PEM Online Vol 40 Issue 2 March / April 2021

ISSN Serial No. 0965-8203

Volume 40 Issue 2 March / April 2021

PORT ENGINEERING MANAGEMENT SECTION ABOUT TITLE PEM

WELCOME Welcome to the March/April edition of PEM ONLINE (Port Engineering Management). The new over recent weeks has been dominated by the grounding incident in the Suez Canal of the giant containership Ever Given – showing how vulnerable this waterway (and world trade) is when such an accident happens. The world will be living with this incident for some time to come. In this issue, we have included a section on dredging and port matters in the Middle East – still one of the world’s fastest expanding areas.

The move to more environmental vessels and ports continues, with alternative fuels now becoming common in the dredging industry as well as greener systems in ports (especially shore power).

The importance of such systems is essential for the future of the maritime industry and the planet.

Dredge contractors, especially in the Benelux countries are taking a lead in this subject, as is many European ports.

COVID continues to dominate the news, however, there are signs that the worst in over and we are looking forward to some returns to normality. However, the maritime world must be vigilant – wearing masks and operating at safe distances are both still so important if we are to complete a full return.

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.

Alan Thorpe

If you need notification for when PEM ONLINE is available, please send your Email address to sue@shipaat.com – Telephone number (44) 1268 511300 All other enquiries: PEM ONLINE Office 1 First Floor 374 Long Road Canvey Island Essex, SS8 0JU UK VOL 39 ISSUE 4 |

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ABB’s shore power connectors retrofitted to Holland America Lines’ 86,273 gt cruiseship Eurodam (See Viewpoint – Page 8) PORT ENGINEERING MANAGEMENT SECTION TITLE

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PORT ENGINEERING MANAGEMENT CONTENTS

CONTENTS 6 11 28 34 40 45 54 64 72 82 86

VIEWPOINT MIDDLE EAST NEW VESSELS REPAIRS DREDGE CONTRACTORS PORT NEWS ALTERNATIVE FUELS PROJECTS RENEWABLES LOCKGATE AGENTS CONTACT DIRECTORY

C O N TAC T

Front Cover: The cutter suction dredger Khaleej Bay working on a project in Duqm, Oman. She is owned by Jebel Ali’s Gulf Cobla, the fleet of CSDs comprising some six vessels. Gulf Cobla is normally active in the Arabian Gulf States, but has also ventured outside the Gulf top Oman and into the Indian Ocean, with contracts completed in The Maldives (See Middle East - Page 16).

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

DEPUTY EDITOR

EDITOR

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

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

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BY PAU L B A R T L E T T

VIEWPOINT

F E R R I E S – O BV I O U S F I R S T C H O I C E F O R S H O R E P OW E R There is probably no sector of shipping better suited to the adoption of shore power than the ferry business. Usually deployed on regular transits between two ports, ferries make frequent turnarounds, spend a significant amount of operational time at terminals, and require plenty of power during port calls. Meanwhile, ferry terminals are often located close to populous areas where air quality matters most.

Unlike commercial cargo ships for which shore power benefits, though substantial, are less clearly attributable to different parties, the advantages of adopting shore power for ferries are more obvious. For ports, meanwhile, there are a whole range of advantages including potential new revenue streams, lower emissions and less pollution, reduced noise, and improved

air quality. For the shipping industry as a whole, the adoption of cleaner power from shore by the ferry sector would make a substantial impact to the industry’s overall emissions profile.

For ferry operators, the upsides include cheaper power in port, lower emissions, less noise and vibration onboard, lower maintenance costs, and the opportunity to charge hybrid energy systems more cheaply. On some ferry routes, there is even potential to cash in on cheap energy tariffs. Ferries which operate constantly through the day but remain berthed in port at night may be able to capitalise on cheap night-time energy prices.

The Estonian Port of Tallinn installed shore power systems from technology company ABB on five of its piers in the Old City Harbour last year. The country’s

The Viking XPRS using the ABB shore power system

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first shore power project now enables Viking Line’s 2008-built ferry, Viking XPRS, for example, to use land-based power during her usual twice daily sailings after the 2.5 hours voyage from Helsinki.

System controlled from ship The shipboard systems, designed for easy integration on all ship types, enable the connection process to be controlled from the ship itself, rather than by shore-based personnel.

The full supply package for the vessel included a shore connection control board with three separate ship-to-shore connection links, ensuring fail-safe connectivity at all times. ABB also supplied medium-voltage switchgear, an 11 kW-400 V transformer, a circuit breaker bypass arrangement for drydock connection, and a low-voltage main switchboard breaker.

Commissioning was completed during the vessel’s normal operation.

Commenting on the installation, Viking Line’s Senior Vice President, Corporate Communications, Johanna Boijer-Svahnström, said, “ABB’s shore connection is the latest initiative in our on-going sustainability programme. Installing a shore connection system on-board Viking XPRS, and having shore power available in the Port of Tallinn, will make a significant contribution to clean air within the port and its surroundings. We have successfully collaborated with ABB on a number of projects, and the fact that ABB provides installations aboard ship and in port, with prompt delivery and backed up by 24-hour support, has proved compelling.

The Estonian installation followed an earlier project, completed by ABB at the Port of Incheon in South Korea. The Incheon Port Authority gave its approval for the project to go ahead after a pilot scheme was successfully completed. As the country’s first shore-to-ship installation, the system was hailed as a breakthrough. In addition to the port’s new ferry terminal, completed in 2019, Incheon has since inaugurated the country’s largest cruise terminal. Its ambitions to develop its ‘Golden Harbour’ vision means that sustainability initiatives are high on its agenda.

Kiel powers ahead Meanwhile, back in Europe, the Port of Kiel is continuing with its strategy to supply 60-70% of the energy required by calling ships met with electricity from shore within the next two years.

Commissioning of the new power supply plant at the Ostseekai in December has already taken the port’s shore power supply to more than 40%.

Supported by the state of Schleswig-Holstein, which contributed €8.9m and the EU (€1.26m), the installation will enable two vessels to connect to shore power supplies simultaneously, including a cruise vessel and a ferry.

The latest installation follows the commissioning of a shore power plant at the port’s Norwegenkai last year. This system, supplied by Siemens, provides shore power for Color Line’s two large cruise ferries, Color Fantasy and Color Magic, which operate on the route between Kiel and Oslo. Together, the ships have an annual energy requirement in Kiel of about four million kilowatt hours. This is now met by green electricity from shore. The port’s shore power system is claimed to save more than 8,000 tonnes of carbon dioxide annually.

The shore connection in Oslo

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Siemens has now supplied a cloud-based power monitoring system at the port. Siemens Smart Infrastructure has installed a system to monitor green energy usage at the shore power operations building and at the quayside connection points, the port explained.

Meanwhile, data is stored on MindSphere, a cloud-based system developed by Siemens, which provides all relevant information on electricity demand and supply at any time.

This enables operators to track energy usage, identify faults, avoid downtime, and optimise maintenance requirements.

The new system in Kiel has also enabled ferry operator, Stena Line, to continue with its decarbonisation strategy. The two vessels, Stena Scandinavica and Stena Germanica can now connect to Kiel’s green energy shore power systems, saving an estimated 2,700 tonnes of carbon dioxide annually. The Swedish company has cut such emissions by 13,000 tonnes, with shore power connections now possible at its two terminals in Gothenburg as well as Karlskrona, Norvik, Trelleborg and the Hook of Holland. High Voltage Shore Connection systems have now been installed on 14 of the company’s 36 vessels.

S H O R E P OW E R S E T TO B E C O M E A ‘ M U S T - H AV E ’ FOR PROGRESSIVE PORTS As shipping’s decarbonisation drive gathers pace, the provision of low-emission shore power is climbing the agenda. For ports which have already adopted robust sustainability strategies, it is a top priority. A requirement to connect to shore power systems in port (sometimes referred to as ‘cold ironing’) means that ships no longer have to use their own auxiliary diesel engines to generate electricity for power consumers including cargo handling, tank cleaning, heat, light and ventilation.

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The Stena Germanica in Kiel

Auxiliary diesel engines on many older merchant vessels are relatively inefficient, consuming several tonnes of marine diesel per day, and belching out fumes and emissions as ships work cargo on the berth. In contrast, vessels that have been adapted for shore power connections – including cruise vessels, ferries and some ro/ ro cargo vessels – can use electricity generated ashore, often from renewable sources such as wind, water and sun.

Environmental benefits The impact on the local environment is dramatic.

Ferry ports, often sited close to populous areas, are frequently an unpopular source of air pollution and noise. Ships using auxiliary engines to provide power in port are a major contributor. As other links in the global transport chain adopt ambitious sustainability strategies, port performance in this context is coming under close scrutiny.

An independent study conducted recently by Ricardo Energy & Environment, an environmental consultancy, revealed that no less than 16% of the carbon dioxide emissions generated by commercial ships in UK waters results from emissions in port. The consultants also identified high levels of other pollutants resulting from port activity – 13% of NOx emissions were generated in ports and terminals, according to the Ricardo study, and 11% of particulate matter.

The consultants also highlighted the potential

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scale of the reduction in pollutants by adopting power from shore. Emissions by ships in port contributed 2.6% of all transport emissions in the UK, the firm said, which is equivalent to the pollution caused by the country’s entire fleet of buses and coaches. Focusing on cruise vessels, which have a particularly heavy demand for energy during port calls, the pollution figures were even more dramatic.

Ricardo estimated that each ten-hour berthing of a modern cruise vessel emitted the same volume of carbon dioxide as 30 Euro-6 diesel cars travelling 10,000 miles (16,100 kms) a year.

But the corresponding figures for SOx emissions were even more scary - each 10-hour docking produced SOx emissions equivalent to 2,280 diesel cars each travelling 10,000 miles.

Pollution in ports is a growing problem

@low-hanging fruit” The study was undertaken for Schneider Electric, a multinational provider of shore power systems.

Peter Selway is UK Marketing Manager. He reports that the UK market has taken off recently.

“It’s gone a bit crazy,” he told PEM ONLINE recently. “We’ve had more enquiries in the first couple of months of the year than we’ve had over the last two years put together.”

Describing the installation of shore power systems as ‘low-hanging fruit’ in the shipping industry’s decarbonisation drive, Selway says that

commercial shipping could slash its emissions profile in a matter of a few months if ports geared up to the installation and supply of shore power systems. Ship operators would benefit too, he points out, thanks to cheaper electricity and improved carbon footprints for their ships.

Selway explains that the recent increase in enquiries in the UK is due, in part, to the UK Government’s announcement that it is to halt its subsidy of red diesel from April 2022. This will mean a more than five-fold increase in diesel prices – from 11p (€0.12) to 58p (€0.67) a litre – and will have a dramatic impact on high energy users across the country’s ports and shipyards.

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fundamental shift is going on too, with sentiment moving firmly in favour of low-emission shore power supplies as part of more rigorous environmental strategies. In some regions, electricity generated ashore – ideally from renewable sources – has been available for years.

Navies, for example, have used shore power systems for decades.

Now, though, shore power is gaining more momentum. In some regions, connecting to

shore power systems is already compulsory.

Cruise ships on the berth for more than two hours in California, for example, must use electricity generated ashore and the California Air Resources Board is planning to extend the requirement to some commercial ships. Other ports on the cruise lines’ itineraries have also introduced regulations. China, too, now has requirements on shore connections for some ships.

Challenges to resolve

found that no port in the world would have installed shore-to-ship energy systems without public funding or subsidy. Other experts point out that coordinating the relevant stakeholders is tricky. There is the state or regional energy provider, the port authority and there are the port’s many customers.

However, as Schneider Electric’s Selway points out, everyone has something to gain. Country energy grids will receive a boost in energy demand. Ports will meet new sustainability targets and generate a new revenue stream supplying electricity to ships. Meanwhile, their customers – shipowners and operators – will benefit from cheaper electricity, improved fuel consumption, lower maintenance, and less noise and vibration on-board.

Ultimately, all parties in the supply chain will benefit, and so will the population at large. PEM

Despite the benefits of shore installations, however, there are challenges. The integration of ship and shore power systems is one issue, although leading shore power system providers – including ABB, Siemens, and Yara Marine Technologies – provide systems with automatic connectivity. In some circumstance, where ships on the berth have high power requirements, local grids may not be able to handle demand surges.

All of these issues, however, can be tackled by the system providers. The challenge that may not be so easy to handle, however, is who pays for the installation, particularly the shore-side connections. In research carried out by the British Ports Association and published last May, it was

The Schneider Electric shore power system

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The Ever Given blocking the Suez Canal

Obviously, the big news out of the Middle East over recent week has been the grounding and subsequent refloating of Evergreen’s giant 20,000 teu containership Ever Given, which blocked the Suez Canal for some seven days during March. The vessel’s dimensions include a length of 400 m and a width of 60 m.

The subsequent blocking of navigation in the Suez Canal led to some 400 ships queuing to use one of the world’s most vital waterways. This has led to predictions of shortages in Europe and the US as well as a rise in oil prices.

During late March, the vessel was finally refloated and navigation in the Canal restarted.

Admiral Osama Rabie, Chairman and Managing Director of the Suez Canal Authority (SCA), announced that the Panamanian containership had been successfully refloated. This was the result of successful push and tow manoeuvres, which led to the restoration of 80% of the vessel’s directional power - with the stern some 102 m away from the bank of the Canal, instead of 4 m prior to the refloating.

His Excellency, Admiral Rabie, reassured the international navigation society as navigation was resumed immediately upon the complete restoration of the vessel’s direction and directing it to the Bitter Lakes waiting area for technical inspection.

MIDDLE EAST

G I A N T C O N TA I N E R S H I P C AU S E S DISASTER IN SUEZ CANAL

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The Ever Given being pulled away from the banks of the Suez Canal

The re-floating of the vessel involved various vessels and companies operating in a joint venture to solve this very concerning incident. A dredger, owned and operated by SCA, the 30,800 hp CSD Mass hours was involved in moving some 30,000 tons of sand and rock from the bow area.

Meanwhile some 11 tugs became involved in pull the vessel free from the Canal’s eastern side.

These include the Baraka 1, owned by the SCA, two powerful sea-going tugs, Alp Guard and Carlo Magna, from Boskalis/Smit, and two tugs from Svitzer. Peter Berdowski, CEO Boskalis commented, “Shortly following the grounding of the Ever Given we were requested, through SMIT Salvage, to provide assistance with the salvage operation.

“I am excited to announce that our team of experts, working in close collaboration with SCA, successfully refloated the Ever Given on March 29th at 15:05 hrs local time, thereby making free passage through the Suez Canal possible again.

I’m extremely proud of the outstanding job done by the team on site as well as the many SMIT Salvage and Boskalis colleagues back home to complete this challenging operation under the watchful eye of the world. The time pressure to complete this operation was evident and unprecedented and the result is a true display of our unique capabilities as a dredging and marine services provider.”

Commenting on the support provided by the organisation, Kasper Nilaus, CEO, Svitzer added, “After six challenging and nerve-wracking days, and with the eyes of the world on all of us, we are extraordinarily proud of the relentless 12

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work that our crews on-board Port Said 1 and Port Said 2, have done to expedite the refloating of the Ever Given. At Svitzer, doing difficult things in difficult places is in our DNA, but, even so, this has been one of the more spectacular and difficult tasks we have faced as global towage operator.

“The outstanding project management and orchestration of the SCA has been instrumental to solving this situation in a quick and safe fashion. We would like to thank our crew, the SCA, and all other parties involved in this spectacular salvage operation in the Suez.”

Svitzer tugs involved with the Ever Given salvage

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SUEZ CANAL - STILL FIT FOR PURPOSE OR THE WEAKEST LINK? As if the pandemic had not already demonstrated that shipping’s supply chain was already at full stretch, the grounding of the Ever Given confirmed it. The Suez Canal is probably the most important of the world’s four principal pinch points – from west to east, the Straits of Hormuz, the Malacca Straits and the Panama Canal. But the waterway is an essential link between the Far East and Europe, mostly for manufactured goods, and the Middle East and Europe for energy.

The 400 m Ever Given has a nominal capacity of 20,124 teu and is therefore one of about a hundred of the largest boxships either in service or under construction. While the insurance fallout from her week-long blockage of the Canal will take months, maybe years, to play out, attention in the short run is likely to focus on minimising the risk of repetition.

Experts are likely to focus first on three main issues. One, the Canal itself. After ten years of construction, the Suez Canal opened for shipping 152 years ago, in 1869. For the first time ever, ships could navigate between the eastern Mediterranean and the Red Sea and back again, knocking as much as two weeks off the longer and more perilous voyage around the Cape of Good Hope. In those early days and for at least the first six decades of the twentieth century, the Canal’s dimensions comfortably exceeded all requirements.

In almost every year since then, world seaborne trade has grown, and the Suez Canal has become an increasingly vital waterway, linking east and west. This pattern was already clearly evident over the last three decades of the 20th century.

But it has been thrown into sharp relief in the last 20 years, as globalisation has transformed some of the world’s principal trade routes and China, in particular, has become the main source

of many white goods and other manufactured productions across Europe and the Americas.

In 2015, a major expansion of the Canal was completed ahead of time, enabling ships to transit the waterway simultaneously in both directions for the first time. The US$8bn project involved a consortium of the world’s largest marine engineering and dredging companies, including Belgium’s DEME and Jan De Nul, Netherlands-based Boskalis and Van Oord, and National Marine Dredging Company (NMDC) from Abu Dhabi.

Yet the size of container ships has continued to grow and, although vessels can now navigate the waterway both ways with far greater efficiency – and revenues for the SCA that have more than doubled – the main channels have not increased in size in line with ship dimensions. In fact, they have barely changed at all. So, one important question that will inevitably come up in the postevent inquiry is whether the waterway is still fit for purpose.

The second issue is likely to centre on the design of the largest ships that navigate through the Canal today. These vessels, particularly container ships, present a vast solid wall of wind resistance, comprising not only the length and depth of the vessel from deck to waterline, but also the height of tiers of 10 or more containers along the ship, above deck. Even in prevailing moderate conditions, these vessels are susceptible to constant wind on the beam, and in a prevailing storm, a ship’s route on the open sea may have to be adjusted accordingly. Even so, there has been a number of high-profile incidents of containers lost overboard recently.

Initial reports suggest that the Ever Given was hit by high winds blowing offshore from southern Egypt. At a relatively slow speed, the manoeuvring capabilities of ultra large container ships are compromised, with one or two propellers at the stern. Although many large container ships have tunnel thrusters, some experts have pointed out that their primary purpose is to help in the effective manoeuvring and berthing of vessels in port, rather than to limit lateral movement in a waterway. Others point out that a typical container ship bow thruster would not be sufficiently powerful to VOL 39 ISSUE 4 |

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GULF COBLA DREDGING & LAND RECLAMATION MARINE CHARTER - SURVEY SERVICES

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

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

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www.gulfcobla.com

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ultra large container ships and/or to provide concessions for vessels equipped with bow thrusters of a certain power.

P & I C LU B S B R AC E FOR CL AIMS R U N N I N G I N TO BILLIONS Ships blocked from entering the Suez Canal while the Ever Given remained stuck

offset a strong wind or heavy gust on the beam, in any case.

The third area is likely to focus on the operational control of the Suez Canal Authority.

At present, ship masters remain in full control of their vessels during transit. However, in a recent interview, Panama Canal Administrator Ricaurte Vásquez Morales explained a different approach at his waterway.

“In Suez, the pilot works as an adviser to the master,” he said. “Here at the Panama Canal, we take control of the vessels. The Panama Canal is responsible. We have a vested interest in making sure that pilots do it well and all of the assistance is in place because we carry the liability.”

Although the SCA is unlikely to adopt such an approach, it may well have to consider and reassess its operating procedures in considerable detail, particularly in light of real-time digital navigation and weather prediction aids that are available today. Whether the SCA makes use of predictive weather technology is not clear, but questions like this are likely to be raised.

A greater number of more powerful tugs stationed at key points along the Canal and capable of being scrambled in an emergency in a matter of minutes could be deemed necessary.

Another possibility that may be considered is whether, in certain wind conditions, large vessels could be prevented from transiting north or south in one of the usual convoys, requiring instead to be escorted by tugs. A further possibility could be to raise the Canal tolls for

The complex task of clearing one of shipping’s biggest-ever traffic jams could pale into insignificance compared with the years of litigation that the stranded containership, Ever Given, is likely to have generated. The ship’s Japanese owner, Shoe Kisen, declared general average soon after the vessel was refloated and relocated to the Great Bitter Lake for a detailed survey. Richard Hogg Lindlay has been appointed adjustor, according to reports.

So far, there does not appear to be much damage to the vessel itself, but the severe delays to cargo are likely to continue for some time.

What eventual damage has already or may occur to containers on deck, left to bake in the hot sun for many days, remains to be seen. Meanwhile, it is unlikely that reefer containers packed with perishables will pass safety checks.

The direct salvage bill is likely to be lumpy.

More than a dozen vessels were involved, including two dredgers and 11 tugs, as well as many other service craft. Salvage crews were working round the clock for days, and heavy earth-moving and construction equipment was deployed on shore. However, a far bigger bill could come if the salvors choose to file a separate salvage claim.

There are many other parties who could decide to seek damages, including the Suez Canal Authority itself. Those in the firing line will include Shoe Kisen as owner, Evergreen as charterer, and German ship management firm, Bernard Schulte Shipmanagement. Under the principle of general average, the loss adjustor VOL 39 ISSUE 4 |

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The CSD Khaleej Bay working in Duqm, Oman

shares the costs of an incident between all parties. A cargo owner, therefore, would have to rely on his or her own insurance to make up any shortfall.

M I D D L E E A S T WAT E R A N D E N E R GY - G U L F C O B L A C O N T R AC T S International dredging company Gulf Cobla, based in Dubai, operates a healthy fleet of dredgers and support equipment and their services range from capital dredging, maintenance dredging, rock dredging, trench dredging, foundation dredging to beach replenishment and land reclamation works.

Gulf Cobla is a traditional dredging firm with a specialisation in cutter suction dredging operations. Due to its size, structure and location in the Gulf region it is able to react swiftly to market requirements and specific client requests.

Whilst operating like that throughout the Middle East, GCC countries and parts of South Asia, the dredge contractor has been able to expand its business ventures to new destinations such as the Maldives, Iraq, Jordan and Philippines.

Following the trends in the market in the Gulf region, further specialisation has been developed by the company in the energy and water market.

GCC water demand is set to rise by about 62% by 2025. This demands capital investment in new capacity, and such investment is happening.

Energy and water infrastructure projects are planned or are under way in the GCC. GCC Governments are backing strategic investments to expand capacity and modernise water and energy transmission and distribution networks. Large scale desalination plants based on reverse osmosis technology are built to conserve water resources and manage consumption levels.

Water and power projects are growing in importance with a growing population, urbanisation and an increased tourism sector 16

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with rising water demand and the region having a relatively low storage capacity. The current trend and drive of local authorities is to increase private section participation in the water and power sectors through public-private partnerships.

Through this model, EPC contractors are engaged to build those new facilities, whereby there is a need to construct and install intake and outfall pipelines and structures. As a specialised dredging company, Gulf Cobla comes in further down the line to provide its services to EPC or to marine contractors who are contracted to install such pipelines.

Gulf Cobla has recently expanded their portfolio experience in the field of trenching and backfilling projects with its fleet of CSDs on a variety of coastal sites in the UAE: • Energy: Hassyan Clean Coal Power plant in Dubai • Water: Al Hamra desalination plant in the emirate of Ras Al Khaimah • Water: Independent water project plant in the emirate of Umm Al Quwain

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The work undertaken was completed under a variety of soil conditions and under different circumstances, therefore proving that they are a capable and reliable partner for such services.

The company is keen to be involved in further energy and water plants in the UAE, Oman and in the Kingdom of Saudi Arabia where a number of these developments have already begun.

THE HYPORT DUQM GREEN HYDROGEN PROJECT BEGINS DEME Concessions (DEME) and OQ Alternative Energy (OQ) have announced the start of a joint project to develop a world leading, green hydrogen plant in the Special Economic Zone at Duqm, Oman in co-operation with The Public Authority for Special Economic Zones and Free Zones (OPAZ).

The project fits well in the Sultanate’s renewable energy strategy fostering investments

in renewable and alternative energy resources, also contributing in achieving the renewable energy targets of the Oman Vision 2040. The Special Economic Zone at Duqm provides a strategic and competitive location to develop large-scale green hydrogen production, given its centrality to global trade, the favourable wind and solar resources, the existing large port facilities and the proximity to a booming industrial zone.

The facility will significantly contribute to the decarbonisation of the regional industry in Oman, as well as providing green hydrogen and/or derivatives (such as green ammonia) to international customers in Europe. The envisaged electrolyser capacity for a first phase is estimated between 250 and 500 MW. Following this first phase, upscaling of the installation is also foreseen. The geographic location advantage of being in the Special Economic Zone at Duqm is the availability of competitive renewable energy (solar and wind), as well as large, accessible sites.

The Public Authority for Special Economic Zones and Free Zones (OPAZ) is extending its full support in facilitating the implementation of the project in the Special Economic Zone at Duqm.

A site has been reserved with OPAZ to allow the installation of a solar and wind park on a site

DEME and OQ have announced the start of a joint project to develop a world leading, green hydrogen plant in the Special Economic Zone at Duqm

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ideally located along the windy Omani coast and Arabian Sea. In addition, OPAZ is coordinating with all the government related entities to allow for a smart usage of the infrastructure that is being set up in the Special Economic Zone at Duqm. This includes access to high voltage power lines, access to the sea water intake for the generation of demineralised water and access to the Duqm Port for the export of green hydrogen and its derivatives.

On the project, His Excellency Dr. Ali bin Masoud Al Sunaidi, Chairman of the Board of Directors of OPAZ, commented, “The start of this co-operation between DEME and OQ is very important, not only for the project, but towards the biggest cause of placing Duqm as hub in the Hydrogen Value chain. The step is also complementing the recently announced decision of the Public Authority of Special Economic Zones and Free Zones of dedicating 150 square km of land for green energy projects in the Special Economic Zone at Duqm, in line with the Oman Vision 2040.”

Salim Al Huthaili, CEO Alternative Energy at OQ added, “Oman is blessed with solar and wind resources and their potential for renewable energy are amongst the world’s best. OQ always looks to maximise the resources available to us, and our utilisation of these renewable resources is just beginning. The prefeasibility study has demonstrated potential for a green hydrogen project in Duqm using solar and wind resources.

This has enabled the decision for OQ to enter jointly with DEME into the engineering and design phase of the project.”

Alain Bernard, Executive Chairman DEME Concessions and Deputy Chairman Port of Duqm Company said, “We are thrilled to engage with OQ Alternative Energy into the next step of the ambitious HYPORT Duqm Green Hydrogen Project. It is a major step in both our collaboration with the Omani Authorities as well as our partner the Port of Antwerp in the development of the Port of Duqm and related industrial and shipping activities.”

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Pictured here: CSD 500

PORT ENGINEERING MANAGEMENT Eric Ip (centre), Group Managing Director of Hutchison Ports, and Andy Tsoi (second from left), Managing Director of Hutchison Ports, Middle East and Africa and senior executives of the company attended the online signing

JCPDI AND H U TC H I S O N P O R T S SIGN INVESTMENT A N D O P E R AT I O N AG R E E M E N T

The Royal Commission in Jubail and Yanbu, represented by the Jubail and Yanbu Industrial Services Company, and Hutchison Ports have announced the signing of an agreement to invest and operate JCPDI Port, which comprises worldclass, multipurpose terminals within the Jazan City for Primary and Downstream Industries (JCPDI).

Commenting at the ceremony, His Excellency Eng. Abdullah bin Ibrahim AlSaadan, Chairman of the Royal Commission for Jubail and Yanbu said, “With the support of the government of the Custodian of the Two Holy Mosques, the JCPDI Port was established to provide modern logistics services in the region to enhance the Kingdom’s presence in this field and support the goals of the Kingdom’s Vision 2030, which aspires the Kingdom to become a global logistics platform.

“Today, we are signing an investment and operation agreement with Hutchison Ports, one of the world’s leading port operators. We are seeking to provide the best services and

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to ensure the highest levels of quality and efficiency.”

Hutchison Ports’ Eric Ip also commented, “We have a presence of 20 years in Saudi Arabia, and it is a very important market for Hutchison Ports. Marking a new chapter for us, JCPDI Port is located at the crossroads of the one of the busiest east-west trade lanes and the rapidly growing north-south trade lanes. We look forward to working closely with the Royal Commission to help JCPDI reach its full potential and contribute to the Saudi Vision 2030.”

As part of the world’s leading port network, JCPDI Port will benefit from the latest port technologies and best industrial practices.

JCPDI Port is located on China’s Belt and Road Initiative and is the Kingdom’s closest port to East Asia. It is considered a major gateway to the Kingdom’s southern region, which has an estimated population of 4.5m people. The terminals are expected to support economic growth in the entire region and to serve eastern and southern Africa.

To be developed over two phases, the multipurpose port will comprise a container terminal, a general cargo and dry-bulk terminal.

Each will be equipped with the latest in handling equipment and have quayside draft of 16.5 m.

Commercial operations of Phase I will launch this year starting with the general cargo and dry-bulk terminal. With a berth length of 540 m, this facility will serve the immediate needs of the growing list of JCPDI tenants. Subsequently, Phase I of the container terminal is expected to start commercial operations in early 2022 and offer 730 m of berth.

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DA M E N L AU N C H E S ITS FIRST MIDDLE E A S T - B U I LT C S D During November last year, a Cutter Suction Dredger (CSD) type CSD 650 was launched at Sharjah’s Albwardy Damen. This modularly built dredger is the first CSD650 to be built at this yard. Usually, the yard is active in ship repair including dry dockings as well as newbuilds of other vessel types. It also is the Damen Service Hub in the region offering local after-sales support.

The CSD650 is a standard suction dredger, built for replenishing stock. Usually, these large dredgers are built at the Damen Dredging Equipment yard in Nijkerk, the Netherlands. This dredger was built in the Middle East to ensure short lead times and low transport costs for the local market. The dredger has been launched completely fitted out, and will now undergo a testing programme.

The dredger is a 535 tonne construction, with an overall length - including spud carriage - of 61.2 m. This results in an impressive swing width of 63 m. The suction dredger is equipped with a powerful 700 kW cutter head, made for dredging at a max dredging depth of -18. The dredger is The CSD650 launched at Albwardy Damen

fitted out with an inboard dredge pump located in a separate pump room. The total installed power of the CSD650 is 2,972 kW. The high efficiency dredger has a mixture production of some 7,000 m3/hr.

The construction of the CSD650 at the Albwardy Damen yard is a logical step. The yard has been building Damen CSD500 for the past 12 years. Moreover it is the Damen Service Hub in the region. As a result, the yard has developed a lot of knowledge on boosters, DOP dredge pumps – and cutter suction dredgers. All dredgers delivered to customers in the Middle East are receiving full after-sales support from the local hub.

Recently, Albwardy Damen has finished the construction of two other dredgers, both of the type CSD500. These dredgers have a max dredging depth of -14 m, and a mixture pumping capacity of 4,000 m3/hr. Both have been fully tested and are available on location.

For all dredgers customer finance can be provided.

All dredgers were finished during the COVID-19 pandemic – the yard overcoming the challenge presented with full consideration to the safety and well-being of all personnel and stakeholders.

JA N D E N U L I N C H A R G E O F I N TA K E A N D O U T FA L L I N S TA L L AT I O N South Korea’s Samsung Construction & Trading, EPC contractor for the construction of the new 2.4 GW Fujairah F3 gas-fired combinedcycle power plant, has awarded the marine subcontract for the intake and outfall installation to Belgium’s Jan De Nul Group.

The Fujairah F3 Independent Power Plant (IPP) will be built between the existing Fujairah F1 and Fujairah F2 Water and Power Production Plants, within the Fujairah Water and Electricity

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PORT ENGINEERING MANAGEMENT Jan de Nul’s CSD Niccolo in Fujairah

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Generation Complex in Ras Al Qidfa at 24 kms from Fujairah City.

Scheduled for commissioning in 2023, the Fujairah F3 IPP will be UAE’s biggest independent thermal power plant that can generate enough electricity for approximately 380,000 households in the northern region of the country.

Construction of this new complex started in 2020 and is expected to start generating power in 2022.

Jan De Nul Group will construct the intake and outfall structures, which are to provide the power plant with the required cooling water.

The full scope of works entails trench excavation, GRP pipe installation, backfilling and pipeline protection works, fabrication and installation of the three intake head structures of 800 tonnes each and coastal protection works.

Completion of this scope is scheduled for the beginning of 2022.

KALMAR SECURES AG R E E M E N T TO S U P P LY K E Y S AU D I A R A B I A N PETROC HEMIC AL PROJECT

supply a key Saudi Arabian customer in the petrochemical industry with a total of five Kalmar Essential Reachstackers. The deal was completed through local dealer Al Khorayef Commercial Co. and was booked in Cargotec’s 2021 first quarter order intake, with delivery scheduled to take place in phases during the first two quarters of 2021.

The customer will use the new reachstackers to facilitate its storage, logistics and export shipment activities related to petrochemical products at King Abdullah Port. Based on Kalmar’s proven G-generation platform, the Kalmar Essential Reachstacker features easily accessible service points to make maintenance quicker and easier, the ergonomically designed Essential cabin that makes driving more

Sweden’s Kalmar, part of Cargotec, has announced that it has secured a contract to

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comfortable, and a range of standard features to increase the safety of customer operations.

Abdullah Al Khorayef, CEO - Al Khorayef Commercial Company Group said “Kalmar is a well-known and respected brand in the Saudi market, and the Essential reachstacker meets the customer’s needs at a cost-competitive price.

The new machines will enable them to improve the overall productivity and efficiency of their operations.”

Rob van Klingeren, VP, Kalmar India, Middle East and Africa added, “I am delighted that Al Khorayef Commercial Co. has succeeded in securing this deal with an important customer in the region, strengthening the reputation of the Kalmar brand. Far more than merely supplying the equipment, we will together with our partner Al Khorayef Commercial Co. continue to act as a service ambassador in the region, ensuring that the customer’s equipment fleet delivers the reliability and productivity that has made Kalmar a respected brand across the Middle East region.”

The Kalmar Essential Reachstacker

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NEW PORT EQUIPMENT FOR DP WO R L D B E R B E R A DP World Berbera, a regional maritime hub in the Horn of Africa, recently welcomed the arrival of three new ship-to-shore (STS) gantry cranes, as part of its current project to expand and further develop the Port of Berbera.

The three cranes were brought to the port by the heavy-lift vessel Zhen-Hua 29, and were safely off-loaded in a meticulously planned exercise carried out by DP World Berbera’s management and engineering team.

The cranes, at 51 m high, each has a capacity of 65 tonnes with an outer reach of 24 rows of containers, and will be able to serve some of the largest containerships afloat today, allowing importers and exporters to make the most of

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The STS gantry cranes arrive at the Port of Berbera

the resulting economies of scale. The arrival of the cranes follows the installation of eight new rubber-tyred gantry (RTG) cranes at the port earlier in January this year.

DP World Berbera is a true multi-use port whose customers handle a wide variety of cargo ranging from general cargo, bulk cargo, ro/ro vessels, livestock carriers and containerised cargo.

Suhail Albanna, CEO and MD of DP World Middle East and Africa region said, “The arrival of the new cranes is another key milestone in

the development and expansion of Berbera Port. These cranes, in addition to those already installed, will further improve operational efficiencies at Berbera Port and transform it into a modern and world class facility, further strengthening it as a major regional trade port servicing the Horn of Africa.”

DP World has committed to investing up to US$442m to expand the port, and once completed it will increase capacity by 500,000 teu/year.

N E W G R A D UAT E S F O R D P WO R L D M A P U TO

seeks to accelerate the growth of young local graduates with high potential by providing them with advanced training and work experience to increase their future employment prospects, as well as to enable DP World Maputo to build a talent pool of future leaders across the business.

The programme is open to young graduates up until the age of 25, who have studied in selected fields, such as Logistics, Port Management, Engineering, Finance, IT, Health, Safety and Environment, Business Management, Law and Human Resources.

Following a rigorous selection process of interviews and tests managed by a local external partner, the 10 graduates, six female and four male, were selected to join the programme. The interns joined DP World Maputo last month and have since completed their induction.

Christian Roeder, CEO of DP World Maputo,

DP World Maputo, which has the concession to manage and operate the Maputo Container Terminal, has recruited 10 young Mozambican university graduates to be trained and developed by the company as part of its ‘Grow’ programme.

DP World Maputo launched the programme in the country last year.

The programme, part of DP World’s commitment to contribute to the development of nationals in the communities where it operates,

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said, “I am proud that we are able to give young Mozambicans such a great opportunity, especially, considering the difficult economic circumstances and uncertainty caused by the COVID 19 pandemic. It shows that we truly believe in the resilience of the local economy and in the growth of the Maputo Corridor. We hope that we will not only be able to guide and grow our new colleagues during this journey but also learn from each of them by gaining a fresh a new perspective in all our work areas, especially within innovation and digitalisation.

“We hope that through our ‘Grow’ programme, we will also encourage and motivate other young, talented Mozambicans to pursue career opportunities with DP World,” he added.

During their internship, which can be up to 18 months, the interns will be rotated to spend time in various departments at DP World Maputo, such as Commercial, Engineering, Operations and IT, amongst others, and will besides functional and broader business skills, also gain experience in the key trade and logistics sector, an industry vital to economic growth and development.

D P WO R L D S I G N S CONCESSION AG R E E M E N T I N LUA N DA

DP World has signed a 20-year concession agreement with the Government of Angola to operate the Multipurpose Terminal (MPT) at the Port of Luanda. The agreement was signed in Luanda recently by António Bengue, Chairman of Porto de Luanda and Sultan Ahmed bin Sulayem, Group Chairman and CEO of DP World.

The signing of the agreement follows an international tender process in which DP World was selected by an evaluation committee set up by the Angolan Ministry of Transport as the preferred bidder to enter into discussions with 24

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The new graduates for DP World Maputo

the Government for the concession. The MPT will be the first seaport terminal located on the western coast of Southern Africa to be operated and managed by DP World, and will further extend the company’s footprint in Africa.

Under the agreement, DP World will invest US$190m over the 20-year period of the concession, with plans to rehabilitate the existing infrastructure and acquire new equipment to bring operations in line with global standards and improve the efficiency of the MPT, as part of the broader aim of increasing the terminal’s annual throughput to approximately 700,000 teu/ year. This will be supported by a modern port management system, as well as further training and development of Angolan staff employed at the terminal.

Sultan Ahmed bin Sulayem, Group Chairman and CEO of DP World, said, “We are delighted to sign the concession agreement and forge a partnership with the Government of Angola. Our entry into Angola and planned investment in the terminal, as outlined in the agreement, reflects our belief in the potential for further economic growth in the country.

“We look forward to playing our role in supporting the government to achieve its growth objectives through this key sector by leveraging our expertise, not just as a port operator, but also as a global provider of end-to-end logistics solutions.”

Ricardo de Abreu, Minister of Transport of the Government of Angola, added, “We understand that the performance of the Transport Sector in our country must count on key players

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such as DP World, to help us both modernise our infrastructure, as well as make it more competitive.

“As Government, maintaining the jobs

of workers assigned to the Terminal, the implementation of a training and capacity building plan in different areas by the concessionaire, and the inclusion of middle and senior Angolan staff in its decision making structure, are some of the other gains from this relationship that we greatly appreciate.”

The largest port in the country, the Port of Luanda is located in a natural bay in the country’s capital Luanda. Its regional location, which makes it a mandatory stop on the sea routes along the west of the African continent, gives it the opportunity to benefit from trade flows into the surrounding region. The terminal will be developed into the largest such facility in Angola. The MPT at the port handles both containers and general cargo, and has a pier of 610 m, a depth of 12.5 m and a yard of 23 hectares.

DP World’s port facility in Luanda

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RAK PORTS WO R K I N G W I T H BOSKALIS During May last year, RAK Ports further enhanced its already very close relationship with Holland’s Boskalis by re-opening it’s Al Jeer facility for the safe lay-up of Boskalis’ marine equipment in Ras Al Khaimah, UAE. During the past several months, RAK Ports have dedicated time and effort to prepare the facility to suit Boskalis’ requirements in the region.

RAK Ports would like to thank the respective Government Control Agencies for their support in re-opening this facility.

Kenneth Neves – Boskalis Yard Manager, Ras Al Khaimah said, “We set up our Regional Technical and Logistic Centre in Saqr Port Free Zone (RAK Maritime City, Ras Al Khaimah) in 2012 and have been working closely with RAK Ports ever since.

When we ran out of lay-up space for our marine craft at our current facility, RAK Ports was quick to offer a solution of re-opening their Al Jeer port facility dedicated for us. We wish to thank RAK Ports for their support - it has been smooth sailing from the start! “

RAK SIGN AG R E E M E N T W I T H S TEVIN ROC K His Highness Sheikh Saud bin Saqr Al Qasimi, UAE Supreme Council Member and Ruler of Ras Al Khaimah, was present at the signing of an agreement between Etihad Rail, the developer of the UAE’s National Rail Network, and Ras Al Khaimah’s Stevin Rock, one of the largest quarrying companies in the world. Under the terms of the agreement, Etihad Rail will transport 26

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The signing ceremony between RAK Ports and Stevin Rock

raw materials from Ras Al Khaimah to Abu Dhabi.

The agreement between the two entities was signed by their respective figurehead, CEO of Etihad Rail, Shadi Malak and General Manager of Stevin Rock, Eng. Naser Bustami. The signing ceremony was witnessed in the presence of several executives and officials from both organisations.

This agreement is of considerable significance as the first in a series of commercial agreements for Stage Two of the UAE National Rail Network, which sees major organisations based in the UAE connected throughout the Emirates, via Etihad Rail’s highly anticipated national railway network, which stretches over 605 kms from Al Ghuwaifat on the UAE’s border with Saudi Arabia in the west to the port of Fujairah on the eastern coast. An estimated 3.5m tonnes of construction material will be carried annually from Stevin Rock’s Al Ghail quarry in Ras Al Khaimah to Abu Dhabi, through 500 annual train trips. Each train will measure one kilometre in length, hauling 70 wagons that will have a carrying capacity of 7,000 tonnes per journey. The agreement will have significant environmental benefits, with an annual reduction of 100,000 truck trips.

Commenting on this partnership, Shadi Malak said, “Following the directives of His Highness Sheikh Theyab bin Mohamed bin Zayed Al Nahyan, Chairman of the Abu Dhabi Crown Prince’s Court and Chairman of Etihad Rail, our company inhabits a pivotal role in the logistics, infrastructure, and transport sectors

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across the UAE, to support and enhance our customers’ business models and competitiveness.

By connecting with quarries in the Northern Emirates, Etihad Rail will ensure faster and more cost-effective delivery of construction materials, which in turn, we continue to deliver on our commitment to contribute to the reduction of carbon emissions by decreasing truck movement on the roads, supporting our overall ethos of a sustainable future and the UAE’s wider sustainability targets.

“Stevin Rock is one of the largest companies in the global quarrying sector. As a primary company that has signed an agreement with us, they will benefit from the integrated transport solutions Stage Two of the project provides upon completion. Stevin Rock will be one of the first to witness the benefits associated with the interconnectivity that Etihad Rail will establish within the Emirates, transporting their products from Ras Al Khaimah to Abu Dhabi’s logistics hub, the Industrial City of Abu Dhabi (ICAD), in addition to the benefits corresponding with the future planned wider GCC network, which will offer new business opportunities to enhance operations and business models of potential customers.”

Naser Bustami added, “We are proud and happy to have reached an agreement with Etihad Rail that will provide a sustainable alternative to road transport, contributing significantly to Stevin Rock’s continuous efforts to reduce its carbon footprint. Moreover, rail transport will allow us to be more competitive on pricing our products in

Abu Dhabi. The national rail network will mark a milestone in the development and prosperity of Ras Al Khaimah and the entire UAE, playing an active role in advancing sustainable development across the country.”

Stevin Rock is one of the largest quarrying companies in the world, with a production capacity of over 80m tonnes/year of limestone, dolomite and gabbro from three quarries. Stevin Rock has been operating in the Emirate of Ras Al Khaimah since 1978, providing the highest quality materials and services to the construction, cement, steel, mining, glass and chemical industries in the GCC region and beyond. Through using the UAE’s National Rail Network to transport aggregate, Stevin Rock will enjoy enhanced operational efficiency, improved delivery, and an expanded regional supply chain, while reducing greatly the company’s carbon footprint.

Etihad Rail began construction works on the Al Ghail facility, which is part of the freight facilities series the company is developing, in 2020 with the aim of providing transportation services from the quarries of Ras Al Khaimah and Fujairah to the rest of the UAE. Customers of Etihad Rail will enjoy a wide range of integrated transportation solutions, be that in the movement of materials from production facilities to end-users, or export points, or to storage facilities provided by Etihad Rail. In addition, Etihad Rail implements thorough quality control procedures which are aligned with international best practice, ensuring shipments arrive to their destinations without any damages.

Etihad Rail regularly holds meetings and seminars, communicating with companies in the construction materials industry, including quarrying companies in Al Ghail, Al Taween, Al Siji, Shuka, Masafi, and surrounding areas, to showcase the benefits of connecting Stage Two of the project with quarrying companies, which comes as a strategic step to transport limestone from its sources in the north of the nation to the emirates of Abu Dhabi and Dubai.

The facility of Al Ghail will play a significant role in linking the UAE’s National Rail Network with quarries in Al Siji, Masafi, and Al Taween, enhancing transport of gabbro rock from Fujairah to Abu Dhabi and Dubai, reducing hundreds of conventional road-based truck trips. PEM VOL 39 ISSUE 4 |

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NEW VESSELS

C E M E X ’ S L AT E S T D R E D G E R D E L I V E R E D

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During early April this year (2021), the CEMEX Go Innovation carried out her delivery docking at Holland’s Damen Shiprepair Amsterdam (DSAm) before commencing dredging operations for Cemex Marine UK in and around the UK. She first of Damen’s new Marine Aggregate Dredger class, a 103.5 m MAD 3500, was built at Damen Shipyards Galati (DSGa) in Romania.

The MAD was designed for the aggregate industry, which is faced with an aging fleet of vessels and an increased focus on marine activity.

The MAD 3500 design has the optimal balance between payload and efficiency within limited dimensions. With a specific lock passage limiting the vessel’s overall length to 103.5 m, a deadweight of just under 7,000 tonnes and a speed at loaded draught of approximately 12 knots are still achieved. The MAD 3500 has a hopper capacity of 3,500 m³. In comparison to Cemex’s current vessel, the Sand Heron, which the new ship will replace, this translates into an additional 20% of aggregates that can be delivered on each voyage.

Damen and CEMEX have worked jointly on the development of the MAD 3500 from its earliest stages and the design is the result of extensive market research and customer consultation. As such, the CEMEX Go Innovation represents the start of a new era for an aggregates industry that is faced with an aging fleet of vessels and an increased focus on marine activity.

The MAD concept as a whole has been designed around the need for 21st century vessels that can deliver safety, efficiency, minimal environmental impact and crew comfort. At the same time, they must achieve maximum

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uptime in a work environment that places great stresses on a vessel and its equipment.

Additional features of the new vessel, intended to maximise productivity and minimise maintenance, include excellent seakeeping for both crew comfort and all-weather operability, and an enclosed bow to protect deck equipment and reduce green water ingress into the cargo hold. All the dredge pipes are situated above main deck level for safety as well as easy inspection and crane reach, and the modular construction of the Damen designed and built dredge systems ensures quick and easy replacement of worn parts on the piping and screening installation.

The propulsion system comprises two Wärtsilä 26-main engines of 3,300 kW output each on two controllable 4D775-pitch propellers in nozzles with a diameter of 3,000 mm for a speed of 12 knots. The bow thruster has an output of 700 kW. On-board accommodation is provided for some 14 crew members.

Cemex UK Marine, based in Southampton, will use the ship to dredge sand and gravel in the North Sea The newly-built CEMEX Go Innovation

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to a water depth of 55 m. The ship was built under Lloyd’s Register class.

At the time when the dredger was launched during August 2019, Laurence Dagley, managing director, CEMEX Materials UK Southern, commented, “It was very exciting to see our stateof-the-art dredger, CEMEX Go Innovation, and participate in the traditional launch ceremony with Damen. This is a ground-breaking ship that leads the industry thanks to the major environmental savings that it offers, its increased capacity and dredging depth, and its safetyenhancing external pipework.”

“The co-operation between Damen and CEMEX UK Marine has been excellent,” says Damen sales manager dredging for north, west and south Europe Joppe Neijens, “It has been a very smooth process and we have built the vessel together, using the original Damen MAD concept as the basis for a vessel optimised to meet the needs of CEMEX. They challenged us to meet their requirements and as a joint team we made it happen. This new dredger will differentiate itself from the current fleet and set a new standard in the industry. As such, the CEMEX Go Innovation represents the start of a new era. I can’t wait to see the vessel sailing.”

NEW HOPPER DREDGER DESIGN

BY DA M E N Holland’s Damen is known in the dredging market for its array of vessels for different dredging projects. These vessels include a range of cutter suction dredgers, workboats and small to midsize trailing suction hopper dredgers, or TSHDs. Recently the TSHD range has been renewed and expanded - the full range now covering hopper volumes from 650 m3 to 5,000 m3.

The updated portfolio includes both hopper dredgers for port maintenance and multi-purpose dredgers. All designs have a number of core values in common. The starting point for the designs were that the dredger be both practical

An artist’s impression of Damen new hopper dredger

in operation and in maintenance and have a sustainable future-proof design. Each TSHD-type can be customised easily.

“Practical maintenance is of vital importance on a TSHD. Due to the continuous wear of the sand/ water mixture all piping and main components need frequent checks,” Olivier Marcus, Damen product director Dredging, explains. “In the design this has resulted in an efficient pipe routing, the use of high-grade materials and ample space around the equipment for inspection and repairs.”

The new series has been designed with sustainability in mind. For instance, no ballast water is needed throughout the operations, including sea voyages. And the designs do not have any fuel tanks in contact with the hull to avoid any future problems. The fully optimised, hence minimal amount of diesel, engines are fitted out with an SCR system, prepared for IMO Tier III, as can be expected from a responsible shipyard.

“Dredge operators always have a clear idea on the various tasks their hopper dredger is to perform, whether, for instance, channel maintenance for a Port Authority or efficient sand winning, transport and discharge for a commercial operator.” Olivier explains, “This specific operation requires specific gear; the new TSHD range accommodates this. As hopper volumes range from as small as 650 m3 to a serious 5,000 m3 they fit a multitude of jobs.”

This standard range can be seen as a platform which can be fully customised by adding various options to ensure the dredger is 100% fit for its job.”

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PORT ENGINEERING MANAGEMENT NEW VESSELS The design of the new hopper dredger is based on maximum hopper volume and full view of the dredging equipment and process

The recently unveiled complete TSHD range is the result of an industry-wide consultation. Ever increasing global trade requires revitalising ports and waterways, of which accessibility can only be guaranteed by timely and adequate dredging activities. “We fully understand that dredging is so much more than just a dredge – we therefore also offer our clients consultancy on how to tackle a dredging job, and training on the job once the dredger has arrived.”

By renewing and expanding the hopper dredger range Damen confirms its commitment to being a full service port support partner.

D E M E ’ S G R E E N JA D E L AU N C H E D The keel laying ceremony for Green Jade was held recently at CSBC’s shipyard in Kaohsiung, Taiwan, marking a major milestone in the construction of this next-generation offshore installation vessel.

The ship is owned by CDWE, a joint venture between CSBC, the largest shipbuilder in Taiwan and DEME Offshore.

The Green Jade is the first floating, DP3 heavy lift and installation vessel to be built in Taiwan. The vessel will feature an exceptional combination of transport and load capacity, impressive lifting heights and green technology.

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With a 4,000 tonne crane capacity, she will enable CDWE and its customers to transport a multitude of the next generation, multi-megawatt turbines, jackets and components in a single shipment, making it extremely cost effective.

The vessel highlights CDWE’s ambitions to further support the development of the offshore wind industry in Taiwan and the wider Asia Pacific region. With the vessel being built in Kaohsiung and operating under the Taiwanese flag, and eventually being crewed by Taiwanese nationals, CDWE is putting every effort into maximising local content. Set to enter service in 2022, Green Jade will be deployed for both the Hai Long and Zhong Neng offshore wind farms.

Hedwig Vanlishout, CEO CDWE, says, “The birth of Green Jade shouldered multiple missions. It revolutionised and brought Taiwan’s shipbuilding technology and marine engineering to a new era, while facilitating the government’s localisation policy, allowing industrial technology and capability to take root in Taiwan. We are realising the blueprints step by step for the first main installation vessel to be built in Taiwan

by Taiwan’s shipyard. In the near future, we will develop Taiwan’s offshore wind market further as the expertise and experience of CDWE’s local construction teams develops. This will enable us to take steady steps from Taiwan into the Asia Pacific region’s offshore wind industry in the longterm.”

Hugo Bouvy, Managing Director DEME Offshore, added, “We are proud to have successfully reached the next stage of the construction process. Green Jade highlights DEME’s full commitment to the flourishing Taiwanese offshore wind market. This is An artist’s impression of the Green Jade

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underscored by the fact that this represents the largest single overseas investment ever made by the DEME Group. This special vessel is set to revolutionise the offshore wind sector, given its extensive capabilities and loading capacity. Our decision to make such a substantial investment – taken at the height of the pandemic – is already proving to be the right one. Indeed, Green Jade has a healthy orderbook for the first three years.”

K E E L L AY I N G CEREMONY FOR JA N D E N U L’ S VO LTA I R E

Jan de Nul has announced that the keel laying for the offshore jack-up installation vessel Voltaire was recently carried out at the Cosco Shipping Shipyard in Nantong, China. The ceremony took place in the presence of Jan de Nul’s, Cosco’s and Bureau Veritas’ representatives.

The Voltaire will be the first offshore jackup installation vessel on the market, able to transport, lift and install the ‘Next Generation’ offshore wind turbines and their increasingly larger foundations. The vessel will have better operational limits compared to the existing jackups.

The larger deck space will also enable to optimise installations at sea and to lower the fuel consumption and emissions. But 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). Ground-breaking: the Voltaire will be the very first seaworthy EU Stage V-certified offshore installation vessel with ultralow emissions in the world.

The Voltaire is equipped with a main crane of

The keel laying ceremony at Cosco Shipyard

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 Voltaire can lift itself above the sea level for stable working conditions. She will be delivered in 2022.

S C H OT T E L TO S U P P LY VO LTA I R E Jan De Nul Group’s new offshore jack-up installation vessel (JUV) Voltaire will be powered by propulsion solutions from Germany’s SCHOTTEL. The four rudderpropellers and two transverse thrusters provided by SCHOTTEL are part of the vessel’s thruster setup which will ensure optimal propulsion efficiency as well as maximum manoeuvrability. With a payload of approximately 14,000 tonnes and a crane capacity of over 3,000 tonnes, the JUV will be able to support the renewable energy industry in building future wind farms at sea.

Philippe Hutse, Offshore Director at Jan De Nul Group said, “Upon delivery of the JUV in 2022, we will be capable of efficiently installing the next generation of offshore wind turbine generators and foundations. As we move toward this, SCHOTTEL’s crucial expertise is of great advantage.”

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PORT ENGINEERING MANAGEMENT NEW VESSELS The Voltaire is set to be delivered in 2022.

SRP 610 FP with an input power of 3,000 kW each and a propeller diameter of 3.30 m are installed at the stern. When combined with the forward thruster setup, which includes two SCHOTTEL Transverse Thrusters type STT 7 FP (2,600 kW each and a propeller diameter of 2.80 m), the result is optimal manoeuvrability and full dynamic positioning to DP 2 standards. The Voltaire will also be able to achieve a maximum speed of 11.5 knots.

The new JUV will also be environmentally compliant thanks to the on-board integration of the same advanced emission control technology found on all other ultra-low emission vessels in

the Jan De Nul fleet. In this respect, the latest vessel will be equipped with the patented and DNV-GL type-approved SCHOTTEL LEACON system. This system complies with VGP regulations and is considered to be a non-oilto-water interface. Due to separate seals on the seawater side and on the gearbox side, the sealing system ensures that, in case of leakage, seawater entering the system or gear oil escaping from the system are collected in an intermediate chamber. This prevents water from entering the gearbox and, of even greater importance, oil from escaping into the seawater.

E X P E D I T I O N A RY S U RV E Y B OAT N A M E D AT DA M E N S H I P YA R D S D E N H E L D E R During late February 2021, the naming ceremony and transfer of the Expeditionary Survey Boat (ESB) Hydrograaf of the Royal Netherlands Navy 32

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took place at Holland’s Damen Shipyards Den Helder (DSDH).

Due to COVID-19 measures currently in force,

PORT ENGINEERING MANAGEMENT NEW VESSELS

the naming ceremony and handover took place in an adjusted manner, whereby the majority of the invitees were present via a livestream. The naming was also carried out remotely, whereby out-going State Secretary of Defence Barbara Visser shattered the bottle of champagne against the ship in Den Helder with the press of a button.

The ceremony was attended physically and at an appropriate distance by deputy commander of the naval forces rear admiral Nacht Hulsker, captain of the ESB lieutenant at sea 2 (OC) van Amerongen, director of projects DMO commander Kreiter, deputy director of DSDH Peter van den Berg and the responsible project leader of DSDH. The design and construction of the Hydrograaf was realised in close collaboration between the DMO and DSDH. Peter van den Berg of DSDH said, “Our project manager, together with the Ministry of Defence team, delivered a high-tech performance in the design and construction of this new type of ship.”

After construction, the Hydrograaf was allowed to receive a maximum weight of 24 tons, in connection with the maximum permissible loading weight of the Davits hoisting installation on ships such as HNLMS Johan de Witt. At the same time, the ship must reach a speed of at least 20 knots, with very low noise requirements and limited space for recording all hydrographic equipment.

The expeditionary survey boat Hydrograaf

After the naming ceremony, the ESB was symbolically handed over by DSDH to Defensie Materieel Organistatie’s (DMO) Director of Projects, commander Kreiter, followed by a toast to the vessel and her crew. In the subsequent weeks, the ESB was prepared for handover to the RNLN, which will start operating the vessel after a work-up period of several weeks.

The ESB will provide up-to-date information about the soil conditions and the situation below the waterline in places where that insight is required. With this information, the Royal Netherlands Navy (RNLSN) supports expeditionary maritime operations and provides an environment in which ships can navigate safely. The main tasks of the ESB are: • Gathering environmental information to make decisions about the (im)possibilities of an amphibious operation • Performing hydrographic survey operations in support of emergency relief operations • Supporting with civil hydrographic tasks on the national continental shelf (NCP) The 16 m long ESB can be deployed from the so-called big decks, such as Zr. Ms. Johan de Witt. The ESB can independently perform hydrographic surveys under tactical conditions at a greater distance from the mother ship. She is a fully fledged platform that is comparable to a hydrographic survey vessel (HOV) and meets the highest survey standards. PEM

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R E PA I R S

VA N O O R D C O N T R AC T F O R WÄ R T S I L Ä

Wärtsilä has expanded its partnership with Holland’s Van Oord with the signing of a nine-year renewal and extension to its Optimised Maintenance Agreement (OMA). The new agreement also expands on the original contract by adding Wärtsilä’s Expert Insight and Data Driven Maintenance solutions. It also enables the addition of technologies and maintenance procedures delivering better fuel efficiency and lower emissions. The contract covers the Wärtsilä engines installed on the cutter suction dredger Athena, which has three Wärtsilä 46F engines, and was signed in January 2021.

Expert Insight is an innovative solution that takes predictive maintenance to a higher level than previously possible. The service leverages artificial intelligence (AI) and advanced diagnostics to monitor equipment and systems in real-time, spot anomalies, foresee potential problems, and enable rapid reaction accordingly. Should anomalous behaviour be detected, it is flagged to specialists at Wärtsilä Expertise Centres, allowing them to support the customer proactively with an appropriate resolution to the

One of the Van Oord fleet under the Wärtsilä agreement

issue. The combination of AI, advanced diagnostics, and the company’s extensive equipment expertise greatly enhances the reliability, efficiency, and safety of the installed equipment.

“The earlier agreement was professionally and efficiently handled

by Wärtsilä, so we had no hesitation in seeking a renewal. Previously the focus was on maintaining operational efficiency. Now the elements of sustainability and cost control have also been added. This ensures optimal fuel consumption, which in turn reduces emissions,” says Jorn Bertens, Category Manager, Van Oord Ship management.

“Wärtsilä Lifecycle Solutions, including OMAs, are an essential and central part of our lifecycle support commitment to our customers. The introduction of Expert Insight adds even greater value to our support offering by delivering a level of predictability and optimisation that has never before been possible, and it allows us also to detect issues before they actually happen,” says Henrik Wilhelms, Director, Agreement Sales, Wärtsilä Marine Power.

VA N O O R D S I G N S A B B T U R B O C H A R G I N G S E RV I C E AG R E E M E N T Van Oord has signed a three-year agreement with ABB Turbocharging to provide fleetwide 34

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maintenance and optimisation services. The agreement comes as two Van Oord vessels

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receive the first turbocharger upgrades of their kind in the dredger sector, saving thousands of tons in fuel and carbon emissions over the next decade.

The service agreement, which marks more than 30 years of co-operation between Van Oord and ABB Turbocharging, will help the owner minimise lifecycle costs and improve emissions across its fleet. As well as offering full technical support and access to the latest turbocharger technologies and digital solutions, ABB Turbocharging will provide maintenance planning and budget control based on a 10-year strategic outlook.

“With fleet renewal underway and the IMO 2030 target approaching, we are jointly searching for continuous improvements in sustainability,” said Jorn Bertens, Category Manager Ship Management, Van Oord.

Andre Kreemer, Responsible Fleet Manager, Van Oord, added, “Technical support is more important than ever as we introduce new engine technologies to our fleet, and we are pleased to extend this co-operation with a trusted partner.”

Ron Vlasblom, General Manager Turbocharging Benelux, ABB Turbocharging said, “Turbocharger maintenance and upgrades play an important role in keeping vessels operating at optimal efficiency. Multi-year agreements give extra certainty and a long view that you cannot get when working on an ad hoc basis. This is the third Van Oord has signed a three-year agreement with ABB Turbocharging

such agreement we have signed with Van Oord and we are delighted to have earned their trust over our many years of working together.”

Van Oord’s largest trailing suction hopper dredging vessel was the first dredger to receive an upgrade to ABB’s TPL-A turbochargers. A similar upgrade will be performed on a second large dredger. The two upgrades are projected to save thousands of tons in fuel and carbon emissions over the next decade.

The TPL turbocharger component upgrade consists of improvements to several key components, including new compressor wheel and diffusor designs, improved turbine and nozzle ring, and optimised low friction bearings.

As well as significant fuel savings, the reduction in exhaust gas temperatures also improves reliability, resulting in lower maintenance costs and downtime.

DEME DREDGER I N M E TA L S H I P S F O R R E PA I R Spain’s Metalships, Vigo, has carried out the repair to DEME’s 5,000 m3 TSHD Victor Horta - afloat for seven days and drydocked for 20. Built in 2011 and sailing under the Belgian flag, the Victor Horta measures 99 m x 20 m.

Metalships’ Aroa de Celis, said, “The contracts for the repair of dredgers are geared to provide our clients with an edge over our competitors.

We achieve this by way of pricing and timing with effective solutions and services across the productivity chain. We identify the customer´s requirements to ensure work is carried out efficiently and smoothly. We are delighted to have been selected by such important clients like DEME, Boskalis, Jan de Nul, Dragus and SATO for such repairs.”

The intricacies of today’s maritime dredging industry require a highly skilled workforce.

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from completing many dredger repair projects during the past few years.

The enormity of the dredgers in size, in variety of functions and the technologies with which these dredgers are equipped, are beyond the expertise of a single person. Dredging companies demand certain mechanic, steel, electrician workers as well as specific shipyard characteristics.

The importance of the Project Controller Luis de Celis, cannot be underestimated. The enormity and complexity of tendering, the repair process on a day-to-day basis and completing the project on time, demands a multitude of organisational skills.

During the past two decades, dredging repair projects have made a huge contribution to the industry’s globalisation by improving worldwide infrastructure. Projects such as offshore contracts such as LNG terminals, airports built on reclaimed land in the water as well as entire new land masses for residential and recreational in Dubai - Palm Island and The World and in Qatar - The Pearl, are characteristic of modern-day dredging projects. Add to this, building new and expanding old harbours such as in Le Havre.

DEME has a modern fleet of more than 100 vessels and more than 140 years of experience and operates the most technologically advanced fleet, including the world’s first dual fuel dredging vessels.

The Victor Horta in Metalships

on a constant look out for repairs by top-notch shipyards such as Metalships.

One hundred years ago when shipping was mainly family businesses, workers in the shipping industry were born, not made. Expertise was handed down from grandfather to father to son.

Not so in the 21st century, however, in Metalships you can easily find second generations - you can see how the father works hand in hand with his son and all of them committed to Metalships.

Metalships is recognised world-wide for its local knowledge and the technical expertise gained 36

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NEW THORDON PROPELLER SHAFTS FOR CCGS ICE-BREAKER The CCGS Terry Fox, one of the largest icebreakers in the Canadian Coast Guard (CCG) fleet, has returned to service with new Thordon propeller shaft bearings after concluding that fitting laminate phenolic bearings would extend drydock time and costs.

The 88 m (289 ft) long vessel, built in the

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1980s had been operating Thordon’s water lubricated elastomeric polymer bearings on both shafts for 24 years. Then in 2018 the port shaft was retrofitted with a European-made laminate phenolic-type bearing as part of a shaft alignment contract with the manufacturer.

In December 2020, Newdock Shipyard, Newfoundland, Canada, was poised to fit the starboard shaft with the same phenolic-type of bearings when CCG reeled at the additional expense, drydock time and delays involved installing these bearings.

“During the drydocking, CCG was told that the yard needed to line bore the stern tube, which would take an indeterminate number of days and an extra CAD$100,000 to $200,000. A huge expense for the owner,” said Scott Groves, VP Sales, Thordon Bearings. “Thankfully, the ship had a spare set of Thordon propeller shaft bearings in stock and decided to fit that instead without the additional costs.”

CCG approached Avalon Marine, Thordon’s authorised distributor for Atlantic Canada - about potentially installing the Thordon XL bearings they had available from stock. Avalon assessed the alignment data and as-found dimensional data measured by the shipyard, and confirmed that fitting of the Thordon bearings would not require the extremely costly line boring. Avalon submitted the data to Thordon’s engineers for analysis, who confirmed the assessment. CCG decided to proceed with the installation of Thordon XL shaft bearings.

“Thordon bearings did not require the line boring recommended for the phenolic-type bearings and were quickly machined and fitted

by Avalon Marine, promptly returning CCGS Terry Fox to service with a quality ‘Made in Canada’ solution, saving the shipyard and owner considerable time and the Canadian tax-payer a lot of money.”

CCGS Terry Fox, one of 36 icebreakers operating globally with Thordon tailshaft bearings, of which 14 are CCG vessels, was built in Yarrows of Vancouver, British Columbia in 1983.

Originally fitted with rubber stern tube stave bearings, the Arctic Class 4 vessel converted to Thordon’s XL bearings in 1994, some 11 years after it was built. Avalon Marine was involved in the original conversion at Halifax shipyard in

Lifting a frozen segment out if the liquid nitrogen

Nova Scotia.

With twin shaft bearing diameters of 792 mm (31.2 in) forward and 831 mm (32.7 in) aft, and bearing lengths 1,483 mm (58.4 in) forward and 3,400 mm (133.9 in) aft, the Thordon bearings were at the time the biggest propeller shaft bearings ever installed in Eastern Canada.

Avalon Marine President, Thom Hofmann P.Eng., who fitted the original rubber stave bearings as FSR with Lips NV Canada, said, “It is interesting to note that the starboard shaft has been operating Thordon bearings for more than 20 ice-breaking seasons, while the competitor product in the port shaft has managed just under three seasons. I am pleased to say the starboard shaft is continuing to operate optimally and reliably with a Thordon solution.” Since 1984, when the CCG installed its first Thordon bearing on-board the 2,727 dwt Type 1100 icebreaker Sir William Alexander, the CCG has since applied Thordon technology across many types of vessels in its fleet.

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REMONTOWA Shiprepair Yard Poland, 80-958 Gdańsk, ul. Na Ostrowiu 1 www.remontowa.com.pl 38

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PORT ENGINEERING MANAGEMENT REPAIRS

“For almost 40 years, the CCG has benefitted from a propeller shaft system unsurpassed in terms of maintenance and operational costs,” said Groves.

“But the real benefit of a Thordon bearing is its proven ability to deliver reliable, trouble-free

performance in critical ice-breaking duties yearover-year. We look forward to continuing to work with CCG to ensure future vessels are as robust and reliable as those built more than 25 years ago.”

The CCG Terry Fox

DA M E N S H I P R E PA I R A M S T E R DA M R E PA I R S T H R E E DREDGERS During early April this year, Holland’s Damen Shiprepairs Amsterdam (DSRAm) carried out repairs to three dredgers simultaneously. This busy period in the dredger repair industry

included the final drydocking (prior delivery) of Cemex UK Marine’s new 3,500 m3 TSHD - Cemex Go Innovation. This vessel is the first of Damen’s marine aggregate dredger type MAD3500 and was built by Damen’s Galati yard in Romania and is completing work in DSRAm before entering service in the North Sea. (See New Vessels section of this issue) Also under repair at the same time as the Cemex dredger was in the yard were Van Oord’s 2,850 m3 capacity 2010-built self-propelled split hopper barge Cornelis Lely and the 4,400 m3 capacity 2003-built TSHD Taccola, owned

by European Dredging Co SA and managed by Belgium’s Jan de Nul. PEM VOL 39 ISSUE 4 |

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

N E W C O N T R AC T S F O R B O S K A L I S

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Nature in the Markermeer Lake will be given a further boost through the construction of two new nature islands. On behalf of the Dutch Society for the Preservation of Nature (Natuurmonumenten) and the Dutch Directorate General for Public Works and Water Management (Rijkswaterstaat), Boskalis will construct these islands in the shelter of the five existing islands of the Marker Wadden, which were also completed by Boskalis in recent years.

The new islands have a surface area of 300 hectares and, like the previous ones, will be built with silt, clay, peat and sand from the bottom of the Markermeer Lake. Work will commence this spring and is expected to be completed by the end of 2023. By then, Boskalis will have created a total of 1,300 hectares of nature with the new islands in the Markermeer Lake. A small cutter suction dredger will be deployed for this project in addition to earthmoving equipment.

The construction of the Marker Markermeer Lake in Holland

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Wadden is one of the largest nature restoration projects in Western Europe.

The aim of the project is to transform the ecologically impoverished Markermeer Lake into a dynamic area rich in animals and plants by creating an archipelago of nature islands. Building with nature techniques plays a key role in this process. In particular, building with fine silt on a large scale is a world first.

This cuts both ways - the existing silt that has a detrimental effect on the biodiversity in the lake is effectively used as a building material for the new nature area. In addition, a unique, large-scale nature development will take place in an area adjacent to a densely populated region, where space will also be created for recreation.

Meanwhile, Belgium’s Lantis has announced that the major sub-project of the Oosterweel link in Antwerp, Belgium has been awarded to the Rinkoniên consortium comprising

PORT ENGINEERING MANAGEMENT DREDGE CONTRACTORS

Boskalis, Mobilis, CIT Blaton, Artes Group and Stadsbader. As a Flemish public entity, Lantis is responsible for the realisation of complex mobility projects in the Antwerp region. The Oosterweel link project consists of several subprojects with the objective to completely close the ring road around the city of Antwerp. The sub-project awarded to Rinkoniên comprises two parts - the construction of the Oosterweel junction and the replacement of the Royers lock.

The total contract value is in excess of €500m with Boskalis’ share being approximately 20%.

The construction of the Oosterweel junction is necessary to connect the Scheldt Tunnel from the west with the Eastern ring. The junction will be submerged into the landscape over a distance of 1,700 m and will have eight lanes with access roads and exits to the port and the north of the city of Antwerp. The open submerged tunnel will be constructed at a depth of 15 m to 30 m, requiring more than 3m m3 of earthwork. The consortium, together with Lantis,

will work towards a final design after which the construction phase will commence. The consortium expects to complete the project in 2030.

As part of the Oosterweel link, the old inland shipping lock dating from 1907 needs to be replaced. The current lock will be replaced by a new 230 m by 36 m lock suitable for four push barges providing more capacity and reducing road traffic congestion. The lock was tendered and awarded by Lantis, however, is being constructed on behalf of the Port of Antwerp and the Department Maritime Access (AMT), which are also responsible for the design and engineering of the lock. The consortium will demolish the current lock and construct the new enlarged lock chamber. The supply and installation of two lock gates and two bridges as well as the electromechanical control will be outsourced by the consortium to specialised local companies. The consortium will start its first activities mid-2021 and expects to deliver the lock at the end of 2026.

JA N D E N U L WO R KS O N T H E R AV E R S I J D E B E AC H R E P L E N I S H M E N T Jan De Nul Group is the first dredging company to carry out 100% sustainable beach replenishments. This world first takes place at the Belgian coast. From February 1st, Jan De Nul will deposit about 500,000 m3 of sand on the beach of Raversijde by order of the Agency for Maritime Services and Coast (MDK) of the Flemish Government. The equipment that Jan De Nul will use for these dredging and earthmoving works, meets the strictest sustainability standards.

The ambitious targets that Jan De Nul Group is achieving are thanks to a sustainable course that the dredging company has been following for some time. During mid-2019 Jan De Nul Group contractually committed to reducing its annual CO₂ emissions by 15% during the maintenance dredging works in the coastal

marina of Nieuwpoort, also commissioned by the MDK Agency. Never before has a dredging company achieved a CO₂ emission reduction of this magnitude in a commercial application on a project.

“The MDK Agency gives us another opportunity to show the industry that these ambitious targets are achievable. And we are quite proud of that,” says Bart Praet, Head of Dredging Benelux. “If you apply all the technological possibilities available today, you will have come a long way on the transition path to the 2030 targets. We hope that other governments will take note of this example and will do their utmost to ensure that tenders are awarded to companies offering sustainable solutions.”

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dredging works in Raversijde. During the works, the dredger Pedro Álvares Cabral will sail on 100% sustainable drop-in advanced biofuel. That is a sustainable replacement for fossil diesel, made from oils from plant waste and not from food crops. ‘Drop-in’ means that these engines do not need modification in order to be able to use this biofuel.

This sustainable variant not only reduces CO₂ emissions, but also releases significantly less particulate matter into the air. The combustion is much more efficient than the combustion of conventional diesel. Because drop-in biofuel uses waste flows as resource, it is also beneficial to the circular economy.

For the earthworks on the beach, Jan De Nul is mobilising the most advanced bulldozers and excavators, all equipped with exhaust gas filter systems. And the project management team on site will have the latest generation of ecological site offices at their disposal, equipped with wellinsulated materials and a heat pump. As a result, Jan De Nul Group reduces its CO₂ emissions by 90% and its NOx emissions and energy consumption in the site offices by 80%.

“We have already used this sustainable biofuel for various vessels in the Benelux,” Michel Deruyck, Head Energy Department at Jan De Nul Group explains. “Of all the dredging companies, we certainly have the most experience with this fuel. Meanwhile, we are not standing still and we are also looking at possible alternatives. We strongly believe in diversification, using different types of sustainable, carbon-neutral fuels for our fleet in order to drastically reduce our emissions.

Decarbonisation is high on the agenda at Jan De Nul and is supported throughout the company, commercially, operationally and technically. We always strive to go beyond what we are supposed to do. We go for zero.”

FEMERN JV S TA R T S WO R K At the beginning of January 2021, the Femern Link Contractors joint venture began work on the

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Jan de Nul’s Pedro Álvares Cabral

world’s longest immersed tunnel. Up to 9 m high and 43 m wide, the 18 kms long combined road and rail tunnel linking Germany and Denmark will foster trade and tourism in Northern Europe.

Work has started on the Danish side, with the construction of the factory that will manufacture the 200-m precast concrete box girders that will be immersed to form the fixed link between Denmark’s Lolland Falster region and Germany’s Schleswig Holstein Land. The project will have a workforce of 2,000 employees at the peak of activity. This new infrastructure facility, one of the most ambitious ongoing projects in Europe, will shorten the journey between the German and Danish coasts to just 7 mins by train and 10 mins by car from the current travel time of 1 hr by ferry or a 160 kms detour by car. Delivery is scheduled for mid-2029.

Hakim Naceur, Project Director, Tunnel North and Tunnel South Contract said, “We have been looking forward to this moment and are very pleased that this magnificent project can now be realised. It will be a great achievement when complete – an achievement which cannot be done without the help, commitment and cooperation of the owner Femern A/S and of our partners, subcontractors & suppliers and of all the German and Danish stakeholders.”

Christian Lundhus, Project Director, Tunnel, Portal and Ramps Contract added, “Our team which is growing day by day is excited to be

PORT ENGINEERING MANAGEMENT The Femern Link

part of the project and is already very busy. As of today, we have much focus on the design - the site in Rødby is being prepared for our offices, village and not least the huge factory which is to be used for constructing the tunnel elements.”

The joint venture comprises VINCI Construction Grands Projets (lead company for the two contracts covering construction of the immersed tunnel and the tunnel precast element factory), Per Aarsleff Holding A/S (lead company for the third contract, which covers the tunnel access ramps), Soletanche Bachy International (a VINCI Construction subsidiary), CFE, Dredging International (DEME), Wayss & Freytag Ingenieurbau, Max Bögl Stiftung & Co, BAM Infra and BAM International. Consultant: COWI

NEW DREDGING C O N T R AC T S F O R GLDD Great Lakes Dredge & Dock Corporation (GLDD has announced the receipt of several major

DREDGE CONTRACTORS

dredging awards totalling US$60.9m which will be included in the year-end 2020 backlog number. The awarded work includes: • North County Comprehensive Shore Protection Project (Coastal Protection, Florida, $21.2m) • U.S. Naval Station Mayport and Jacksonville Harbour Maintenance Dredging Project (Maintenance, Florida, $21.2m) • U.S. Naval Station Kings Bay Entrance Channel Maintenance Dredging Project (Maintenance, Georgia and Florida, $15.8m) • Brunswick Inner Harbour Maintenance Dredging Subcontract (Maintenance, Georgia, $2.7m) The North County Comprehensive Shore Protection Project work entails beach renourishment in Palm Beach County, Florida, for a distance of approximately 4 kms. Sand will be dredged from a designated offshore borrow area and placed on Juno beach and Jupiter-Carlin beach to restore the existing coastal system that will provide a habitat for nesting turtles and other animals as well as provide protection from future storms. This project is funded by Palm Beach County. Work was completed during early February 2021.

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The US Naval Station Mayport

The US Naval Station Mayport and Jacksonville Harbour Maintenance Dredging Project work consists of maintenance dredging in the US Navy Mayport approach channels and turning basin.

This project also covers maintenance dredging of the Jacksonville Harbour federal channel for work performed on Contract A and B. This work and the completion of Contract C, which GLDD is currently working on, will allow the port to open at full depth. The client on this project is the US Army Corps of Engineers, Jacksonville District and is federally funded. Work is expected to commence at the end of the first quarter of 2021 with anticipated completion in the third quarter of 2021.

The US Naval Station Kings Bay Maintenance Dredging Project involves maintenance dredging of the Kings Bay Naval Station entrance channel.

Excavated beach compatible material will be pumped for beneficial use onto Fort Clinch Beach and Fernandina Beach. Remaining excavated material will be placed in a designated disposal site. The client on these projects is the US Army

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Corps of Engineers, Jacksonville District and is federally funded. Work is expected to commence in January of 2021 with anticipated completion in the first quarter of the year.

The Brunswick Inner Harbour Maintenance Dredging Subcontract involves dredging from the Cedar Hammock Range in the Brunswick Entrance Channel. This project supports the maintenance of the channel for ship traffic for the Port of Brunswick in Georgia. Great Lakes is a subcontractor on this project, which is federally funded by the U.S. Army Corps of Engineers Savannah District. Work is expected to be completed in January of 2021.

David Simonelli, Chief Operating Officer commented, “GLDD is pleased to announce these important coastal protection and maintenance projects. The US Naval Station projects will ensure US Navy surface vessels based in Mayport and submarines from Kings Bay have safe access to the Atlantic Ocean. All of these projects are aligned with our strategy to support the overall improvement and resiliency of our country’s environment, coastlines and infrastructure.” PEM

PORT ENGINEERING MANAGEMENT PORT NEWS

R OT T E R DA M I N V E S T S I N M A J O R E X PA N S I O N O F C O N TA I N E R T H R O U G H P U T to this development by investing in the further expansion of the Princess Amalia Harbour. This is an investment that will boost the competitive position of our customers and of Rotterdam.” The potential additional container traffic of 4m teu is equivalent to an increase in capacity of about 28% over the 2020 annual total.

Container terminals APM Terminals and RWG are already active in the Princess Amalia Harbour, with 1,500 m and 1,700 m of quay respectively.

The construction of new deep-sea and inland shipping quays will allow these companies to develop the other sites around this harbour in time. Both terminal operators have already signed the relevant options. The project also includes the construction of a 160 m

An artist’s impression of the new quays in the Prinses Amaliahaven

PORT NEWS

The Port of Rotterdam Authority has, after completing a European tendering procedure, awarded the construction of some 2.4 kms of quays and earthretaining walls in the Princess Amalia Harbour to the HOCHTIEF, Ballast Nedam and Van Oord consortium. The decision marks the start of the further development of the harbour located on Maasvlakte II, which will increase annual throughput capacity in the port of Rotterdam by 4m teu.

“Particularly because of e-commerce, container volumes are increasing sharply,” explains Boudewijn Siemons, chief operating officer of the Port of Rotterdam Authority. “That will continue for the time being. To further strengthen our leading position as Europe’s largest container port, we are now responding

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waiting area for general use by inland shipping vessels.

The new building work will be on either side of the harbour, which is approximately 2.5 kms long.

This total will include 1,825 m of deep-sea quay, 160 m of inland shipping quay and 360 m of soilretaining walls. Barring 725 m, this means that the entire harbour basin, which went into use in 2015, will be enclosed. The completion of the first 500 m of quay wall is expected in late 2022. The final part of the project will be completed no more than eighteen months later.

In addition to the construction of the quays, which will have a retaining height of 29 m, the work also involves dredging the quays to a depth of more than 20 m below sea level. In addition, a rear crane track will be built on piles over a distance of approximately 1.8 kms for the rear legs of the container cranes that will be used here.

The quays will be state-of-the-art. For example, they will be fitted with a wide range of sensors to monitor forces and any deformation. In addition, ECOncrete blocks will be used at two locations to act as artificial reefs and encourage biodiversity below the water.

Siemons said, “We are looking forward to working with HOCHTIEF, Ballast Nedam and Van Oord on the basis of the values we share with them in terms of safety and sustainability.”

Dirk Osthus, HOCHTIEF Managing Director added, “We are proud to take on this challenging project as a building consortium. Our work will be a demonstration of the Rotterdam mentality practical and effective.”

“By looking at the project from the perspective of a range of disciplines and working with partners in the chain, a variety of solutions were elaborated to come up with the most sustainable and efficient working method,” adds Ronald de Geus, managing director of Ballast Nedam Infra Projects. “For example, we will be reducing disruption in the local area by bringing in most of the construction materials by water. That allows us to ensure that the operations of the container terminals can continue uninterrupted during the course of the project.”

“We are paying particular attention to reducing emissions during the operation,” says Mark van

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The contract signing (from left to right) Mark van der Hoeven (Van Oord), Dirk Osthus (HOCHTIEF), Jeroen Steens (director Port Development Port of Rotterdam), Ronald de Geus (Ballast Nedam) and Boudewijn Siemons (Port of Rotterdam)

der Hoeven, Netherland’s director with Van Oord. “By deploying equipment powered by Hydrotreated Vegetable Oil (HVO), as well as electric construction equipment, we are fully in line with the Port Authority’s ambitions to significantly reduce harmful emissions.”

MAJOR NEW WA R E H O U S E AT LO N D O N GAT E WAY ’ S LO G I S T I C S PA R K DP WORLD in the UK has announced that London Gateway’s Logistics Park will fast-track the delivery of a speculative 13,600 m2 green warehouse facility before the end of 2021 to meet the rapidly growing demand for premium warehousing space in the South East of England.

This follows the letting upon completion of LG231, a 21,400 m2 warehouse facility, to P&O Ferrymasters last year.

DP World has commissioned the new LG146 facility to create the space needed by businesses who want to take advantage of the logistics park being adjacent to London Gateway’s deep-water

PORT ENGINEERING MANAGEMENT PORT NEWS

DP WORLD in the UK has announced that London Gateway’s Logistics Park will fast-track the delivery of a speculative 13,600 m2 green warehouse facility before the end of 2021 to meet the rapidly growing demand for premium warehousing space in the South East of England.

This follows the letting upon completion of LG231, a 21,400 m2 warehouse facility, to P&O Ferrymasters last year.

DP World has commissioned the new LG146 facility to create the space needed by businesses who want to take advantage of the logistics park being adjacent to London Gateway’s deep-water port and outstanding road and rail connections to the capital, Europe’s largest consumer market.

Increasingly, retailers are expanding their operations at London Gateway to satisfy surging demand for online goods.

Oliver Treneman, Park Development Director at DP World in the UK, said, “The new facility will be ready for occupancy in the last quarter of the year and will be one of the most sustainable warehouses yet built, with a BREEAM ‘Outstanding’ classification, EPC Rating A and

Planet Mark Accredited. We are using the latest sustainable technologies to drive down both the use of raw materials and carbon emissions to the minimum possible levels.

“We aim to provide supply chain integration and our park is the largest facility of its kind in Europe. From this location, our customers can reduce transport costs, gain access to international supply chains and markets, and benefit directly from port-centric logistics. In conjunction with the nearby Port of Tilbury, London Gateway is also bidding for Freeports status which would further enhance the attractiveness of this location for companies looking to expand.”

London Gateway has almost 0.93m m2 of land with planning consent. Tapping into the rapidly expanding demand for warehousing to support e-commerce, DP World can work with customers on their building requirements of up to 0.11m m2 and deliver bespoke solutions via a unique 28day planning agreement with the local council.

The new facility will be completed and ready for occupation in December.

DP World London Gateway Logistic Park

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P O R T O F G DA N S K BECOMES THIRDB U S I E S T B A LT I C S E A PORT FOR C ARGO SHIPMENTS The Port of Gdansk has overtaken Russia’s Port of Primorsk to become the third-busiest port for cargo shipments in the Baltic Sea. Figures show the port handled a total of 4.6m tonnes of cargo in January 2021, up 8.8% year-on-year, moving the Port of Gdansk Authority into third place on the Baltic Sea podium.

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The Port of Gdansk

The Port of Gdansk has overtaken Russia’s Port of Primorsk to become the third-busiest port for cargo shipments in the Baltic Sea. Figures show the port handled a total of 4.6m tonnes of cargo in January 2021, up 8.8% year-on-year, moving the Port of Gdansk Authority into third place on the Baltic Sea podium.

Russia’s Port of Ust Luga and Port of St. Petersburg held onto the top two spots, handling 9.4m tonnes (+3.6% Y-O-Y) and 4.7m tonnes (-0.8%) respectively. The Port of Primorsk dropped to fourth in the rankings with 4.4m tonnes (-26.3%), while the Port of Klaipeda remained in fifth place with 3.8m tonnes (+10.8).

Adam Kłos, Commercial Director of Port of Gdansk Authority, said, “The rise of the Port of Gdansk Authority to third place not only proves the great flexibility of our port and, consequently, of our operators, but it also shows its universal character in the context of other ports in the Baltic Sea region. The global pandemic has

PORT ENGINEERING MANAGEMENT PORT NEWS

affected the entire maritime industry. It has also been an important test for Polish ports, one which we managed to pass.”

The Russian ports of Ust Luga, St. Petersburg and Primorsk have consistently remained at the top of the Baltic podium for at least the last decade, dominating the Baltic Sea in terms of cargo handling. However, the Port of Gdansk is one of Europe’s fastest growing ports and recently broke into the top 20 biggest ports in Europe for the first time. It handled more than 48m tonnes of cargo in 2020, performing strongly despite the impact of the COVID-19 pandemic and the resulting global slowdown. Its share of total Polish maritime cargo exchange reached 46.2% last year, the highest of all Polish ports. Łukasz Greinke, CEO of the Port of Gdansk Authority, added, “It is definitely a good start to the year. The credit for this goes to the hard work of our operators. We are thoroughly impressed with their dedication.

“Our goal is to continually strengthen our position in the Baltic Sea. Thanks to our investments and clear directions, our contractors see an increase in their cargo handling capacity, while the Port of Gdansk Authority S.A. grows in strength. We are already a port without limits. This is due to a deep-water fairway, thanks to which the External Port can accommodate the largest vessels with draughts of up to 15 m - the absence of tides, giving a constant water depth - and the lack of ice, which enables year-round operation.

In addition, we are nearing completion of our key investments on both land and water. Real improvements in terms of infrastructure in the Inner Harbour will be visible from the middle of this year, when all the quays will be upgraded Łukasz Greinke, CEO of the Port of Gdansk Authority

and the fairway deepened to 12 m. Operators will be able to use the new infrastructure, which will constitute yet another opportunity for them to increase their handling capacity.”

In December 2020, the Port of Gdansk and the Ukrainian Sea Ports Authority signed a letter of intent to open up a new alternative transport corridor between the Black Sea and the Baltic.

The agreement covers the shipping of container cargo by rail between Gdansk and primarily Odessa, Ukraine’s biggest port. The initial aim is to run a weekly train service between Gdansk and Ukraine, as well as a separate service departing weekly from Ukrainian ports to Gdansk.

In January 2021, the Port of Gdansk reported that key projects within the largest investment programme in its history, covering €1.3bn of infrastructure investments, will be completed in 2021. The improvements, which cover 40 projects, include the €163m extension and modernisation of the road and rail network at the Outer Port. In total this will see 7.2 kms of roads, 10 kms of new rail tracks and seven engineering structures built or rebuilt making it much more efficient for rail, car and truck traffic to reach the terminals.

Mr Greinke described the investment programme as ‘a giant leap forward’ for the port as it seeks to establish its position as the preeminent Baltic port with access to a hinterland and foreland of 120m people reaching across Poland, the Czech Republic, Slovakia, Hungary, Ukraine, Belarus and Scandinavia. The port is aiming to grow cargo handling capacity to more than 60m tonnes within five years.

FIRST VESSEL CALL AT H H L A P LT I TA LY During mid-March 2021, the 13,231 dwt ro/ro vessel Ulusoy 14 docked at the HHLA PLT Italy terminal in Trieste. This is the first commercial vessel call at the new multi-function terminal majority-owned by Hamburger Hafen und Logistik AG (HHLA) since the beginning of the year. Representatives of the shipping company, the Port Authority, terminal staff and the newly VOL 39 ISSUE 4 |

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appointed Managing Director of HHLA PLT Italy, Antonio Barbara, welcomed the vessel on its arrival.

The Ulusoy 14 is a ro/ro ferry owned by Ulusoy Sealines, Turkey with a longstanding experience in servicing the Mediterranean, represented in Italy by the General Agent Samer & Co. Shipping.

The vessel operates in regular liner service between Cesme, located west of Izmir in Turkey, and the Adriatic seaport of Trieste. In future, Ulusoy Sealines will call at the HHLA PLT Italy terminal every Saturday to discharge and load trucks, trailers and swap body containers.

The ship has a length of 208 m and a capacity of 4,100 lane metres. A new 35 m wide ramp specially built for ro/ro handling is available at HHLA PLT Italy, able to handle the newest generation of ro/ro ships deployed in the Mediterranean.

Philip Sweens, Managing Director of HHLA International said, “I’m delighted to have Ulusoy Sealines as our launch customer for our new

Adriatic terminal. Together with our Italian partners and a highly motivated team, HHLA has worked intensively in recent months to successfully begin operations at HHLA PLT Italy. I would like to thank the Port Authority of Trieste as well as all other involved authorities for their support and contribution to making this first call a reality.”

Mesut Cesur, General Manager Ulusoy Sealines Management SA added, “We congratulate HHLA for their investment in HHLA PLT İtaly terminal in Trieste and commencing their terminal services with Ulusoy 14 as the first vessel. We are proud to have the honour of being the first shipowner to use the PLT terminal under the management of HHLA whom we consider as world-wide well-known top experienced terminal and port operators. We wish the best of success to HHLA both in our mutual co-operation and in their future running of their new venture in Italy with the PLT terminal. In the meantime, we would like to express our sincere thanks to the Trieste Port Ulusoy 14 at HHLA PLT Italy in Trieste

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PORT ENGINEERING MANAGEMENT PORT NEWS

Authority and our business partner Samer & Co. for their utmost efforts and cooperation for the commencement of operations in the PLT Terminal in a short period.”

In March, Antonio Barbara assumed the management of the new HHLA PLT Italy terminal in Trieste. The 46-year-old with dual Italian and Turkish nationalities has more than 20 years of experience in leadership positions within the port industry. His previous professional positions have allowed him to build an excellent network in the maritime industry of the Mediterranean region.

Antonio Barbara previously worked as managing director and held leadership roles at terminal operating companies in Genoa and Salerno (Italy) as well as Gemlik (Turkey).

“We are delighted to have Antonio Barbara as an accomplished and experienced manager for the new HHLA terminal in Trieste. He is the perfect fit for our team thanks to his in-depth expertise in the management and development of multipurpose terminal facilities in Italy as well as abroad,” says Sweens, Managing Director of HHLA International, who is responsible for the international business of the Hamburg-based Group. “I wish him every success in his new position and look forward to working with him.”

ABP UNVEILS AMBITIOUS VISION FOR PORT O F LOW E S TO F T Associated British Ports (ABP) has announced its ambitious plans for the Port of Lowestoft, which will help create a competitive edge for companies across the Southern North Sea (SNS) energy sector and the wider East Anglia region.

Over the next five years, ABP will develop the Lowestoft Eastern Energy Facility (LEEF), which will bring significant upgrades to marine facilities at Lowestoft’s Outer Harbour, creating key capabilities to support the UK’s journey towards

In March, Antonio Barbara assumed the management of the new HHLA PLT Italy terminal in Trieste

achieving net zero greenhouse gas emissions.

The project will deliver state-of-the-art port infrastructure to meet the offshore energy industry’s current and future demands, ensuring the port can accommodate the next generation of offshore support vessels. The facility will provide a site that is suitable for Operations & Maintenance (O&M) activities in addition to quayside suitable for construction support activities.

Andy Reay, ABP Group Head of Commercial (Offshore Wind), said, “ABP is the number one host of O&M bases in the UK, providing infrastructure for operations and maintenance facilities to support offshore wind farms in Barrow, Grimsby and Lowestoft.

“Our LEEF project represents an exciting step change in our ability to service customers in the growing Southern North Sea energy sector. It will re-engineer existing quayside in the Outer Harbour and create the modern infrastructure needed to support a rapidly changing energy industry in a growing regional economy.”

Centred around the Outer Harbour at the Port of Lowestoft, LEEF is a major opportunity, the first phase of which will require around £25m of investment. When complete, the project will provide 360 m of berthing space for simultaneous use by three SOVs and deliver up to 8 acres of flexible storage and marshalling area. In addition, it will create around 465 m2 of new office space with direct quayside access.

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The Port of Lowestoft

already plays a key role in supporting the local economy, contributing £30m annually and supporting over 580 local jobs. We’re looking forward to this role growing in future, with the rise in activity, new investments and new customers.”

“The LEEF project has the potential to attract many supply chain companies to Lowestoft and create an energy cluster renaissance, bringing new jobs and prosperity to the area and supporting the substantial and strategically important investments being made in Offshore Windfarm developments off the Suffolk and Norfolk coast.”

Building on its long history of servicing the offshore energy sector, the Port of Lowestoft provides a highly competitive package for offshore wind customers. In 2019, Scottish

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Power Renewables opened an Operations and Maintenance building in Hamilton Dock, to support the 714 MW East Anglia ONE offshore wind farm. The port is also home to the O&M base for Scottish & Southern Energy’s (SSE) Greater Gabbard Offshore wind farm, which is located 23 kms offshore the coast of Suffolk, England.

The port’s offer is complemented by Orbis Energy and PowerPark, where key offshore energy developers, operators and service providers are located, including SSE, ScottishPower Renewables, SLP and Turner Iceni. LEEF forms a central part of a new masterplan for the port, which provides a long-term view of how ABP will work with its partners to ensure that the prosperity generated by investment reinforces the wider development of the town as a superb place to live, work, visit and invest. PEM

PORT ENGINEERING MANAGEMENT ALTERNATIVE FUELS

The CMA CGM Jacques Saadé in Hamburg

During November last year, the CMA CGM Jacques Saadé was the first LNG containership of the Megamax class to berth at the Eurogate Terminal. With a length of 400 m, a breadth of 61 m and a height of 78 m, the vessel is one of the world’s largest containerships. For fuel, this vessel uses LNG. Her tank contains 18,600 m3 of LNG. That volume suffices for a round voyage of 23,372 NM between Asia and Northern Europe. Safety is ensured by four layers of insulation in the tank, and under these a housing of non-rusting stainless steel, plus high-tech sensors.

“The CMA CGM Jacques Saadé is a symbol for our sustainability goals and represents our pioneering role in shipping in regard to the use of LNG. So this first arrival of our new flagship makes us immensely proud,” says Peter

Wolf, CEO of CMA CGM Deutschland, adding that “This vessel and all those in this series now entering service monthly will play a key role on the regular sea trade between Asia and Europe. A vital hub on this is the Port of Hamburg – one with which CMA CGM’s founder Jacques Saadé enjoyed a close association all his life.”

The CMA CGM Jacques Saadé is the first of nine ships of this series that will gradually enter service in the years to come. CMA CGM Group will deploy this vessel of the Megamax class on the French Asia Line (FAL 1) between Asia and Europe. She sails from Tianjin Xingang, China, then calling Busan, South Korea, Ningbo, Shanghai and Yantian in China, Singapore and Le Havre. The return voyage commences in Le Havre, and continues via Dunkerque, Hamburg, Rotterdam, Southampton, Algeciras and Port Klang to Tianjin Xingang. The CMA CGM Jacques Saadé will therefore be a regular sight in Hamburg.

“We are delighted that with the CMA CGM Jacques Saadé, we are welcoming the world’s largest containership powered by LNG in the Port of Hamburg,” said Jens Meier, CEO of Hamburg Port Authority, adding, “For us, this call is a trailblazer from our partner CMA CGM for the whole industry towards sustainable and innovative technologies.”

A LT E R N AT I V E F U E L S

WO R L D ’ S L ARGES T LNG C O N TA I N E R S H I P MAKES FIRST CALL IN HAMBURG

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H Ø G LU N D S I G N S C O N T R AC T W I T H ABEKING & RASMUSSEN (A&R) Norway’s Høglund has signed a contract with Lemwerder-based shipyard Abeking & Rasmussen (A&R) to supply the Fuel Gas Supply System (FGSS) for three multipurpose vessels built for the German government, owned by Wasserstraßenund Schifffahrtsverwaltung des Bundes (WSV - German Federal Waterways and Shipping Administration). Supervising the design and construction is the Bundesanstalt für Wasserbau (BAW - Federal Waterways Engineering and Research Institute).

To meet the advanced specifications for the FGSS that ensures safe operation in hazardous atmospheres, Høglund will be collaborating with Oldenburg-based HB Hunte Engineering in the development and supply of the LNG systems. This project makes A&R the only shipyard worldwide offering LNG-fuelled vessels that are qualified to operate in hazardous atmospheres.

These 90 m+ vessels will be equipped with engines generating up to 12,000 kW and 145 tonnes of bollard pull, and will have a top speed greater than 15 knots. The three vessels will also be exclusively LNG-powered. Although suitable for worldwide operation, they will be deployed within the German coastline where they will carry out works on sea marks, pollution control and utilising hydroacoustic equipment as well as in pollution control, emergency towing and firefighting.

Given the intended versatility and multiple roles of the vessels and the hazardous atmospheres they will operate in, robust safety requirements are needed. Consequently, the yard alongside their federal supervisor and owner are placing extra consideration on the design of the LNG system.

To meet these specifications, A&R, Høglund

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An artist’s impression of the new WSV research vessel

and HB Hunte Engineering have collaborated to develop a dedicated gas safety concept. With Høglund taking responsibility for the overall FGSS product delivery, HB Hunte will contribute a unique LNG tank design, pipe engineering and integration of the LNG system into the wider vessel architecture. Combining skills and expertise in this way is key to supporting the greater safety measures required for special vessels of this type.

Equipping an LNG fuelled vessel to conduct waterborne firefighting, pollution control and emergency response missions is a particular challenge, as safety must be guaranteed even in hazardous atmospheres. The design of the new vessels meets Lloyds Register’s class requirements satisfying the strict rules for gas and low flashpoint fuels (IGF Code) aggravated by operation in hazardous atmosphere (gas protection operation).

Commenting on the news of the contract, Peter Morsbach, VP sales operations at Høglund said, “With increased uptake of LNG as an alternative fuel, it is important that systems such as the FGSS and dedicated automation are in place to support its safe and effective use. We must take into account complex safety concerns stemming from impacts on the operational profile and atmosphere.

“In this case here, the focus lies on the system’s safety concept and related design measures

PORT ENGINEERING MANAGEMENT ALTERNATIVE FUELS

together to find reliable and safe technology solutions for the future of LNG and shipping.”

Csaba Piller, Project Manager at Abeking & Rasmussen comments, “The German Federal Government looking to use LNG powered vessels in a challenging, unique and versatile role represents a significant milestone for the growth of the LNG-fuelled fleet. We are glad that we are collaborating with Høglund and HB Hunte to meet the exacting specifications laid down by the client to ensure these newbuild vessels deliver their role safely and sustainably.”

in terms of the tank connection spaces, gas treatment rooms, ventilation and monitoring.

When entering hazardous atmospheres, the vessel switches into a ‘citadel mode’ when external air exchange and ventilation is temporarily recessed, potentially for several hours. This important feature excludes the common way proposed by the IGF Code to treat rooms containing gas equipment.

“LNG can be a challenge on any vessel and is made harder when considering the specification for an LNG fuelled vessel that will undertake high-risk operations such as firefighting and emergency towing in heavy seas. I’m proud to say that we at Høglund together with HB Hunte, are working with A&R, WSV and BAW to combine our expertise in a collaboration that will deliver a safe, versatile and highly customised LNG solution to help the WSV fulfil its vital public service role.”

Adding his thoughts on the project, Wolfgang Franzelius, Director sales & business development at HB Hunte adds, “With the growing use of LNG shipping, current and future operators must have confidence in the technology. With safety a major priority, especially as the vessels will be operating in hazardous atmospheres, we as a community must come together to develop the right solutions.

“As shipping continues to embrace the role of LNG on the path to a zero-carbon future, we see more collaboration occurring as we come

H Ø G LU N D S I G N S C O N T R AC T W I T H H A L L I B U R TO N

Høglund Gas Solutions has also signed a contract with oilfield services provider Halliburton AS to provide a turnkey retrofit of the 5,932dwt ro/ ro-combination carrier Hannah Kristina. She is owned by Norway’s Base Marine and is under technical management by Larvik Shipping with Halliburton being the end-charterer.

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

The project, led by Høglund, will require extensive collaboration between numerous stakeholders, including naval architects, engineering teams, a retrofit shipyard, various suppliers, class society flag state and the vessel owners and operators. Høglund will therefore collaborate with long-time partners HB Hunte Engineering GmbH and Fiskerstrand Verft AS for the naval architecture and shipyard elements of the project, respectively. The entire project will be classed by DNV.

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The Hannah Kristina

The scope under the contract consists of a 250 m³ capacity FGSS with a dedicated Gas Control and Safety System to serve the already installed dualfuel main engine with natural gas. For the shorepower upgrade that will be used to power the vessel while berthing and to charge the existing Energy Storage System (ESS), Høglund will supply and install a package consisting of shore connection cabinets of 690 V/600 kVA compatible with state-of-the-art shore power supply, following IEC80005-3 standards. Both systems will be seamlessly integrated into the existing Automation System (IAS), Power Management System (PMS) and ESS control system of the vessel which were delivered and installed by Høglund in 2018.

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

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

The goal of this project is to upgrade a 20-year-old vessel with modern environmental credentials. With the use of LNG and battery power, the vessel will significantly reduce its CO2 and NOx emissions both while at sea and during harbour stays. Supporting the project is the 56

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Norwegian NOx Fund, a partnership between the Norwegian government and the private sector committed to reducing NOx emissions in Norway.

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

Høglund will ensure that the complex stakeholder management aspect of the retrofit works will be run effectively and that this will result in a wellexecuted project.

Commenting on the contract, Philipp Ulrich, Senior Project Manager at Høglund, said, “The technological and environmental transformation of shipping over the coming years is one of the biggest challenges facing our industry. To achieve this transformation in a commercially viable and minimally disruptive way, meaningful and well-coordinated collaborations are essential.

I’m proud that Høglund has been chosen for this project and we are looking forward to leading a consolidated and collaborative effort by working with this diverse set of stakeholders.”

Adding their thoughts on the project, Jeanmarc Lopez, Vice President of Halliburton AS, said: By utilising Hannah Kristina, Halliburton has moved huge amounts of goods from road to sea, reducing the emission of CO2 and NOx. “With the conversion of Hannah Kristina from diesel to LNG and shore power, we take the reduction of CO2 and NOx a step further, in line with our strategy to continue to reduce the environmental footprint of our activities.”

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GA S U M O P E N S T H E T U R K U B I O GA S P L A N T

Finland’s Gasum strives actively to increase biogas production capacity by expanding and improving the efficiency of existing biogas plants and by increasing biogas procurement. The opening of the Turku biogas plant took place today. The biogas plant is the first in Finland to produce liquefied biogas for transport, industrial and maritime needs.

The major expansion and modernisation of Gasum’s biogas plant in Topinoja, Turku has been completed. The plant was opened today, and commercial use of the plant started up. The expansion of the Turku biogas plant was one of the Sipilä’s Finnish Government key projects, Bioeconomy and clean solutions, the objective of which is to increase in a sustainable way the share of renewable energy of the energy used in Finland by, in particular, improving its availability.

The plant will process around 130,000 tonnes of biomass a year, to produce around 60 GWh of liquefied biogas (LBG) a year, which corresponds

to the annual fuel consumption of 125 heavyduty vehicles or 5,000 cars. The plant will also produce around 4,000 tonnes of ammonia water for use as a recycled nutrient. The Turku biogas plant promotes the realisation of the circular economy and the development of the gas market in the Turku region.

“We’re one of the few companies in the Nordic countries to be able to provide industrial scale biogas production and distribution. Gasum is continuously investing in biogas plants and increasing the performance of our existing ones.

Demand for biogas is growing in all segments and we are constantly pursuing new opportunities to increase production capacity. We are investing in the development of our plants so that we can take the circular economy even further.

Demand for recycled nutrients is also showing development in different industrial sectors. Our Turku plant is a superb example of the realisation of the circular economy,” says Johan Grön Vice The Turku biogas plant

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President, Biogas, Gasum.

Gasum is boosting its biogas production capacity by expanding existing biogas plants, by building new ones and by increasing procurement of biogas from the production plants of other actors. The company is pursuing cost-efficiency in biogas production and the use of new feedstocks suitable for biogas production.

In November last year, Gasum acquired ownership of the Skövde biogas plant in Västergötland, Sweden. The plant has an annual production capacity of up to 40 GW/hr. Gasum has also made a basic plan and started to apply for permits to expand the biogas plants in Kuopio, Oulu and Kouvola. The Lohja biogas plant and the Viinikkala biowaste transfer station under construction in Finland, and the Nymölla biogas plant in Sweden will be completed by the start of 2021. Gasum also plans to build a new industrial scale 120 GW/hr biogas plant in Götene, Sweden by the beginning of 2023.

Gasum processes around 800,000 tonnes of biomass a year in its biogas plant network and produces a total of around 740,000 tonnes of fertilizer products a year in Finland and Sweden.

Biogas is a fully renewable energy source that can be produced from many types of biodegradable waste. Use of biogas as a fuel can help to reduce carbon dioxide emissions by up to 90% compared to fossil diesel. Gasum now has 15 biogas plants in Finland and Sweden, making the company one of the largest producers of biogas in the Nordics.

Gasum will make 4 TW/hr of biogas available in the Nordics by 2024 through its own production and partners.

GA S U M E X T E N D S ITS BUNKERING TO I N C LU D E THE ARA AREA Gasum is extending its geographical area from the Nordics to the Antwerp, Rotterdam and 58

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Amsterdam region also known as the ARA area.

The company has signed a new agreement with its long-term partner Equinor on supplying them with LNG in the ARA area.

Equinor is a large international energy company, headquartered in Norway. Gasum and Equinor have been co-operating on various projects and LNG supply chain development for Equinor’s vessels since 2011. Lately Gasum has been bunkering Equinor’s oil tankers that are shipping crude oil from North Sea to Swedish and Baltic ports.

“We are very proud that Equinor chose Gasum as their partner in the ARA region. Equinor is one of the forerunners using LNG in their operations, and they were our first LNG customer in the maritime segment. This new agreement marks yet another milestone in our co-operation and in Gasum’s growth,” says Gasum’s LNG Maritime Sales Director Jacob Granqvist.

The bunkering for Equinor will mainly be performed by Gasum’s bunker vessels Coralius and Kairos. Co-operation with Equinor in the ARA region extends Gasum’s existing business area with the ability to serve also other customers in the region. This development promotes Gasum’s objective to provide solutions for decarbonising the shipping industry.

The Coralius undergoing bunkering operations

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The Auto Energy and LNG bunker vessel Coralius

GA S U M B U N K E R S UECC VESSEL During December 2020, UECC’s 42,424 gt PCTC Auto Energy received the first ship-to-ship (STS) bunkering of LNG-blended with 10% renewable Liquefied Biogas (LBG). Gasum’s LNG bunker vessel Coralius performed the bunkering operation at anchorage outside the port of Gothenburg, Sweden.

“With this delivery, UECC strengthens our position in front of the ro/ro market, through our commitment to increase the uptake of renewable fuels,” says CEO Glenn Edvardsen of UECC. “We have made a significant investment in a pioneering solution that recognises our customers’ desire for a sustainable logistics partner. This initiative sends a signal to the market that it is possible to achieve carbon-neutral transport.”

Typically, LBG from Gasum is sourced from biodegradable waste streams in Scandinavia, including residential, retail, and commercial sewage and/or agricultural waste streams.

“We are very excited to see our first ship-toship bunkering with the blend of LNG and LBG go smoothly. We can now perform STS bunkering with different blends of LNG and LBG which will open new possibilities for our clients as well as for us to go forward in decarbonising maritime transport,” says Jacob Granqvist, Maritime Sales Director from Gasum.

Adding renewable carbon neutral biogas provides yet another advantage to the proven range of benefits afforded by LNG technology. LBG has a carbon footprint close to zero, with the same low emissions of sulphur oxides, nitrogen oxides and particles as with LNG. Introducing biogas also marks a transition to a circular economy where waste becomes a resource, delivering greater productivity while reducing environmental impact.

“Incorporating biogas into our increasingly greener energy mix allows us to further reduce our CO2 emissions. This transition from a traditional linear economy to the circular economy is critical to our goal of meeting or exceeding the 40% reduction in carbon intensity by 2030 set by IMO,” Edvardsen concludes.

UECC currently operates two dual-fuel LNG PCTC ro/ro vessels. Their first LNG battery-hybrid PCTC is scheduled for delivery at the end of 2021, with two more to follow. All the vessels are LNGLBG compatible.

WÄ R T S I L Ä F I R S T TO M A R K E T W I T H L N G S I M U L ATO R S O LU T I O N Wärtsilä Voyage has delivered and installed customised LNGPac bunkering and liquid cargo handling simulators at the Mumbai training centre of Hong Kong-based Anglo-Eastern Univan Group.

This is a new product for the marine market, reflecting the increasing adoption by fleet owners of LNG fuel, and the consequential need to ensure that crews are sufficiently trained in operating LNG-fuelled vessels. The order was placed in June 2020 and the project was completed in October.

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technologies, and includes all auxiliary systems needed in connection with the LNG fuel supply.

The system has been tailored to meet the specific requirements of Anglo-Eastern. It complies with the international Standards of Training Certification and Watchkeeping (STCW) for training seafarers on gas-fuelled ships, in line with the standards demanded by the IGF Code.

“Having worked with Wärtsilä Voyage for some 25 years, we know and trust their technology completely. We were the first private ship management company to install Wärtsilä’s ship handling simulators, and we are again pioneering comprehensive simulation training in LNG bunkering and cargo handling operations. We consider this to be an extremely important step in ensuring the safe and efficient running of our LNG-fuelled vessels,” commented Capt. Pradeep Chawla, Managing Director of QHSE and Training at Anglo-Eastern.

“Crew training has to keep pace with the marine industry’s transition to new and cleaner fuels.

LNG is already well established as a marine fuel, so our development of this simulation solution

meets the industry’s need in a timely fashion. It covers the entire LNG fuel system from bunkering to operating LNG dual-fuel engines, and prepares ship crews to handle all related systems safely and correctly,” said Ashok Sharma, Sales, Wärtsilä Voyage Hong Kong.

The entire Wärtsilä scope includes a full mission liquid cargo handling simulator that replicates a real ship system, an LNG bunkering and fuel gas supply simulator, and a full mission engine room simulator.

Over the years, Wärtsilä Voyage has supplied Anglo-Eastern with a broad range of equipment and solutions, including more than 100 Wärtsilä Electronic Chart Display and Information Systems (ECDIS) installed on board ships. For the Mumbai training centre, Wärtsilä has supplied ECDIS, ship handling and bridge simulators, and both ship handling and engine simulators for AngloEastern’s Odessa training centre. In 2019, Wärtsilä Voyage received an order to provide its Fleet Operation Solution (FOS) for more than 600 ships managed by Anglo-Eastern, representing the largest-ever maritime software deal.

The Wärtsilä LNG simulator solution enabling Anglo-Eastern to provide state-of-the-art crew training

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PORT ENGINEERING MANAGEMENT Bunkering operations at DSME

KR AND DSME COMPLETE WO R L D ’ S F I R S T S H I P TO S H I P L N G BUNKERING FOR GA S T R I A L Korean Register (KR) and DSME have completed the world’s first ship-to-ship (STS) LNG loading for gas trial. The SM JEJU LNG2 has supplied LNG in the STS gas-trial to a 173,400 m3 LNG tanker. The demonstration test took place at DSME’s Okpo Shipyard from 24th-26th November, 2020.

The collaboration is part of a partnership agreement for LNG bunkering/transport work with Korean shipyards with the aim of ‘Developing standards for LNG bunkering procedures in Korea’, conducting ‘Risk evaluation of LNG bunkering operations,’ and ‘Development of LNG bunkering to support technology based on standards and guidelines jointly developed by DSME and KR’.

Applying its extensive safety engineering technology, KR has identified a diverse range of potential hazards through its risk assessments for STS LNG loading/transport operations between two ships and has suggested effective

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ways to reduce that risk to DSME. In addition, a safer work environment and safety work procedures for workers have been developed as a result of a comprehensive study looking at the establishment of ‘Control Zones’ around the two ships during LNG transportation.

DSME has demonstrated its own outstanding technology without vapour return to the bunkering vessel or venting to atmospheric areas during ship to ship LNG loading/transport operations. This is because DSME has a wealth of experience and excellent technology in LNG offshore operations and BOG (boil off gas) control.

To date, DSME has conducted eight gas trials without venting to atmospheric areas.

This project was carried out with close collaboration from DSME, KR, SM KLC, SM KLCSM, and KOGAS, which provided full support for LNG bunkering vessels and safety management technology and LNG supply.

A B S ’ I N VO LV E M E N T WITH KEPPEL BUNKERING VESSEL ABS and Singapore’s Keppel Offshore & Marine are continuing their pioneering application of digital technologies by integrating Smart functions into the world’s first smart LNG bunkering vessel – FueLNG Bellina, equipped with Keppel O&M’s proprietary AssetCare Digital Solution.

ABS was selected by FueLNG Pte Ltd, to class the vessel, which will feature notations for Smart Infrastructure (Smart INF) and Crew Assistance and Augmentation (Smart CAA). Obtaining these notations form an integral part of the digital tools tailored by AssetCare to support FueLNG in enabling remote monitoring and real-time support of vessel operations, as well as predictive maintenance, which increases the vessel performance and efficiency.

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glasses for remote inspection, which increase yard efficiency while improving workforce safety throughout the inspection process especially during the COVID-19 pandemic.

“Already a landmark project due to its importance to Singapore’s future as a global LNG bunkering hub, the addition of smart technology to the vessel makes it a milestone in the technological development of the industry as well,” said Patrick Ryan, ABS Senior Vice President, Global Engineering and Technology. “The smart functionality builds on the work we have previously done in this area with Keppel in the development of the industry’s first two new-build drilling rigs with smart notations. Together we are setting the pace in digital innovation in the marine and offshore industries.”

“We are proud to deliver the industry’s first LNG bunkering vessel with Smart Notations to FueLNG. Keppel O&M has been developing digital solutions for offshore and marine assets in recent years and our AssetCare solution reflects our commitment to leverage smart functions and technologies to continue creating value for our customers. We are glad to collaborate with ABS 62

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in spearheading this digital innovation in the offshore and marine space,” said Tan Leong Peng, Managing Director, Keppel O&M, Newbuilds.

The 7,500 m3 LNG bunkering vessel will be owned and operated by FueLNG Pte Ltd. The vessel, which will be Singapore’s first LNG bunkering vessel, will supply large ocean-going LNG-fuelled vessels throughout the region.

“With this industry’s first smart LNG bunkering vessel, FueLNG Bellina enhances our value offering to global customers as we provide safe, cost-efficient and reliable LNG bunkering solutions. The vessel’s digital tools, such as AssetCare, not only improve vessel performance and maintenance but also enable the end-to-end digitalisation of the bunkering process which enhances efficiency, reliability, and convenience for customers,” said Saunak Rai, FueLNG General Manager.

Prior to this, ABS has recognised Keppel as the first shipyard to integrate Smart Functions and Services into rigs. The two rigs utilise data collected from a range of sensors monitoring machinery and structural health to improve their performance.

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The FueLNG Bellina

GTT EXTENDS C O L L A B O R AT I O N WITH BEIJING GA S G R O U P

France’s GTT and China’s Beijing Gas Group (BGG) have concluded an additional co-operation agreement related to the Tianjin Nangang LNG terminal, currently under construction in its first phase. This new agreement mainly covers the collaboration for the phase II and III of the terminal, which include the construction of six additional 220,000 m3 latest generation LNG storage tanks.

This agreement has been signed on a ceremony held on March 3rd at the French Embassy in

Beijing in the presence of the French Ambassador, his Excellency Mr. Laurent Bili, Mr. Tian Zhenqing, Chairman of Beijing Enterprises Group (BEG), Li Yalan, Chairwoman of the board of BGG, and Adnan Ezzarhouni, General Manager of GTT China. Several key leaders in the industry and government officials were in attendance.

His Excellency Mr. Bili said at the occasion, “I am convinced that GTT, a company of excellence in the field of natural gas, has a great future in China, which has resolutely embarked on the path of energy transition.”

Tian Zhenqing, Chairman of the board of BEG, added, “We are glad to be part of this technological partnership between France and China; and proud to be the first in China to use the latest generation LNG storage tank.”

This agreement follows the first agreement signed in November 2019 between GTT and the Chinese major state-owned company BEG, at the occasion of the presidential visit in China of French President Emmanuel Macron, in presence of Chinese President Xi Jinping.

As a reminder, in June 2020, GTT received an order for the design of two 220,000 m3 membrane Full Containment tanks. Built as part of BGG’s Tianjin Nangang LNG terminal, these two tanks are the largest LNG tanks in China, currently under construction. In this new agreement, GTT will also support BGG to upgrade the National Standards of this new generation LNG onshore tank.

Philippe Berterottière, Chairman and CEO of GTT, commented, “We are very pleased to extend our partnership with BGG, proof that the membrane Full Containment technology meets BGG expectations in terms of technological performance, cost competitiveness, and level of safety, while significantly reducing their environmental impact.”

Li Yalan, Chairwoman of the board of BGG, added, “Being the first in China to implement this latest generation storage technology has been challenging. The project is going smoothly.

I hope BGG and GTT continue to strengthen co-operation, and jointly promote the adoption of lower carbon footprint Membrane Full Containment technology among the Chinese gas companies.” PEM VOL 39 ISSUE 4 |

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PROJECTS

N E W S T U DY O N H Y D R O G E N P OT E N T I A L O F F N O R F O L K ’ S C OA S T

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A new research study has been officially kicked off to explore the potential for hydrogen production off the coast of East Anglia. The study, led by Hydrogen East, will research options and scenarios to bring together the region’s offshore gas and offshore wind sectors to produce clean hydrogen at scale for cleaner power, heat and transport fuels supplying the region and beyond.

The ‘Bacton Energy Hub - exploring the potential for hydrogen from the Southern North Sea’ study will provide a detailed map of existing offshore and onshore energy-related infrastructure and develop options and scenarios for where wind farms, gas platforms, subsea pipelines and cables could be integrated or repurposed over time to support hydrogen production, with the Bacton terminal on North Norfolk’s coast being used for injection into the national grid.

The project is well timed following recent announcements such as the UK’s Prime Minister’s Ten-Point-Plan for a Green Industrial Revolution, together with a wide range of independent research reports across the world, identifying a clear role for hydrogen to support the decarbonisation of heat and transport systems. The UK Government is due to publish a UK Hydrogen Strategy later this year which this regional study will help to inform.

Recent regional announcements are also highlighting a significant role for hydrogen such as plans for a hydrogen hub as part of the Freeports East bid led by the ports of Felixstowe and Harwich, supported by EDF Energy, Sizewell C, Ryse Hydrogen, JCB, New Anglia and South East Local Enterprise Partnerships,

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and many other partners including Hydrogen East. Hydrogen and its use in the energy sector has developed rapidly over the past 18 months, internationally and in the UK, as a versatile gas and an essential enabler of meeting the UK’s 2050 Net Zero target.

Hydrogen can be used and stored as a zero-carbon fuel supporting lowcarbon heating for homes and business, and almost all forms of transport, from passenger cars to trains, heavy goods and farm vehicles, buses, trains, boats, and planes.

There is a growing level of research on how different technologies to produce hydrogen could be developed and scaled-up, such as electrolysers powered The Bacton Terminal on the North Norfolk Coast

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by offshore wind, nuclear, or solar - or reforming natural gas to hydrogen whilst capturing and storing carbon dioxide in depleted gas reservoirs under the North Sea. The study is being co-funded by OGTC, the Offshore Renewable Energy Catapult, New Anglia Local Enterprise Partnership, and North Norfolk District Council, with support from New Anglia Energy, Opergy, and Xodus Group.

Nigel Cornwall, co-founder of Hydrogen East and a Director at New Anglia Energy, said, “Developing the options for a potential Bacton Energy Hub will help to facilitate and accelerate the transition towards net zero emissions. It is a key regional project, which could realise extensive potential benefits both in terms of supporting delivery of the Local Industrial Strategy and the stated aim of enabling Norfolk and Suffolk to become the UK’s Clean Growth Region. It will contribute to Hydrogen East’s driving objective of Norfolk and Suffolk becoming a significant regional hydrogen economy.”

Martyn Tulloch, Head of Energy System Integration at OGTC, added, “This study will help to identify a pathway for enabling the transition from natural gas to clean hydrogen production

by offshore wind, nuclear, or solar - or reforming natural gas to hydrogen whilst capturing and storing carbon dioxide in depleted gas reservoirs under the North Sea. The study is being co-funded by OGTC, the Offshore Renewable Energy Catapult, New Anglia Local Enterprise Partnership, and North Norfolk District Council, with support from New Anglia Energy, Opergy, and Xodus Group.

Nigel Cornwall, co-founder of Hydrogen East and a Director at New Anglia Energy, said, “Developing the options for a potential Bacton Energy Hub will help to facilitate and accelerate the transition towards net zero emissions. It is a key regional project, which could realise extensive potential benefits both in terms of supporting delivery of the Local Industrial Strategy and the stated aim of enabling Norfolk and Suffolk to become the UK’s Clean Growth Region. It will contribute to Hydrogen East’s driving objective of Norfolk and Suffolk becoming a significant regional hydrogen economy.”

Martyn Tulloch, Head of Energy System Integration at OGTC, added, “This study will help to identify a pathway for enabling the transition from natural gas to clean hydrogen production across the Southern North Sea, with potential for carbon capture and storage. As the UK’s principal gas basin, and with a significant portfolio of offshore wind projects, the region offers a real opportunity to explore a more integrated approach, with prospects to consider repurposing offshore pipeline infrastructure and the role of the Bacton terminal as an energy hub.

Andy Holyland, Regional Innovation Manager at OREC, commented, “East Anglia has been leading the UK in the growth of offshore renewable energy and is well placed to expand on this under the UK’s commitment to 40GW of offshore wind by 2030. It is vital that the region considers hydrogen in this expansion as a vital component to meeting regional and national net zero ambitions.”

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• establishment of demonstration project(s) with funding and partnering arrangements, supported by a detailed net zero-based engineering pathway for the Bacton Energy Hub. A virtual event was held on April 8th 2021 to update stakeholders on project progress, and ongoing work of other Hydrogen East workstreams.

U K H O L AU N C H E S C H A L L E N G E TO R E D U C E T H E I M PAC T O F C OA S TA L I N U N DAT I O N

UKHO has launched a new marine innovation challenge, focused

The UK Hydrographic Office (UKHO) has launched a new marine innovation challenge, focused on identifying the causes and risks of coastal inundation and mitigating its effects.As part of the ADMIRALTY Marine Innovation Programme, the latest challenge invites participants to develop solutions that provide disaster relief agencies with a clear view of coastal inundation situations, and support other groups to identify vulnerable areas and put in place mitigation measures before an inundation event occurs.

Caused by storm and tidal surges, coastal inundation poses a significant risk for seaside communities around the world. These events can completely submerge surrounding areas in sea water, causing substantial damage to infrastructure. With sea levels continuing to rise, what is already an existing problem for many low-lying coastal states has the potential to present serious risks to many more regions and communities in the coming years, with expected annual losses of 0.3–9.3% of global GDP. Participants will have access to world-leading geospatial and scientific ADMIRALTY data

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throughout the challenge - including Anguilla data sets - and will also get the chance to work with leading experts and receive support from UKHO staff as they develop a prototype product.

The winning team will receive hands-on support and marine geospatial information, in addition to a cash prize of $10,000 Singapore dollars to develop an alpha product that could help to protect the lives and livelihoods of millions of people around the world.

Mark Casey, Head of Research, Design and Innovation at the UKHO, said, “Coastal inundation is a tangible and imminent threat that affects coastal states and communities around the globe.

It poses a massive challenge to their economic activity and blue economic development. The creation of solutions that enable these risks to be mapped and mitigated are therefore crucial, particularly given the context of sea level rise.

“This ADMIRALTY Marine Innovation Programme challenge is dedicated to harnessing the power of marine geospatial data and identifying how it can work as a key source of information to help develop a better

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d on identifying the causes and risks of coastal inundation

understanding of the marine environment.

Alongside our other successful challenges, coastal inundation is a worthy effort to pursue new leading solutions for, and we look forward to working with all prospective teams and partners on their innovations.”

RIVER THAMES TO S L A S H C A R B O N F O OT P R I N T A new collaboration between the biggest commercial vessel operator on the Thames, GPS Marine and Green Biofuels, the UK’s leading provider of clean advanced fuel GreenD+, will help reduce London’s carbon emissions, improve local air quality, and boost the Thames’ drive to clean up and reduce pollution.

GPS Marine and Green Biofuels commenced their partnership last year, by fuelling with GreenD+ the Thames Tideway Tug pulling barges to one of London’s largest construction projects - the new ‘Super Sewer’. This week its new fuel bunker barge, the Dispenser will not only be refuelling the tug delivering tunnel lining ring segments for the Thames Tideway Central Section, but also a growing number of other commercial vessels on and around the Thames.

The Dispenser will supply GreenD+, which is the lowest emission diesel fuel available on the river. Consequently, cleaner fuels used by river vessels can replace HGVs on London roads and deliver a huge reduction in emissions and boost air quality. The Dispenser, a refurbished barge, will become London’s premier green floating fuel station and will help make an annual carbon emissions saving equivalent to 3,861 tonnes of CO2e. Green Biofuels has worked in conjunction with GPS Marine and Stolthaven Terminal to allow the Dispenser to load directly from the terminal to the river, removing the need for on-road delivery tankers in the supply chain to fuel river vessels.

GPS Marine’s fleet of tugs, barges and multipurpose vessels is the largest on the Thames. GPS Marine is fully committed to green energy and is transitioning its entire Thames based fleet of 12 tugs to running on Green D+, which will continue cutting carbon emissions on the Thames and improve local air quality.

Independent tests at the Millbrook specialist vehicle testing facility have shown that compared to standard diesel emissions, Green D+ has up to an 85% reduction in particulates, and up to a 30% reduction in Nitrogen Oxides, thanks to a special additive not found in any other HVO fuel.

In further independent trials with Red Funnel Ferries in 2018, switching from Marine Gas to Green D+ resulted in significant emissions reductions of up to 30% NOx and 70% of total particulate matter.

Commenting on the benefits of using Green D+, Darren White, Head of Sustainability, Tideway said, “Going electric or hydrogen is cost prohibitive at the moment. GREEND+ is the right solution for Tideway right now.”

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the passionate team at Green Biofuels. Using GreenD+, we don’t have to wait for government policy or intervention - we can make a difference right now. By using GREEND+, we dramatically improve the sustainability and overall CO2e savings benefits with little or no effect on reliability or cost effectiveness.

“Not only do we want to see a cleaner and greener Thames, but removing the need for on-road fuel delivery vehicles also helps to clean London’s air. After moving our entire Thames based fleet to a drop-in advanced fuel, we hope to set an example for other fleets to take

GPS Marine and Green new fuel bunker barge, the Dispenser

environmental responsibility into their own hands – and put words into action.”

Commenting on the launch of the GPS Dispenser, Magnus Hammick, COO of Green Biofuels said, “GPS Marine is backing up its commitment to reducing air pollution and carbon emissions on the Thames with real action, and that deserves celebrating. We’re very proud to be partnered with one of London’s foremost river operators in helping them achieve their environmental goals, and becoming aligned with the aims of the PLA (Port of London Authority) to achieve Net Zero for the river too.”

JA M E S F I S H E R TO D R I V E E N E R GY TRANSITION WITH NEW SUBSEA BRAND James Fisher has announced the launch of James Fisher Subtech, which sees consolidation of the group’s extensive capabilities into a comprehensive solutions provider for the oil and gas, renewables, nearshore marine civils, and rapid response and salvage industries.

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Recognising significant opportunities to further grow its existing oil and gas operations, the new structure will see James Fisher Subtech consolidate its subsea offering to leverage its specialist expertise working in extreme environments. The move will bring together

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the technical expertise of James Fisher Marine Services and Subtech to support oil and gas majors, renewables developers and marine civil contractors alike in pushing the boundaries of what is possible to accelerate the energy transition.

Giovanni Corbetta, Managing Director of James Fisher Subtech explains, “Accelerating trends within the energy industry, particularly the energy transition brought on by the climate emergency, present an opportunity for the group to focus on what it does best – providing expertise for the extremes. Complexity is where we excel, helping to deliver the world’s most complex, technically demanding, and environmentally challenging energy projects in construction, operations, maintenance and decommissioning. By realigning our business, revitalising the leadership team and

reinvigorating our culture of trust, integrity and operational excellence, there will be no project too complex for us to deliver on.”

Established in 1847, James Fisher has operated in the oil and gas sector for over 20 years supporting clients to take developments further offshore and into deeper waters in over 40 countries. The company’s realignment, along with its network of trusted industry partners, will unlock new synergies to position James Fisher as a comprehensive, tier two solutions provider.

Clients will also benefit from enhanced cost, risk and schedule management underpinned by streamlined supply chain management and professional services.

Talking of the opportunities for the company Jonathan Parkes, Divisional Strategy, Sales & Commercial Director of James Fisher Subtech

James Fisher Subtech’s shoalbuster Subtech 41

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remarks, “The need for cost effective, creative solutions that assist oil and gas operators to produce more from hard-to-reach and lower profit fields represents a significant growth area for the industry which will require specialist solutions providers that have the capability to execute complex, technical energy projects in harsh environments.

“There is also a marked increase in renewable investments being made by oil and gas supermajors which makes a compelling case for us to consolidate our experience to serve across the energy space. All complex infrastructure projects share the need to be delivered, operated, maintained and decommissioned in a way that is safe, on time and to budget while taking advantage of the latest technologies and digital innovation. James Fisher is here to do just that, delivering excellence in execution at every stage in the project lifecycle with pioneering spirit.”

Alongside providing expertise for the construction of infrastructure projects, James Fisher Subtech will also bring its specialist expertise to bear to optimise operations and maintenance in extreme environments. With social distancing due to COVID-19 on-going, the Group will continue to support clients to innovate new ways of working safely including remote working, digital twin and Internet of Things capabilities, digital asset integrity techniques and upskilling of technical and local content teams.

R OX T E C S U P P L I E S O R B I TA L M A R I N E P OW E R UK’s Roxtec has supplied Scotland-based Orbital Marine Power with a range of cable sealing solutions to support construction of the world’s most powerful tidal turbine, the Orbital O2 2MW. Orbital is the world’s leading developer of floating tidal stream turbines. The company’s O2 turbine is nearing completion at TEXO Group’s 70

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manufacturing facility in Dundee and will enter operation this spring at the European Marine Energy Centre (EMEC) off the coast of Orkney. The O2 will be towed from Dundee to Orkney in the coming weeks before being anchored at EMEC’s site in the Fall of Warness where tidal speeds can exceed 3m/s. Once operational it will become the world’s most powerful tidal turbine, capable of providing enough clean and sustainable electricity to power more than 1,700 UK homes every year.

Richard Keith, Marine & Offshore Market Manager for Roxtec in Scotland, said the company’s sealing solutions will help protect the turbine’s control systems and ensure operational reliability. Roxtec transits are being used to create dustproof and watertight seals where electrical control and instrumentation cables pass through compartments in the turbine’s hull, and between its nacelles and pitching hubs.

Bury-based Roxtec is an industry leader in sealing solutions for the marine and renewables

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sector, and its products have featured in offshore green energy projects throughout Europe. In 2015, the company supplied Orbital (formerly Scotrenewables Tidal Power) with certified waterproof bulkhead seals for its prototype 2MW floating tidal turbine, the SR2000.

Mr Keith said, “Roxtec seals helped ensure the safe and reliable operation of the SR2000 and we are delighted to be working with the team at Orbital once again to support the development of world-leading tidal technology.

“Our cable transits are capable of withstanding exactly the kind of harsh marine environment that the O2 turbine will face off the coast of Orkney. The system is designed for cost efficiency, enabling multiple cables of varying sizes to be sealed quickly and easily, with the need for fewer openings. This flexible design not only speeds up the installation process but ensures future upgrades and maintenance work will be time and cost effective.”

Orbital’s team used the web-based Roxtec

Transit Designer to save time during the project’s planning and installation phases. The online software is the most advanced of its kind on the market and allowed Orbital’s designers to quickly and simply produce detailed drawings of cable and pipe transit locations within the O2 tidal turbine.

Orbital’s CEO, Andrew Scott said, “It’s great to have access to the expertise, understanding and proven capabilities of suppliers like Roxtec - it helps make our lives easier and our product better, so we were more than happy to continue our relationship with Roxtec in developing solutions for the O2.”

Swedish-owned Roxtec first entered the marketplace in 1990 and is now active in more than 80 markets world-wide. Its transits protect people and assets from multiple hazards, and are renowned for their durability, reliability and flexibility. They are also widely used to seal pipe and cable entry points within the manufacturing, power, infrastructure and process industries. PEM Orbital Marine’s O2 2MW turbine

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R E N E WA B L E S

PA R K W I N D SELECTS DEME OFFSHORE

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DEME Offshore has been awarded a substantial Engineering, Procurement, Construction and Installation (EPCI) contract for the foundations at Parkwind’s Arcadis Ost I offshore wind farm. The next-generation XXL monopiles will be the largest ever installed in Europe with a weight of around 2,000 tonnes each.

The Arcadis Ost I wind farm has been developed by the Belgian offshore wind specialist Parkwind and has a capacity of 257 MW. The wind farm will be located in the Baltic Sea, northeast of the island of Rügen in the coastal waters of Mecklenburg-Vorpommern, Germany.

Manufactured by Steelwind in Germany, the 28 XXL monopile foundations will be about 100 m long and weigh around 2,000 tonnes each. One of the 28 foundations will support the offshore substation. The monopiles for the wind turbines will not be equipped with common transition pieces but will have a direct connection with the turbine tower.

DEME Offshore will deploy the DP3 offshore installation vessel Orion for this project. The Orion is a front runner in the industry - effectively a mega monopile installation machine - and will be equipped with a tailor-made, motion compensated gripper system able to handle enormous foundations of up to 2,500 tonnes.

Bas Nekeman, Business Unit Director DEME Offshore said, “Being awarded such a pioneering project highlights how Parkwind has confidence in

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the game-changing DP3 offshore installation vessel Orion. DEME Offshore is delighted that it will be the first company to install these XXL monopiles, as the offshore wind industry takes the next step forward. With Orion we will be strongly positioned to offer solutions for the installation of larger foundations and turbines, and large-scale wind farm projects such as Arcadis Ost I, delivering energy at lowers costs.”

Clement Helbig de Balzac, Arcadis Ost I Project Manager, “The signing of the foundation EPCI contract with DEME Offshore is another important step towards the realisation of Arcadis Ost I. The project is pushing the limits of what has been done to date in offshore wind in terms of foundation technology.

Therefore, it was key for the project’s success to select a strong and highly experienced EPCI contractor such as DEME Offshore, deploying state of the art installation vessels and technology.”

Production of the monopile foundations will start in 2021, while the installation campaign is planned to start before the summer 2022. Arcadis Ost I is scheduled to be fully commissioned in 2023.

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DEME Offshore has been awarded an EPCI contract for the foundations at Parkwind’s Arcadis Ost I wind farm

DEME COMBINE W I T H P E N TA - O C E A N DEME Offshore and Japan’s Penta-Ocean Construction have announce that they have officially agreed to establish a Joint Venture to focus on the construction of offshore wind farms in Japan. The new Joint Venture brings together DEME Offshore’s marine engineering knowledge and decades of experience in the renewables sector, with the highly specialised marine construction technology of Penta-Ocean. The partners are currently in the process of establishing the Joint Venture company, whereby 51% of the shares will be owned by Penta-Ocean and 49% by DEME Offshore.

New regulations concerning wind power energy generation at sea, as well as in port and harbour areas, have been introduced in the country and the first wind farm auction round is expected to take place this year.

Japan has ambitious targets to develop 10 GW of offshore wind power by 2030. While the

country has very favourable wind conditions, it also has challenging subsoils, which can be a mixture of sand and rocks.

Niels van Berlaer, Business Unit Director Asia-Pacific DEME Offshore, comments, “These complex conditions often mean that drilling expertise is necessary at offshore wind farm locations. But both companies have these skills in-house, given their dredging activities. By bringing these two leading companies together, we believe we can make a significant contribution to the long-term development of the offshore wind sector in Japan. “Demonstrating our confidence in the vast potential of the Japanese market, and our willingness to support the sector, we are also considering bringing DEME Offshore equipment into Japan.”

Tetsunori Ohshimo, Senior Managing Executive Officer, Head of Offshore Wind Farm Business Division Group, Penta-Ocean, emphasises, “The new JV company will be a leading specialised offshore marine engineering contractor in Japan, combining our extensive experience and advanced technologies both in Europe and Japan.

I am confident that the collaboration between the two companies will contribute greatly to the construction of offshore wind farms and we have the capabilities needed to tackle Japan’s challenging metocean and seismic conditions, as well as the complex seabed conditions.”

The first wind farm auction round in Japan is expected to take place this year.

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ANKER F O U N DAT I O N S A N E W T E C H N O LO GY FOR WIND TURBINE F O U N DAT I O N S

ANKER’s innovative precast foundations mean that plant construction can be significantly optimised - not simply logistically, but economically and ecologically while at the same time reducing the CO2 footprint.

Hamburg‘s ANKER Foundations GmbH has developed a new type of technology for building foundations for wind turbines. The young company is using its technology to solve the problems associated with classic foundation

construction. Long construction times, high use of materials, dependence on the weather, complex and cost-intensive dismantling and disposal, and complex construction site logistics have all long characterised the construction of foundations for onshore wind turbines.

The ANKER team’s foundation-specialist engineer (and Managing Director) Gregor Prass is now promising to solve these problems with a completely new concept. Fast and year-round construction, efficient use of materials, and without the need for sealing the ground first. The foundations—built to industrial and certified manufacturing quality standards—provide simplified construction site logistics and easy dismantling. With these advantages, the Hamburg company wants to revolutionise the foundation construction of wind power plants on land.

“Conventional foundation construction for modern wind turbines is expensive, time-consuming and also ecologically

ANKER’s innovative precast foundations mean that plant construction can be significantly optimised

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damaging. The same applies to the necessary dismantling, which can only be carried out with heavy equipment, and sometimes even requires blasting of the foundations, all of which is extremely time-consuming and costly,” says Gregor Prass. While classic foundations are made of concrete which is poured on-site, ANKER Foundations GmbH is pursuing a completely different path. The foundation consists of individual parts which are prefabricated under controlled conditions, and which are then only assembled on the construction site. No heavy transport is required.

“We designed the foundation in such a way that we can do without any heavy transport and the foundation is erected within three days. We can reduce construction site transports by up to 70%,” explains Gregor Prass. At the start of 2019, the company built a first version of the foundation for an Enercon E-115 turbine. Since then, the foundation has been continuously developed and adapted to systems from a wide variety of manufacturers such as Enercon, Nordex, Vestas and SiemensGamesa, so that nothing stands in the way of widespread use. The first foundations have been mass-produced at WEC Turmbau in Emden since the beginning of October 2020.

FRAMO SUPPLIES MARINE PUMPING S YS T E M S TO L ARGE OFFSHORE W I N D FA R M

The Alfa Laval company Framo, will supply pumping systems for foundations of Scotland’s largest offshore wind farm project. It is the second order for pumping systems in this application and marks an important milestone as it applies the company’s extensive experience from the offshore industry to renewable energy applications.

Framo will supply pumping systems for foundations of Scotland’s largest offshore wind farm project

The order from Saipem, a global leader in engineering, drilling and construction in the energy and infrastructure sectors, comprises Framo pumping systems. They will be used in a so-called suction bucket technology in the installation of Seagreen, Scotland’s largest offshore wind park. Once finalised it will include 114 turbines producing 1,075 MW to supply 1.3m households with low-carbon energy. Framo pumping system technology will secure and safely anchor the wind turbine platforms to the seabed.

“This second order for our Framo pumping systems used in suction bucket foundations to wind farms is an important milestone for us as it cements our position in this application and takes our long-proven and validated technology from offshore oil platforms to renewable applications,” says Sameer Kalra, President of the Marine Division in Alfa Laval. “Our knowledge and experience from delivering innovative and reliable products to the offshore industry is now also making a difference within renewable energy, to the benefit of our customers and the environment.”

Suction anchor technology has an environmentally friendly footprint. Besides lowering costs due to the increased installation speed, the concept provides for easy decommissioning and a practically noise-free installation.

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the world since the 1990s. Now, the concept of bucket foundation has been adapted for offshore wind turbines foundations. Framo is meeting the market demand by offering complete pumping systems required for the installation of the turbine foundations.

ABS PUBLISHES L ANDMARK US OFFSHORE WIND REPORT

ABS has published an industry-leading report evaluating the U.S. offshore wind industry’s readiness to deliver the 40 GW of offshore wind capacity the International Energy Agency estimates will be installed by 2040.

‘Offshore Wind Report, Positioning for US Expansion: US Ports and Vessels Innovation’, is a landmark document assessing US port infrastructure, availability of specialist support tonnage as well as looking at emerging industry trends and challenges for the growing US offshore wind market.

“ABS is playing a leading role in the development of the US offshore wind industry, supporting development of specialist tonnage dedicated to operations in US waters and the next generation of floating turbines. As the leading provider of classification services to the global offshore industry, combined with our extensive knowledge of US regulations, ABS is in a unique position to support development of the US offshore wind industry and this report demonstrates our commitment to that,” said Matt Tremblay, ABS Senior Vice President, Global Offshore.

ABS will class the first Jones Act compliant wind turbine installation vessel (WTIV) under construction at Keppel Amfels for Dominion Energy and the first Jones Act compliant service operation vessel (SOV) to be built at Edison 76

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Chouest for Ørsted and Eversource. These vessels will join the first ABS-classed crew transfer vessel (CTV) in the US, Windserve Odyssey. ABS has also issued approval in principle for a series of wind support vessels, such as WTIVs, SOVs, feeder vessels and CTVs from US and European designers.

ABS offers a classification roadmap from concept, basic design and detailed design to construction and in-service operation of the wind farm support vessels.

At each stage, ABS conducts an independent review of the submitted documents with respect to various design aspects including hull structures, safety, system, and stability. ABS provides classification services for a range of wind farm vessels and the certification of the installed equipment that will assist owners, operators, designers, shipyards, and manufacturers in meeting Class Rules and safety requirements for compliance with international and US regulations.

PORT ENGINEERING MANAGEMENT RENEWABLES DEME Offshore and Sabca successfully performed a series of tests at the Rentel offshore wind farm

DEME OFFSHORE AND SABCA TES T DRONES

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

In a pioneering project in the offshore wind industry, DEME Offshore and Sabca performed tests with autonomous drones at the Rentel offshore wind farm in Belgium. The pilot study represents the first commercial, cross-border, ‘beyond visual line of sight’ (BVLOS) drone

operations to take place at offshore wind farms in the North Sea. The partners performed a diverse range of tests on various use cases including Search & Rescue operations, environmental surveys, turbine and substation inspections, as well as parcel deliveries.

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

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currently being executed by people. The partners believe that applications can go beyond the offshore wind industry and offers solutions for safety-critical missions at sea or above land.

Bart De Poorter, General Manager DEME Offshore, commented, “We are convinced that these innovative, advanced technologies, which focus on fully autonomous operations without the need for any vessels and people offshore, have a game-changing potential to increase safety, lower the impact on the environment in the O&M phase of a project and reduce the overall costs. Ultimately, we expect unmanned vehicles to contribute significantly to a lower Levelised Cost of Energy.”

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

W I N D FA R M E X C LU S I O N Z O N E M A R K E D BY S E A L I T E A I D S TO N AV I GAT I O N

Dominion Energy, a large US energy supplier with 7m customers across 16 states, recently completed a 12-MW, two turbine, offshore wind

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energy project. The Coastal Virginia Offshore Wind (CVOW) pilot project is located 27 miles (43.5 kms) offshore and provides enough safe, clean, reliable, and affordable energy to power up to 3,000 homes. It is the first offshore wind energy project in federal waters, and only the second offshore wind project in the United States.

The construction-zone perimeter and cablelaying areas had to be marked with private Aids to Navigation (PATONs/AtoNs). These would help ensure safe operation of nearby service and passenger vessels, allowing construction to proceed safely on schedule. Both the buoys and lanterns had to be made in the US, and deployed on a strict deadline. Dominion Energy, through its offshore contractor Orsted, contracted with Cape Henry Launch Services to deliver the marking solution.

Sealite has supplied Cape Henry Launch Services, with two different buoys for the CVOW pilot project - SL-B1750 Poseidon and SL-B700 buoys. Also supplied was Sealite’s 3-5 NM solar, self-contained SL-75 marine lanterns.

Sealite buoys feature large float sections for optimal visibility and stability for coastal and offshore deployment locations. Internal, stainless tie bars connect lift and mooring points for added strength and durability. And since all Sealite buoys are made from lightweight, environmentally friendly polyethylene, they are lightweight and easy to deploy.

The SL-75 solar, self-contained 3-5 NM marine lanterns were used to increase buoy visibility at night and in foul weather. The Bluetooth enabled lantern provides remote programming of flash characteristics and intensity from a distance of up to 50 m. This convenient feature reduces the need to climb the buoy for maintenance, increasing crew safety.

The service company used the SL-60 Solar Marine Lanterns on the SL-B700 buoys. With a range of 2-3 NM, the SL-60 is ideal for shorter range applications, like the coastal punch-out site where transmission lines meet the water.

It trained staff and fleet of vessels oversaw the deployment of the private ATONs. Like all Sealite products, the SL-B1750 and SL-B700 buoys fully comply with US Coast Guard regulations and follow International Associated of Marine Aids

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to Navigation and Lighthouse Authorities (IALA) standards.

The CVOW wind energy pilot project is now fully operational. It is the first wind energy lease that is owned and operated by an electric utility company. The permitting and subsea work done

by Dominion Energy for the CVOW pilot project will help inform their future development efforts for a larger, 2.6 GW, 188-turbine project on an adjacent lease site. The future project is expected to be online in 2026. When completed, it will be the largest offshore wind project in North America. It is expected to create an estimated 1,100 jobs, bring US$210m in annual economic impact once operational, and power up to 660,000 homes.

With a superior rotational molding manufacturing process and the use of premium materials such as UV resistant polyethylene and closed-cell polyurethane foam filling, the Sealite buoys will be repeatedly used by Cape Henry Launch Services to mark future wind energy and marine construction projects, providing an excellent return on investment.

“Great service and a really durable product allowed us to deliver an excellent marking solution both on-time and budget for our customer, Dominion Energy.”

KO N G S B E R G ’ S W T I V T E C H N O LO GY C H O S E N BY KEPPEL AMFELS Norway’s Kongsberg Maritime’s (KM) industryleading wind turbine installation vessel (WTIV) technology has won another important customer, following the signing of a major contract with American shipbuilder Keppel AmFELS, a subsidiary of the world’s leading shipyard groups – Singapore’s Keppel Offshore & Marine.

The agreement will see KM supply a comprehensive technology package for a new WTIV destined to be among the largest of its type, which Keppel is constructing for the US-based energy provider Dominion Energy. Kongsberg Maritime is headquartered in Norway with several offices in the US, including locations in Houston, Seattle and New Orleans.

Capable of transporting and installing currentand future-generation wind turbines and

Sealite has supplied buoys top Dominion Energy’s new 12-MW, two turbine, offshore wind energy project

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“We take a genuine pride in bringing the benefits of our technological expertise to all maritime sectors,” added Egil Haugsdal, President, KM. “The bespoke solution we have devised for wind turbine installation vessels indicates how much thought and effort we devote to facilitating and encouraging sustainable marine operations. We are pleased to be a key supplier to the first WTIV to be built under the Jones Act requirements, ably demonstrating that KM is well placed to be a trusted partner in WTIV construction projects for the US market.”

KM will supply a comprehensive technology package for a new WTIV building at Keppel AmFELS

foundations, the new NG-16000XL WTIV will be the first to be built in compliance with America’s Jones Act, a federal law that regulates maritime commerce in the U.S. and requires goods shipped between US ports to be transported on ships that are built, owned and operated by US citizens.

Crucial to the operation of the new vessel – which is expected to be delivered by the end of 2023 – is a KM Integrated Solution for wind turbine installation vessels. This well-proven solution combines KM’s motion control, propulsion and dynamic positioning functionalities to maintain operability in all conditions.

KM thrusters will secure optimised performance both for transit, manoeuvring and dynamic positioning, with power supplied by six Bergen diesel engines. Mooring and line handling is facilitated by a comprehensive KM deck machinery package.

Monitoring and control of the KM components will be managed by a K-Chief 700 marine automation system, and the delivery also includes a large telecommunications package. The electrical system will use KM’s Energy Solutions.

“KM brings years of experience and stateof-the-art technology to the construction of America’s first Jones Act-compliant offshore wind turbine installation vessel, which is a critical asset for the growth of offshore wind generation in the US,” said Mark D. Mitchell, Dominion Energy’s senior vice president of project construction.

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DA M E N A N D MO4 TEAM UP Holland’s Damen Shipyards Group has teamed up with MO4 to take a step towards the digitalisation of offshore wind farm operations. This strategic alliance pairs Damen’s Triton monitoring platform with MO4 motion forecasting knowledge, offering data analytic based services. Vessel operation will become more effective and safety levels will increase at the same time.

Offshore wind farm operators frequently require crew transfer vessel operators to demonstrate and secure their ability to provide safe transfers. Reports are required which include data on such things as impact-force measurement on vessel landing, push force recovery during transfer and vertical slip measurements. Relevant wave and weather information are added to give a clear impression of the performance of both vessel and crew in daily operation. Furthermore forecasting services for vessels’ motions are increasingly relevant to realise safe and efficient crew transfers.

MO4 and Damen saw the opportunity to integrate the motion forecasting service with the Triton platform resulting in a single, secured, vessel connection supporting premier league motion based applications. The idea was to harvest the operational data via Damen Triton – Damen’s award winning connected vessel platform – in order to feed MO4’s analysis.

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“MO4 is a provider of high quality solutions on motion prediction in wind and offshore applications,” explains Toine Cleophas, manager programmes at Damen and responsible for the development of Triton. “The collaboration between our companies forms a part of Damen’s Smart Ship programme and will increase customer value by supporting a more digitalised Damen portfolio.”

Damen Triton is a remote monitoring and operational insight tool, a connected, collaborative IoT platform that collects data from multiple sensors located around the vessel. This data offers vessel operators the opportunity, for example, to monitor and optimise performance of their vessel from a remote location. The Triton system ensures a safe and secure data transfer as a result of smart digital integration on-board, combined with high cyber security features.

Mark Paalvast, Co-Founder of MO4 adds, “We have high expectations from our collaboration with Damen as we see that they too are frontrunners in digitalisation. As a team we will be able to combine Damen’s long-standing experience with MO4’s innovative technologies.

Within this, the Triton system will serve as a reliable basis for gathering and distribution of all data, allowing our analytics software to provide top tier output. This will lead to increased insight and better performance. We often say ‘without

data, it’s just another opinion’.”

All offshore operations are in some way limited by weather and waves. At certain thresholds the vessels experience too much dynamics to either safely operate or to have people on deck.

Knowing such limitations a number of days in advance is highly advantageous. MO4 motion prediction services allows for much better planning and use of the asset.

Decisions related to seeking shelter or to continue operations are now straightforward and no longer include excessive conservatism.

For the motion forecasting service MO4 has set-up a vessel specific digital twin, taking into consideration all these parameters automatically.

These digital twins consider parameters such as the dynamic positioning (DP) system, maximum thrust, vessel motions in waves, wind and swell sea, and much more.

Roderick Buijs, Damen regional service manager said, “It is great to see that we can build our market propositions based on the connectivity of vessels enabled by Triton through partnering with experts in the field for niche-analyses that generate direct value to our customer.

This alliance leads to better solutions for our clients at more competitive rates, whilst both contributing to Damen’s digitalisation ambition and encouraging the production of sustainable energy.” PEM

From left to right) Mark Paalvast (Co-Founder, MO4), Ruben de Jong (Proposal Engineer, MO4), Roderick Buijs (Regional Service Manager,

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A LNG tanker transiting the Panama Canal

PA N A M A C A N A L S E T S R E C O R D The Panama Canal set a new monthly record for transits and tonnage of LNG tankers in January, which shows its capacity to respond to the demand of this segment, as a result of the recent surge in the energy market. In January, a total of 58 LNG tankers transited through the Neopanamax Locks, totalling 6.74m Panama Canal tonnes (PC/UMS). The previous monthly records were set in January 2020 with 54 transits and in November 2020 with 6.23m PC/ UMS. “This achievement reaffirms the Canal’s ability to adapt and guarantee our competitiveness and reliability to capture the opportunities presented by market changes, including the liquefied natural gas segment,” said Panama Canal Administrator, Ricaurte Vásquez Morales. “For more than a century, the Panama Canal has demonstrated its responsiveness to global trade changes, and what the world has experienced in the past year will not be the exception.”

The Panama Canal implemented recent adjustments in its processes to provide greater flexibility in its operations and respond more efficiently

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to the continuous changes in the demands of maritime trade, reflected in the current vessel mix that use the waterway.

In January, the Panama Canal announced modifications to the Transit Reservation Booking System, allowing any slot that becomes available for Neopanamax vessels within 96 hrs prior to transit to be offered through an auction process. Since the modifications, the Canal has conducted 25 auctions, of which nine have been awarded to LNG tankers. In addition, the Canal was able to transit three northbound LNG tankers in one day, on January 25th, and the transit of four LNG ships, two northbound and two southbound, in one day on January 31st. This has allowed the Canal to maximise the efficiency and flexibility of the transit service to better handle the current demand.

The increase of LNG transits through the Panama Canal is a result of record winter temperatures in Asia, which have caused LNG prices to rise to unprecedented levels.

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New simulator Kongsberg Digital has signed a contract with the Panama Canal Authority (ACP) to upgrade and extend the K-Sim Navigation simulators based in SIDMAR - the Centre for Simulation, Research and Maritime Development of the Panama Canal Authority. Equipped with the new technology, the Panama City-based centre will be able to include multiple vessels in training scenarios and extend the realism of the simulator training provided for pilots and tug masters.

Scheduled for August 2021, this substantial upgrade will involve a broad scope of delivery.

The centre’s main K-Sim Navigation simulator will be upgraded with new visual image generation and display/projection systems, and an array of new consoles and hardware (HW) panels.

In addition, a unique new floor projection system will be installed to replicate the port and starboard views from the bridge wings.

This feature will allow trainee officers on the main bridge to monitor the tugs and pilot boats in – for example – demanding port and tug manoeuvring scenarios with vessels in close proximity.

Two entirely new K-Sim Navigation bridge simulators are also included with the delivery.

One will be configured specifically to duplicate a full-mission tugboat bridge with the capability of simulating various types of tug propulsion systems including Voith, Schottel and Azimuthing Stern Drive (ASD). The 360° vertical displays on the new bridge simulators will enable student tug masters and pilots to train together with the crew members on the main bridge, while a new CCTV system and Kongsberg’s award-winning instructor stations will make the creation and individual assessment of exercises more accurate than ever.

“We’ve enjoyed a fruitful working relationship with the Panama Canal Authority for many years,” adds Andreas Jagtøyen, EVP, Digital Ocean, Kongsberg Digital, “and it’s very satisfying to know that we can continue providing SIDMAR with our cutting-edge simulation technology, which now will be integrated for multi-vessel training scenarios. The commitment the Authority has shown with this large-scale K-Sim extension and upgrade confirms its faith in our simulation technology and bodes very well for our on-going mutual development.”

The K-Sim simulator

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PA N A M A C A N A L T E R M I N A L S TO A D H E R E TO C OV I D R E G U L AT I O N S

Manzanillo International Terminal (MIT) and Colon Container Terminal (CCT), both port terminals located on the Atlantic side of Panama, have joined the collaboration efforts to help optimise supply routes for the distribution of the COVID-19 vaccine and supplies to Latin America.

The Panama Canal, MIT and CCT have signed Memorandums of Understanding to establish an alliance of co-operation and explore working together to form a logistic hub on the Atlantic side of the Panama Canal for the storage and distribution of the vaccine and supplies for the region.

“With the addition of MIT and CCT, Panama’s port system will work together in its commitment to help meet the demand imposed on the supply chain due to the pandemic, through the operation of terminals on both oceans,” said Ricaurte Vásquez Morales. “We will co-operate with Panamanian ports to seek options that allow us to use our experience, logistical capacity, and connectivity to support the distribution of the vaccine in the region.”

The Panama Canal will look into the development of additional facilities to store and/ or break-bulk vaccine cargoes, power sources or surplus supplies, as well as connection roads to both terminals on the Atlantic side.

“During times of crisis like this, everyone in the supply chain must leverage their respective resources and collaborate with each other to work toward the common goal of ending the devastation caused by the COVID-19 pandemic.

CCT is ready to contribute its experience, terminal and logistics infrastructure to support efforts related to the distribution of the vaccine in the region. The ports of Panama are at the crossroads

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of world trade and are among the best positioned to support this effort”, said Stephen Shaffer, President, Colon Container Terminal (CCT).

“Panama is a large cargo distribution center serving the entire world using its advantageous geographical position. Every effort that we make together for the efficiency in the logistics for the distribution of the vaccines is very important for the entire region. A Canal and ports in both oceans separated by 80 kilometers confirm our calling as a hub,” said Carlos Urriola, CEO, Manzanillo International Terminal (MIT).

MIT and CCT will co-operate with the design and equipment necessary to transport the containers with the vaccine between the terminals and the facilities. The ports will also provide operational expertise to explore their current terminal’s capacities to handle increased refrigerated containers.

With these agreements, MIT and CCT join Panama Ports Company (PPC) and PSA Panama International Terminal (PSA Panama) on the Pacific coast, in their efforts to handle and distribute the vaccines and supplies due to the pandemic.

CREW CHANGE CHALLENGES The crew change crisis caused by COVID-19 restrictions continues to cause challenges, despite some improvement in the numbers, the Secretary-General of IMO has warned. In a statement, Secretary-General Kitack Lim said that based on industry analysis, the numbers of seafarers requiring repatriation after finishing their contracts had declined - from a high of around 400,000 in September 2020 - to around 200,000 as of March 2021, with a similar number waiting to join ships. However, this number could rise again. But the crew change crisis is far from over. Importantly, issues around vaccination need to be resolved.

“Now, more than ever, seafarers need to be

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designated as key workers to ensure priority vaccination and access to safe transit and travel, Mr Lim said “One year ago, as the world plunged into the COVID-19 crisis, I spoke of our voyage together and the need for collaboration and cooperation. I am glad to say that over these past 12 months, we have worked intensely with many different stakeholders to address challenging conditions.

“The maritime sector has continued to deliver the vital supplies that people need. Seafarers have worked tirelessly, at the heart of this trade, to keep goods flowing. Despite difficulties with port access, repatriation, crew changes and more, there can be no denying that seafarers have gone beyond the call of duty.

“Hundreds of thousands of seafarers have been forced to work long beyond their contracted IMO’s Secretary-General, Kitack Lim

time. We have estimated that throughout the last months of 2020 and up to the beginning of this year, 400,000 seafarers still needed to be repatriated, with a similar number needing to join ships.

“Thanks to concerted efforts by Governments, shipowners and others, this figure is now estimated at 200,000 seafarers needing repatriation and a similar number needing to join ships. One of the major achievements of last year contributing to this was the adoption of the United Nations Assembly resolution calling on UN Member States to designate seafarers and other marine personnel as key workers and to implement relevant measures to allow stranded seafarers to be repatriated and others to join ships, and to ensure access to medical care.

“But we cannot be complacent. Fewer than 60 countries so far have heeded our call for seafarers to be designated as key workers. More countries need to do so if we are to resolve this crisis and ensure seafarers are treated fairly and so that their travel to and from their place of work is properly facilitated. There is still a long way to go before we are back to a normal crew change regime.

“As vaccination is rolled out in many countries, I urge Governments to prioritise seafarers in their national COVID-19 vaccination programmes.

Governments should also identify and prepare for the challenges of the vaccination of seafarers who spend long periods of time away from their home countries. We need to continue to work together to develop relevant protocols and guidance around vaccine certification. This is particularly important as any barriers to travel created by national vaccine protocols may further complicate an already difficult crew-change situation.

“On our voyage through this pandemic, which has been challenging for the whole world, I recognise that many seafarers have endured intense hardship as they have worked to keep trade flowing. I wholeheartedly thank seafarers for this. We will continue to work with our sister UN agencies, with industry bodies and with Governments to address the ongoing needs of seafarers. We will also be looking towards taking the lessons learned going forward, so we can be better prepared in the future.” PEM

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PORT ENGINEERING MANAGEMENT AGENTS CONTACT DIRECTORY DREDGING AND MARINE

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

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

C O N T R AC TO R S

ROHDE NIELSEN A/S

DUTCH DREDGING BV

ROYAL BOSKALIS WESTMINSTER NV

Nyhavn 20

Dr. Langeveldplein 11, 3361 HE

DK-1051 Copenhagen K

Sliedrecht, The Netherlands

Rosmolenweg 20

Denmark

Tel: +31 184 411999

PO Box 43

Tel: +45 33 91 25 07

Emaill: info@dutchdredging.nl

3350 AA Papendrecht

Email: mail@rohde-nielsen.dk

Web: www.dutchdredging.nl

The Netherlands

Web: www.rohde-nielsen.com

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

Tel: +31 78 69 69 000

Drs. C.J. van de Graaf

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

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

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

DREDGE EQUIPMENT

VAN OORD DREDGING AND

DREDGING INTERNATIONAL NV

HOLLAND MARINE TECHNOLOGIES BV

MARINE CONTRACTORS Scheldedijk 30, Haven 1025 Schaardijk 211

2070 Zwijndrecht, Belgium

3063 NH Rotterdam

Tel: +32 3 250 52 11

PO Box 8574

Email: info.deme@deme-group.com

3009 AN Rotterdam

Web: www.deme-group.com

The Netherlands

DEME is a world leader in the highly

Tel: +31 88 8260000

specialised fields of dredging,

Fax: +31 88 8265010

marine engineering and

Email: info@vanoord.com

environmental remediation. The

Web: www.vanoord.com

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

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

DREDGE COMPONENTS

DREDGE COMPONENTS

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

HEGEMANN GMBH | DREDGING

VANDEGRIJP IGS B. V.

GULF COBLA (L.L.C.)

Arberger Hafendamm 16

Rietgorsweg 11, PO Box 72

Jebel Ali Industrial Area 2

28309 Bremen, Germany

3350 AB Papendrecht,

PO Box 5708

Tel: +49 421 4107 201

The Netherlands

Dubai

Fax: +49 421 4107 299

Tel: +31 78 644 64 64

United Arab Emirates

Email: info@dh-dredging.de

Fax: +31 78 644 64 65

Tel: +971 4 803 7777

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

Web: www.vandegrijp.com

Fax: +971 4 880 4295

Maintenance dredging, reclamation works,

Manufacturer of dredging

Email: gc-info@gulfcobla.com

aggregate dredging and sand mining using

equipment. Production and

Web: www.gulfcobla.com

trailing suction hopper and backhoe dredgers.

sale of dredging-pipes

Contact: Jan Joost Post

Charter of self-propelled split hopper barges.

andaccessories.

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

F O R A DV E R T I S I N G R AT E S A N D F U L L E D I TO R I A L P R O G R A M M E , V I S I T W W W. P E M O N L N E . C O . U K

VOL 39 ISSUE 4 |

87

The Port of Lowestoft (See Port News - Page 52).

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