HMM Algeciras in the Port of Hamburg (see page 36)