PEM Online Vol 39 Issue 5 2020 by A&A Thorpe

ISSN Serial No. 0965-8203

Volume 39 Issue 5 September / October 2020

PORT ENGINEERING MANAGEMENT

ABOUT PEM

Van Oordâ&#x20AC;&#x2122;s offshore installation vessel Aeolus (See Page 30)

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PORT ENGINEERING MANAGEMENT SECTION ABOUT TITLE PEM

WELCOME Welcome to the September/October edition of PEM ONLINE. As the world pandemic continues, with no likely time when it will come to fruition, the maritime world has had to continue. The one factor that has come out of the crisis is the move to digitalisation and remote monitoring, surveys etc, has quickened up. This is likely to continue, however, many say that a physical presence on-board by engineers, technicians and surveyors remains an important part of the continued service of ships. It will be interesting when this crisis finally comes to an end, how far we are down the line of ‘remote’ operations. All details of PEM ONLINE, including Editorial Programme, advertising rates etc, are given in our Media Pack – www.pemonline.co.uk PEM ONLINE (Port Engineering Management) is written by a highly experienced team of journalist, all of which have been in the industry for over 40 years. We are a small team, therefore the pride in the work produced is high and suited to any company involved in the various industries covered by PEM. Although every effort is made to ensure accuracy and reliability of the material published, Port Engineering Management cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements. © 2016 Port Engineering Management. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers. If you need notification for when PEM ONLINE is available, please send your Email address to sue@shipaat.com – Telephone number (44) 1268 511300 Alan Thorpe All other enquiries: PEM ONLINE Office 1 First Floor 374 Long Road Canvey Island Essex, SS8 0JU UK

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PORT ENGINEERING MANAGEMENT NEW DIGITAL JOURNAL

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

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

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PORT ENGINEERING MANAGEMENT The River Lek project (See Page 22) SECTION TITLE

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The La ENGINEERING Corbiere Lighthouse (See Page 68) PORT MANAGEMENT SECTION TITLE

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PORT ENGINEERING MANAGEMENT CONTENTS

CONTENTS 8 12 20 30 40 55 64 76 79

VIEWPOINT NEW VESSELS DREDGING WIND PORTS PORT EQUIPMENT PROJECTS LOCKGATE CONTACT DIRECTORY

C O N TAC T

Front Cover: the TSHD Mont Mandara, built by Holland’s Royal IHC and owned by Cameroon’s Port Authority of Douala (PAD) – See Page 12

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

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

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PORT ENGINEERING MANAGEMENT VIEWPOINT

BY PAU L B A R T L E T T

VIEWPOINT

PA N D E M I C F O C U S E S M I N D S A S P O R T S P R E PA R E F O R A DATA - D R I V E N F U T U R E COVID-19 has caused widespread trade disruption so far this year and ports have inevitably found themselves in the firing line. Mainland Europe’s ports to the west of the continent have recorded throughput reductions mostly in top single or low double digits. Port executives are now redoubling their efforts to develop new business models, incorporating latest digital technologies, that could prove more resilient to trade fluctuations in the future. Considering the scale of disruption to global trade during the first six months of the year, ports on the European mainland have shown significant resilience. But it has also prompted port executives to consider strategies in which cargo terminals of all types can be made less vulnerable to trade disruption outside their control in the future. Despite performance that was better than some analysts predicted, Europe’s major ports have taken major hits to throughput so far this year. In Hamburg, for example, Germany’s largest port, first-half throughput was down by 12%. The largest fall hit imports, down 16.3%, largely because reduced steel production drove down imports of ore and coal. Meanwhile, container volumes were down in six of Hamburg’s top ten trading nations, with a 16.4% plunge in box cargo from China, the port’s largest trading partner by a wide margin, which of course proved impossible to offset through other business. Bucking the downward trend, Axel Mattern, Joint CEO, Port of Hamburg Marketing revealed, were trading partners including the US, up 1.5%,

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Singapore, with cargo volumes up 5.5%, the UK, increasing by 39% largely driven by repositioning empty containers for German industry, and Malaysia, up 1.7%. Higher trans-Atlantic volumes to and from the US were attributable to four new services introduced early in 2019. Meanwhile, further south, the Netherlands’ two largest ports – Amsterdam and Rotterdam – logged similar reductions in throughput. Amsterdam business fell by 12% over the first half of the year although port executives said that a likely bounce in business during the second half would probably not mean that more cargo would be lost when full-year figures are reported. Throughput at Rotterdam, meanwhile, fell by 9.1%, with a significant decline in bulk cargoes including coal, ores and mineral oil products. Small reductions in container volumes were recorded, however, and biomass and LNG cargoes bucked the trend, with increased volumes. Allard Castelein, Port of Rotterdam Authority CEO, said that lower throughput was an inevitable outcome of the pandemic which was being felt world-wide. However, he had some upbeat comments too. “On the positive side, the throughput volumes in the second quarter turned out to be better than initially expected. Nevertheless, it is not in Rotterdam’s nature to sit back and watch. That is why the Port Authority has conducted a review to determine which public-private investment projects can be accelerated. In that way, the government and the Port of Rotterdam can team up to further the sustainability

PORT ENGINEERING MANAGEMENT VIEWPOINT

Hamburg’s first-half throughput was down by 12% due mainly to COVID-19

of the economy, while giving it a kick-start at the same time. The ‘Starter Motor’ initiative, as it is known, is aimed at stimulating investment to help the economy to recover more quickly. The objective is to accelerate forward-looking investments in growth and earning capacity, the port explained, whilst also advancing the energy transition and strategies to make the country’s economy more sustainable. Examples of Starter Motor projects include the construction of a hydrogen network and the roll-out of shore power. However, the Port Authority warned of considerable uncertainty ahead, much of it centred on whether there is a second wave of virus infections. Since its second quarter statement, however, it has become clear that in some countries, the first wave of the virus is worsening and, in others, a second wave appears to have arrived and is accelerating. Another significant uncertainty and potential source of disruption, the port noted, was whether or not the EU and the UK can succeed in negotiating a post-Brexit trade agreement. Once again, since the port made this observation, events have moved on and such an agreement now looks to be and even greater challenge. In Belgium, the Port of Antwerp recorded surprisingly good figures. Container traffic over the first half of the year actually rose a little – by 0.4% – compared with the corresponding period in 2019. This was a notable result, based on a strong first quarter in which container volumes rose by 9.5%. The half-year result was still significant, however, considering the number of blank sailings from during the second quarter. These peaked during months of April and May, with about 60 sailings cancelled over the period. The port’s COE, Jacques Vandermeiren urged caution, however, “The impact of the shutdown

of the global supply chain due to the coronavirus crisis has been felt from the second quarter onwards, and will affect the total throughput of goods this year.” Blank sailings had caused significant disruption although a lower frequency of calls had been offset to some extent by larger vessels with a higher number of boxes being handled per ship. This may have some negative implications, however, as peaks in container handling pose challenges in ship-toship operations, intermodal links and landside operations.

C O N TA I N E R P O R T S GEAR UP FOR D I G I TA L F U T U R E Apart from the obvious disruption to cargo flows, COVID-19 may also have focused attention on other aspects of port operations where potential efficiency gains could be made. And a number of leading ports in Europe and Asia, together with container lines, are pioneering new digital technologies and real-time data transfer to allow all parties in the world’s supply network, including ocean carriers, ports, terminal operators, landside transport operators and shippers to have precise knowledge of specific cargoes on the move at any time. Effective data management is a vital component of these new systems. Portbase, for example, manages digital infrastructure for the Dutch ports of Amsterdam and Rotterdam. It is now working with TradeLens, a blockchain setup, to connect the ports with a global network of carriers, terminals and inland transport providers. Portbase will provide a data hub for trade through the Dutch ports which will enable a container, for example, to be followed along the supply chain from origin to destination.

Where’s my parcel? Courier companies ashore have systems that are designed to support and track parcel deliveries VOL 39 ISSUE 4 |

PORT ENGINEERING MANAGEMENT VIEWPOINT

Traffic entering the port of Rotterdam

to companies and private individuals. But anyone with experience of these supposedly digital networks will know that they are only as resilient as the accuracy of their data allow. And frequently, because human beings are involved at certain stages, the data are not updated at the right time, and the outcome is a parcel consignment that is held at a cargo depot, or delivered late. In a recent White Paper, the Port of Rotterdam outlined the building blocks required for the efficient operation of a “Port of the Future” as management personnel face challenges including the energy transition, innovation, digitalisation and shifting trade patterns. The paper, written by Edwin van Espen, Rotterdam Port’s Manager International Port Development, began by highlighting some of the recent developments in port operations today. Geographical location, for example, may not be a shipper’s main consideration – speed, efficiency and reliability of cargo flows may be just as important. “The port of today is a hub that handles not just cargo, but also data,” van Espen wrote. “Information comes in from a range of sources from shippers and shipping companies, but also from port authorities, terminals, customs and supervisory authorities. A port’s appeal as a hub depends on how good we are at linking these different sources. The effective coordination of data flows improves efficiency, transparency, predictability and lead times. The port of the future will be a vital digital connection in multiple chains – many of which have already become predominantly digital themselves.” Van Espen continued by describing how the 10

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smart ports of the future may work. They will be digital and climate-neutral, powered by offshore wind, and they will operate with carbon-neutral vessels, sustainable industry and a circular economy. Real-time data will make operations predictable and safe. There will be no waiting times for ships, for which port calls will be as fast and efficient as pit stops. “By making the most of blockchain and the internet of things, these ports will cut emissions, and save time and money.” The White Paper set out seven building blocks - Organisation & Clients, Asset Management, Infrastructure, Energy, The Digital Transition, and Innovation. In the section relation to digital technology, van Espen said that COVID-19 has demonstrated how industries now rely on new technologies and digital systems and could prove to be a catalyst for even greater momentum in the future. But the scale of the transformation is huge. Every cargo sent by sea today requires about 200 separate documents and typically involves 28 organisations which have to share data with each other. Meanwhile 30% of goods fail to arrive on schedule and even when they do, shippers may not know their precise location or when they will be released. “The port of the future will be a digital port where cargoes are no longer delayed by inefficient exchanges of important data. Digital technologies allow users to share relevant data in real time with everyone involved – in a process that is as safe as it is reliable – including partners further along the chain with whom we have almost no contact at present,” van Espen predicted. “The opportunities are endless and the options are overwhelming.”

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

Dredging Offshore Environmental Infra marine

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PORT ENGINEERING MANAGEMENT NEW VESSELS

NEW VESSELS

R OYA L I H C DELIVERS TSHDS TO N M D C A N D D O UA L A After completion and successful sea trials, the 8,000 m3 TSHD Ghasha, owned by National Marine Dredging Company (NMDC) from Abu Dhabi, has left The Netherlands to start her first project in the UAE. The Ghasha is based on the successful design of the 6,000 m³ TSHD Arzana, which was also delivered by Royal IHC (IHC) in 2018. The vessel is equipped with the latest available software for efficient dredging, such as DP/ DT capability, a forwardlooking survey system, and can be monitored on the NMDC Dredge Fleet Monitoring System mobile phone app during operations.

The design and build of the Ghasha was marked by the determination and excellent collaboration of the project teams of both companies. The construction phase was affected by the social distancing required due to COVID-19, and the teams adopted extraordinary safety precautions and innovations in production as a result. The vessel now leaves behind the proud building and commissioning teams of NMDC and IHC, who coped admirably with the unexpected and heavy impact of the pandemic. This remarkable dedication, and the technologically advanced design of the vessel and its numerous innovative features, will enable our customer to meet the challenges they may face in their continued growth and development. Meanwhile, during late August, Holland’s Royal IHC handed over the 3,000 m³ TSHD Mont Mandara to Cameroon’s Port Authority of Douala (PAD) – See Front Cover of this issue. This successful delivery completes the PAD fleet, following its acquisition of an IHC Beaver 50 CSD and a DMC work boat in 2019. The new TSHD is an IHC Easydredge from IHC’s popular standardised range of dredging vessels,

The Ghasha leaving Rotterdam 12

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which are ideal for common maintenance and land reclamation projects. The Mont Mandara offers exceptional flexibility to PAD as it can be customised to adapt to its dedicated working environment. Initially, it will be used to execute vital dredging work to maintain the access channel to the port of Douala-Bonabéri. Thanks to the high level of co-operation between IHC and PAD, the TSHD was delivered extremely quickly following the effectiveness of the contract in March this year. The new vessel was constructed in Poland, and sea trials were completed in the Baltic Sea and off the Dutch coast, following delivery in The Netherlands. In addition to the delivery of Mont Mandara, IHC will also supply a spare parts package, ancillary equipment and extensive training to support PAD’s technical staff. “We are delighted to continue our excellent partnership with PAD with the quick delivery of this latest vessel,” says Arne de Kock, IHC’s Executive Commercial Director. “At IHC, we remain fully committed to supporting and increasing the capacity of our customers in their dredging activities.”

PORT ENGINEERING MANAGEMENT NEW VESSELS

A B S TO CL ASS G R E E N JA D E ABS is to provide classification services to the first floating heavy lift and installation vessel to be built in Taiwan. Named Green Jade, the vessel has been commissioned by CDWE, a joint venture between Taiwanese company CSBC and Belgium’s

DEME, and will be built at CSBC in Taiwan for delivery in 2022 for deployment in the region’s offshore wind market. “This is a key development for the region’s offshore wind capability and for the Taiwanese shipbuilding industry and we are delighted to be able to support it,” said Matt Tremblay, ABS Senior Vice President of Global Offshore Markets. “Offshore wind has huge potential for growth globally and ABS has the experience to help the industry achieve its

ambitions with an unwavering focus on safety.” At 216.5 m in length and with a crew of up to 160 people, Green Jade will be equipped to handle the heaviest monopiles, jackets and turbines and features a 4,000-tonne capacity crane. As well as DP3 capability and dual fuel engines Green Jade features a waste heat recovery system that converts heat from the exhaust gases and cooling water to electrical energy. An artist’s impression of the Green Jade

BAKKER SLIEDRECHT SUPPLIES M O N I TO R I N G E Q U I P M E N T TO C H I N E S E T S H D Holland’s Bakker Sliedrecht will supply its innovative condition monitoring system for measuring vibration of bearings in submersible motors to trailing suction hopper dredger

Jun Yang 1, currently the largest TSHD in China. Condition monitoring is a way to improve the preventive maintenance of the motor. Analysing deviations makes it possible to plan

maintenance better and early action can be taken in case of malfunctions. The system integrator has signed a contract with CCCC Guangzhou Dredging Company VOL 39 ISSUE 4 |

PORT ENGINEERING MANAGEMENT NEW VESSELS

(GDC) for the project. The condition monitoring system is engineered in Sliedrecht and installed on site by sister company Bakker Zhangzhou. The vessel can operate at great depths under severe conditions by the submersible pumps on the suction tube, which are equipped with oilfilled low-speed submersible motors, supplied by Bakker Sliedrecht. The system integrator from Sliedrecht has developed the system to measure the vibrations of the bearings in the motors. Bakker will install new sensors for this purpose that measure the bearings in order to collect and store data. That data is analysed through algorithms, so potential problems and deviations in behaviour or condition are immediately visible. “If you see something deteriorating in the motor or the bearings, you can intervene immediately to avoid damage. In addition, this system makes maintenance more plannable and predictive,” say technology manager Arend van der Velde and account manager Wim Verlek of Bakker Sliedrecht. “Without the submersible motors, the ship cannot do its job, so if the bearings have to be replaced, the ship will be out of service. That costs a lot of money. This downtime can be prevented or limited with this system.” Bakker Sliedrecht collects and analyses all data and sends GDC semi-annual reports on the general condition of the motor. In addition, a dashboard will be installed on-board showing the status of the motors. The 14

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dashboard also sounds the alarm when the system detects an error. Except for measuring vibrations in the bearings, the technique is further developed within the internal innovation programme. By expanding the system with more sensors, it can collect and analyse data about the temperature in the engines, the oil pressure or the engine power. The drive supplied by Bakker Sliedrecht and the frequency inverter of the submersible motors can also be monitored. “Our goal is to eventually integrate the entire electric train into the system, so that we can intervene early anywhere,” says Van der Velde and Verlek. “Due to the current global market developments, you can see that the movement towards predictive maintenance is accelerating. Bakker responds to this with new maintenance concepts and condition monitoring.” The monitoring system can either be added to existing submersible motors or supplied as standard with new motors.

DOP BECOMES FIRST LO C A L LY B U I LT DREDGER IN ARGENTINA SPI Servicios Portuarios Integrados for Mar del Plata port in Argentina has acquired a DOP Dredger component package from Damen Shipyards Group. The Argentinian shipyard will build major components and assemble the dredger. The DOP Dredger 250 will be used to dredge underneath a floating dock, which the shipyard wants to keep operational full-time. The trick is that the dock will remain in place during the dredging activities. The dredger will be operational early next year. The Argentinian shipbuilder

The TSHD Jun Yang 1

PORT ENGINEERING MANAGEMENT NEW VESSELS The DOP becomes first locally built dredger in Argentina

SPI has an extensive yard in the bay of Mar del Plata, located on the South Atlantic Ocean. Beside the newbuild of tugs, fishing vessels and barges, the yard also has a repair division. The 150 m floating dock is in use round-the-clock for repairing local vessels. Therefore, towing away the dock for dredging activities is not desirable. The DOP Dredger will be built by the yard – being the first locally built dredger in Argentinian history. SPI´s main strengths are based on the productive capacity and infrastructure available for the development of the repair and shipbuilding business. The infrastructure mentioned is located in the interior of ports (Mar del Plata and Caleta Olivia) and on the banks of Arroyo La Cruz (secondary artery of the Paraná Las Palmas River), in Campana, Buenos Aires. All the different elevation systems available at the shipyard require dredging maintenance tasks, due to the lack of natural water depths in the ports. That is why they must be dredged periodically in order to maintain the commercial activities that take place there. The DOP Dredger, type DD250, is a standard dismountable dredger. The dredge has been designed to remove silt or sand from -2.5 m to -15 m dredging depth. It pumps some 1,250 m3/hr using an Ø250 mm pipe line. The total installed power is 395 kW. Shipped in only a few containers, the operating cabin, power pack, a jet pack as well as various hydraulically driven

winches were included. The specific equipment (dredging pump, accessory equipment and control equipment) will be provided by Damen. In the development of this project Damen’s engineers worked together with SPI’s engineers in a modified version designed on a standard equipment base, which reach the shipyard´s needs and allows them to keep their lifting equipment at 100% of its operational capacity, making business more efficient. The DOP Dredger DD250 will be able to work in two configurations - with a cutter head targeting compacted soils and with a jet water assisted mining head for easy pumping away loosened bulk sediment. Especially with the compact jet water assisted head, the DOP pump – which is mounted at the bottom end of the ladder – will be able to reach the pit at -11 m underneath the floating dock. Due to continuous tidal movement and traffic in the busy post, each year a layer of silt of some 30-40 cm is built up underneath the floating dock.

As a complement to the main activity on which this investment is based on, the dredger will also be available for any port infrastructure need, with the possibility of being moved and easily assembled on where it is required. The DOP Dredger will not be used in Mar del Plata only. The modular construction of the dredge enables easy transport by road. SPI is planning to relocate the dredger regularly to their other two shipyards, being Campana Port – some 80 kms north of Buenos Aires – for the maintenance of another yard including floating dock. The trucks will also transport the DOP Dredger some 2,000 kms south to the Caleta Paula shipyard for the same maintenance duties, ensuring maximum uptime of the local shiprepair facilities. Mr Ciceri, SPI’s Purchasing Manager, comments, “We are happy to build the first dredger in Argentinian history. The dredger will ensure our independence so that we will be able to operate our floating dock more efficiently.” VOL 39 ISSUE 4 |

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The Green Waves

NEW VESSELS

DA M E N DELIVERS F C S TO REDERIJ GROEN During early September, Damen Shipyards Group delivered a Fast Crew Supplier (FCS) 2710 to Rederij Groen. This, the first delivery of the new FCS vessel in the Netherlands, took place in Scheveningen. The vessel has been named Green Waves. It has been less than six months from contract signing to vessel handover. The speed of delivery is due to Damen’s practice of building standardised vessels in series and for stock, the hull was already under construction at Damen Shipyards Antalya, Turkey. Rederij Groen has secured a contract to use the vessel to undertake crew transfers for the oil & gas industry in Germany and Denmark. Rederij Groen already operates a fleet of 10 Damenbuilt vessels, including three Damen FCS 2610 vessels. Like its predecessor, the FCS 2710 draws upon Damen’s Sea Axe hull – here seen in Twin Axe formation – to deliver safety and comfort, even in rough seas. The Sea Axe significantly reduces vertical slamming, enabling the vessel to glide through the waves. Building on the success of the FCS 2610, Damen has designed the FCS 2710 to offer 16

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more flexibility, greater deck space, more tank capacity, increased comfort and more accommodation. A key aspect of the improved comfort credentials is the vessel’s 1 m increase in height above the water. This enables the FCS 2710 to operate in waters with over 2 m wave height, considerably raising uptime. Although the vessel is just 1 m longer than the FCS 2610, it is able to transport twice as many passengers – the FCS 2710 can transport 26 personnel in its standard configuration. Damen has achieved this by creating a flush desk for the FCS 2710, maximising efficiency in space usage. In addition to the increased accommodation, this has enabled an increase in the size of the wheelhouse, whilst retaining 90 m2 for cargo transportation. Vincent de Maat said, “We are very proud of the fact the Rederij Groen has decided to use three Damen crew tender vessels –three FCS 2610 vessels and now the new FCS 2710, for their new project. Two of the FCS 2610 vessels – Green Wind and Green Water have been refitted earlier this year at Damen Shipyards Hardinxveld in preparation for their new job.”

HANSON L AU N C H E S NEW MARINE AG G R E GAT E DREDGER Hanson UK has successfully launched its new marine aggregate dredger (MAD), Hanson Thames. The MAD 3500 model, built by Damen Shipyards Group at its Galati yard in Romania, is capable of extracting marine-dredged aggregates in water up to 55 m deep and has been designed to ensure safe, comfortable operations – even in adverse conditions. The vessel’s innovative design provides increased payload and efficiency, which will allow it to carry up to 7,000 tonnes of marine aggregates on each trip, as well as improved fuel consumption and operational and maintenance savings. It is also equipped with enhanced safety features including an enclosed bow to protect

PORT ENGINEERING MANAGEMENT NEW VESSELS

equipment and dredge pipes positioned above the main deck. Hanson Thames will operate in the North Sea and English Channel. Hanson CEO Simon Willis said, “The introduction of the new MAD forms part of our strategy to replace our existing ageing dredgers, which supply essential sand and gravel to ready-mixed concrete, concrete block and aggregate bagging plants. Co-ordinated teamwork and Damen’s robust approach to safety have been instrumental in ensuring production continued during the COVID-19 pandemic so its launch could be completed. The project team have been commendable, and we look forward to working with the group during the next phase.” Damen will complete further work on Hanson Thames prior to commissioning, including its dredge equipment and screening installation.

C O P E N H AG E N ’ S N E W FIRE-FIGHTING VESSEL P OW E R E D BY VO LVO P E N TA Volvo Penta and Danish boatbuilder, Tuco Marine Group have partnered up to create a unique high-speed firefighting vessel that will join the Greater Copenhagen Fire Department. The Danish operator, Hovedstadens Beredskab (HBR) – part of the Greater Copenhagen Fire Department Association – recently commissioned the build of HBR 1 Copenhagen – a tough full cabin multi-response vessel that can sail under all weather conditions. The new vessel responds to emergency calls in the Harbour of Copenhagen and the surrounding area and navigating the city’s canals to deliver a fast and effective fire

The Hanson Thames at the Damen Galati shipyard

response to the residence. The finished vessel – built by Tuco Marine Group – is 15 m long and is propelled to a maximum speed of 29 knots (54 kms/hr) by Volvo Penta Inboard Performance System (IPS). Volvo Penta IPS is a complete propulsion system from helm to prop. Two Volvo Penta IPS450 power this vessel. Tuco Marine specialises in the module-based design of light, durable, reliable workboats. The HBR 1 Copenhagen is the latest model in Tuco’s ProZero series of fast workboats. “The ProZero-series offers user-specific designs,” says Managing Director of Tuco Marine, Jonas Pedersen. “HBR 1

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Copenhagen is a prime example

of this – everything is designed and built-in full compliance with the specific requirements of HBR. We recommend the Volvo Penta IPS for this build because it delivers exactly what our customer needed.” Effective fire response needs to be fast and reliable and Volvo Penta IPS ticks both those boxes. This complete and integrated propulsion system is faster, more fuel-efficient, and more reliable than traditional inboard shaft installations. “The HBR 1 Copenhagen works for 12-hour shifts – with a crew of two emergency response specialists,” explains HBR’s Operational Planning and Analysis Manager, Claus Hjorth Christoffersen. “The crew has to be ready to move around the city quickly – with a response time of 10-15 minutes,” continues Claus. “As well as being fast, Volvo Penta IPS allows the vessel to be manoeuvred in a very agile way.” “Individually steerable Volvo Penta IPS drives are linked to the on-board Joystick Docking function,” explains Jonas Alkner, Area Sales Manager, Volvo Penta. “The joystick makes pulling up close to the source

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of a fire or navigating alongside other vessels easier and safer. Overall Volvo Penta IPS provides superior handling and performance when it’s needed most.” Another key advantage of Volvo Penta IPS is its compact size. This leaves space in the vessel’s enclosed cabin for a reclined patient, 10 seated passengers, a defibrillator, and O2 equipment as well as first aid supplies. For firefighting, HBR 1 Copenhagen is also equipped with a pump, water cannon, two-ton crane, and diving platform. Below deck, in the storage room, there is 180 m of fire hose along with an additional portable pump for on land use. So, the crew is prepared to respond to a multitude of different emergencies. “We are delighted that Volvo Penta IPS was chosen to power this vessel,” exclaimed Gerard Törneman, Sales Project Manager, Volvo Penta. “Our long history of working with Tuco Marine made this job very straightforward. And I think the results speak for themselves – the HBR 1 Copenhagen is truly a vessel fit for the challenge of protecting Copenhagen.”

The HBR 1 Copenhagen

KEPPEL WINS US DREDGER C O N T R AC T Singapore’s Keppel Offshore & Marine has, through its whollyowned subsidiary, Keppel AmFELS, Brownsville, Texas won a contract for the construction of a high-specification TSHD for Manson Construction. The TSHD will be the first dredger built at Keppel AmFELS”. When completed, the dredger will have a hopper capacity of 11,500 m3 and will operate primarily in the US Gulf and Atlantic coasts of the United States. It will be Jones Act Compliant and built to the requirements of ABS. Measuring 128 m long with a breadth of 25 m and draft of 8 m, the TSHD will be a highly automated vessel with a diesel-electric power system. John Holmes, Manson Construction Co. president, said, “We are pleased to be partnering with Keppel AmFELS, due to their impressive vessel construction capabilities. Their value proposition is strengthened by our shared focus on safety. We are confident they will provide us an efficient, environmentallyfriendly and high quality dredge that exceeds the stringent environmental restrictions and regulations for dredges in the US. Our high performing dredges, combined with our expertise, enable us to meet the strong market demand for a variety of work including keeping the marine

PORT ENGINEERING MANAGEMENT NEW VESSELS

Keppel’s AmFELS facility in Texas

PORT OF BERGEN ORDER N E W E N V I R O N M E N TA L LY F R I E N D LY WO R K B OAT Norway’s Port of Bergen has entered into an agreement with Maritime Partner AS for the delivery of a new work- and security boat that will replace the two boats currently in use. The boat - an Alusafe 1500 MPV - will be powered by a hybrid system, using diesel for long range/high speed and electric propulsion for slower speed and station keeping. The boat will be delivered and taken into use in May 2021. The Maritime Partner Alusafe 1500 MPV

“The new boat we are ordering is an important step towards the goal of a zero-emission port,” says director Johnny Breivik in the Port of Bergen. “When the boat operates in the inner port limits, it will always use battery power. The port area is quite large, and some facilities are remote, and sailing longer distances require higher speed. This is achieved by using two of the most efficient diesel engines in the market.”

transportation highway open throughout the US.” Chris Ong, CEO of Keppel O&M, said, “This is an exciting first newbuild project for Keppel O&M with Manson Construction and we will be building the largest US hopper dredger. We look forward to supporting Manson Construction Co as they grow their fleet of vessels. This latest project represents Keppel’s ninth newbuild dredger. To date, Keppel O&M has delivered four dredgers and is currently building another four, with hopper capacities ranging from 6,000 m3 to 10,500 m3.

The hybrid boat - an Alusafe 1500 MPV - will be built in aluminum, which is a 100% recyclable material. It is powered by battery or energyefficient diesel engines with seamless transition. The Alusafe 1500 MPV has a large front deck, bow ramp and crane as well as a spacious bridge. The boat is built to handle most tasks in maintaining the port facilities. Towing and handling of other small craft, personnel transport, rescue missions and oil pollution duties. As such it is suitable for most tasks a modern port is faced with. The propulsion is by twin water jets which are connected to the diesel- and electric motors via a marine gear. The top speed is over 27 knots. Batteries can operate the vessel at speeds in excess of 5 knots for 2-3 hours. VOL 39 ISSUE 4 |

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DREDGING

VA N O O R D W I N S F R I E S L A N D C O N T R AC T

Contracted by the Dutch Province of Friesland, Hollandâ&#x20AC;&#x2122;s Van Oord has successfully installed five Atlantis tubes in Lake IJsselmeer near Kornwerderzand. The 340 m long dam is part of the construction work for the Fish Migration River project. Atlantis tubes are elongated bags made of specially developed geotextile fabric which are filled with sand by dredging equipment. This is the first time the Atlantis tubes have been used to create a dam. Atlantis tubes offer the possibility to construct both temporary and permanent dams in a

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sustainable manner. This method reduces the use of primary building materials such as stones and sand and therefore also reduces the emission of fossil fuels by transport. Finally, there is a significant cost reduction due to the absence of purchasing, transport and application of stone materials. It also gives substance to the ambition of the Province of Friesland - sustainable and cost-effective building. The Atlantis Tubes are derived from Geotube technology and are made of extra strong plastic fabric that combines a high sand density with high water permeability.

The storage capacity is up to 2,000 m3 of dredged material. Thanks to this unique combination, it is now possible to use dredging equipment such as trailing suction hopper dredgers and cutter suction dredgers for the filling process. During this process, the water flows through the textile and specially designed overflow valves to the exterior and as a result the sand and sludge are compacted into a solid sand body. The Atlantis tubes have a maximum length of 150 m and a diameter of almost 5 m. Van Oord and Ten Cate Geosynthetics have jointly developed the Atlantis tubes for use in hydraulic engineering projects world-wide. Atlantis tubes are produced by Ten Cate Geosynthetics and installed by Van Oord.

Van Oordâ&#x20AC;&#x2122;s floating pontoon Tamuata on the Fish Migration River project

DREDGING & LAND RECLAMATION MARINE CHARTER - SURVEY SERVICES

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

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

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

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

Gulf Cobla BUILT ON SOLID GROUNDS

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VA N O O R D P L AYS I T S PA R T I N T H E R I V E R L E K REINFORCEMENT PROJECT In the coming years, the dyke along the River Lek, in Holland, will be reinforced over a length of 55 kms from Amerongen to Schoonhoven. The large scale of the project and the ambitious goals of the responsible De Stichtse Rijnlanden Water Board mean that innovation will be necessary. The Water Board has therefore opted for the Innovation Partnership approach to tendering, which involves close collaboration with three Innovation Partners in this project, and they comprise - Van Oord, Mourik Infra and the consortium Heijmans Infra – GMB Civiel – de Vries & van de Wiel (the Lek ensemble). The collaboration started with the signing of the collaboration agreement during late August. The safety standards for the Netherlands’ vital river dykes were tightened up in 2017. The Lek Dyke is one that needs to be reinforced. The work is part of the Netherlands’ Flood Protection Programme. This is the biggest dyke reinforcement operation since the Delta Works, involving more than 1,300 kms of dyke reinforcement over the next 30 years. The Water Board ensures the safety of the dykes, but it also has high ambitions regarding sustainability and innovation, ambitions that can be achieved with an Innovation 22

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Partnership. The signing of the cooperation agreement marks the start of the unique partnership between the Water Board and the Innovation Partners. Collaboration is a mainstay of the Innovation Partnership approach, and takes place at three levels - innovation, the actual process, and the social level. This allows innovations to be developed fully on a large scale, with the parties involved learning from one another across the various sub-projects of the Strong Lek Dyke project. The Innovation Partners have a wide range of dyke reinforcement innovations available. In the coming period, studies will take place to determine which is the best innovation to implement. All three partners share the Water Board’s sustainability goal of reinforcing the Lek Dyke in a smart and emission-free manner. In this way, the project aims to demonstrate that it is possible to work sustainably on a large scale. The contract for the Strong Lek Dyke project has now been awarded. As a result, the Innovation Partners are now all ‘on-board’. It is only with cooperation and the courage to do new things that innovations can be rolled out on a large scale. The partners are joining

The River Lek project

in the plan development phase and will form a joint team with the Water Board. The Strong Lek Dyke project forms part of the Netherlands’ Flood Protection Programme. This involves the various water management authorities and the Department of Public Works and Water Management collaborating on the biggest dyke reinforcement operation since the Delta Works. At least 1,300 kms of dykes and 500 sluices and pumping stations will be reinforced over the course of the next thirty years. In this way we are working to make the Netherlands a country where people can live, work, and relax safe from the danger of flooding.

UA E PROJECT F O R JA N D E NUL The protection of oceans and watercourses is a top

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priority for Jan De Nul Group. So when it mobilises for projects world-wide, the Group asks them to organise local beach clean-ups. Jan de Nul’s colleagues in the UAE rolled

S LU D G E T R E AT M E N T PL ANT AMORAS PROCESSES MOST H E AV I LY P O L LU T E D DREDGED SPOIL The Flemish government, Port of Antwerp and contractor SeReAnt have started with the dredging and processing of the most heavily polluted dredged

up their sleeves during midJuly. Within the framework of our CSR policy (Corporate Social Responsibility), where it is Jan de Nul’s ambition to continuously reduce our ecological footprint, they organised a successful beach clean-up at the Dubai Waterfront. Over a distance of 2.3 kms, they filled 213 bags with waste from the beach. In total, they cleaned up over 3,500 kg of waste and as a result, the government of Dubai, awarded them an appreciation certificate for the clean-up operation. Jan De Nul Group is aware of its impact on people and

the planet. Through a well thought-out and sound CSR policy, based on the Sustainable Development Goals, we seek to gradually increase our positive impact. Organising a beach clean-up on a project contributes directly to SDG 14 Life below water and is a way to keep oceans healthy. Other steps include the reduction of the ecological footprint, which includes - thorough energy management, using 100% renewable fuel in the Benelux, deploying the Ultra-Low Emission vessels and having environmental engineers monitor biodiversity on projects.

Jan de Nul cleaning beaches in Dubai

spoil in the port, the so-called TBT sludge. “After years of research, there is now finally a solution to this historical pollution. This is a world-wide first and a milestone for Flanders and the port of Antwerp,” says Lydia Peeters, Flemish Minister of Mobility and Public Works. “We will remove

the most heavily polluted sludge from the port. This will improve the water quality substantially.” The Flemish government and Port of Antwerp jointly keep the docks of the port of Antwerp accessible for today’s ships. Every year, enormous quantities of sludge are VOL 39 ISSUE 4 |

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dredged for this purpose and then processed by the AMORAS dewatering plant. “One type of sludge could not yet be treated - sludge with elevated organotin concentrations or Tributyltin, TBT sludge for short,” says Yi-Bin Shan, Head of the Maritime Access Department of the Mobility and Public Works Ministry. “TBT was used world-wide in ship paint since the 1970s to prevent the accumulation of mussels and algae on hulls, but has been completely banned since 2003. The product is extremely harmful to the environment and is also difficult to break down. The sludge has been storing TBT like a sponge all these years and is gradually releasing the contamination. In this way, it disturbs the metabolism and hormone balance of mainly shellfish, such as mussels and snails.” “Together with the University of Antwerp, we have been examining for several years how to get TBT out of the port,” says Jacques Vandermeiren, CEO of Port of Antwerp. “We are proud that we are now finally able to tackle this historical pollution. Currently, the water quality in the docks scores below the European standard. With this project, the quality will strongly improve. As a port authority, we believe it is important to take responsibility towards society. We are the only port in the world that not only removes polluted sludge, but also ensures its sustainable treatment.” The Flemish government and Port of Antwerp make the necessary resources available 24

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for the dredging and processing of the most heavily polluted dredged spoil. “Flanders provides €25m annually for the exploitation of AMORAS. We are now making an additional investment of €700,000 a year to dispose of TBT-sludge in an ecologically responsible manner. In this way, we increase the accessibility of the port, an important task of the Flemish government,” says Flemish Minister Lydia Peeters. “Port of Antwerp has invested €1m in the preliminary phase of this project and will spend another €1.5m/year for the effective treatment of TBT sludge,” port alderman Annick De Ridder continues. “Port of Antwerp wants to be an inspiration for other ports and take a pioneering role in the field of sustainability.” Processing the total quantity of polluted sludge in the port of Antwerp will be a long-term assignment. A pilot project was started in 2018 after having obtained the necessary permits and after having made some modifications to the water treatment plant. “We have added an extra step in our processes and installed activated carbon filters. They filter the toxic substances out of the water after they have passed across our treatment plant,” explains Yi-Bin Shan. “During this pilot project, we already dredged, transferred and treated 185,000 m3 of heavily contaminated sludge in the AMORAS plant. This has enabled us to properly map out the impact on the plant as well as all potential risks. Now, there is an agreement to

remove 800,000 m3 of sludge from the docks over the next five years and to process it into 500,000 tonnes of filter cakes. We will first remove the sludge obstructing the nautical access and the worst TBT hotspots in the older, southern part of the port. After this, we will take on the other port areas.”

Procedure :

• The contaminated TBT sludge

is dredged from the docks. With a 15 m³ eco-friendly gripper, avoiding spreading the pollution to the surrounding water

• The dredged spoil is

transported to the AMORAS treatment plant in transport containers of 2,400 m³

• SeReAnt, the contractor

operating the AMORAS plant, extracts the sludge from the transport containers and pumps it into the treatment plant

• Coarse dirt and sand are removed

• The waste water is purified

via a water treatment plant and then led back to the docks. TBT sludge is also purified by activated carbon. The water then flows back to the docks

• The sludge is processed into

a dry end product - filter cakes that are safely stored on site Through AMORAS, the Flemish government and Port of Antwerp are working together on the sustainable and long-term storage and treatment of dredged spoil from maintenance dredging works in the Antwerp docks. AMORAS stands for ‘Antwerpse

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The Amoras project in the Port of Antwerp

Mechanische Ontwatering, Recyclage en Applicatie van Slib’ (Antwerp Mechanical Dewatering, Recycling and Application of Sludge). The Mobility and Public Works Ministry is responsible for 80% of the funds, Port of Antwerp for the other 20%. Since 2011,

the dewatering plant annually processes 450,000 tonnes of dry matter into filter cakes. The Temporary Trade Association SeReAnt operates the plant. SeReAnt is a partnership between the environmental companies DEC of DEME Group and Envisan of Jan De Nul

Group. AMORAS is constantly looking for solutions to reuse the dry matter obtained from non-polluted dewatered sludge in useful applications. Several options are being explored, but especially the concrete industry shows interest in the filter cakes.

GLDD WINS MAJOR US D R E D G I N G C O N T R AC T S

Dredging Project (Maintenance, North Carolina, $14.6m)

Great Lakes Dredge & Dock Corporation (“Great Lakes”) (NASDAQ:GLDD), the largest provider of dredging services in the United States announced today the receipt of several major dredging awards totalling US$117.8m. The awarded work includes:

• Delaware River to

• Mississippi River, Baton Rouge to Gulf of Mexico, Head of Passes Hopper Dredge Disposal Area Project (Maintenance,

Louisiana, $44.9m)

• Brigantine Inlet to Great

Egg Harbour Inlet, Absecon Island, Atlantic County Beach Renourishment Project (Coastal Protection, New Jersey, $24m)

• Coastal Storm Risk

Management Project, South Ponte Vedra and Vilano Beach (Coastal Protection, Florida, $15.2m)

• Wilmington Harbour Inner Ocean Bar Maintenance

• Sabine-Neches Waterway,

Texas Maintenance Dredging Project (Maintenance, Texas and Louisiana, $10.3m) Chesapeake Bay Inland Waterway Maintenance Project (Maintenance, Delaware and Maryland, $8.8m) The Mississippi River, Baton Rouge to Gulf Head of Passes Project work consists of the removal and satisfactory disposal of material excavated from the Hopper Dredge Disposal Area. Material excavated will be pumped VOL 39 ISSUE 4 |

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GOOD YEAR S O FA R F O R BOSKALIS

The Port of Wilmington

direct and beneficially placed for marsh creation at the West Bay site. Work is estimated to begin in December of 2020 with expected completion in the fourth quarter of 2021. The Brigantine Inlet to Great Egg Harbour Inlet, Absecon Island, and Atlantic County Beach Renourishment Project involves the placement of sand at Atlantic City, Ventnor, Margate and Northport beach locations. Work on this project is estimated to begin in the third quarter of 2020 with expected completion in January of 2021. The South Ponte Vedra and Vilano Beach Coastal Storm Risk Management Project entails the placement of sand over three miles of beach with sand being dredged from the St. Augustine Inlet Flood Shoal. This project will provide an environmentally friendly defence against future storms, beach erosion and sea level rise. Dredging work on this project is expected to complete in the fourth quarter of 2020 and dune grass planting and fencing is estimated to complete in the spring of 2021. The Wilmington Harbour Inner Ocean Bar Maintenance Dredging Project work includes dredging of the Inner Ocean Bar segment of the shipping 26

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channel and placement of material for coastal protection and beach renourishment on Bald Head Island. Work on the project is estimated to complete in the first quarter of 2021. The Sabine-Neches Waterway, Texas Maintenance Dredging Project entails the maintenance dredging from the Sabine Pass Channel, Sabine Jetty Channel Outer Bar and Outer Bank Channels with material disposal within four Offshore Material Disposal Sites. Work on this project is expected to complete in the fourth quarter of 2020. The Delaware River to Chesapeake Bay Inland Waterway Maintenance Project entails maintenance dredging from the Inland Waterway C&D Canal in Upper Chesapeake Bay. Work on this project is estimated to complete in the fourth quarter of 2020. David Simonelli, Chief Operating Officer commented, “Great Lakes is pleased to add these major coastal protection and maintenance dredging awards to our backlog. These projects are aligned with our strategy to provide dredging services to support the overall improvement and resiliency of our country’s environment, coastlines and infrastructure.”

Holland’s Royal Boskalis Westminster had a very good operational first half year considering the circumstances. The operating result increased sharply compared to last year with revenue at virtually the same level. Furthermore, Boskalis’ financial position remains strong and the net cash position has improved significantly since the end of 2019. Nevertheless, the outbreak of COVID-19 has of course also impacted Boskalis. Operationally it is very challenging, particularly keeping dredging projects outside of Europe going due to prolonged travel restrictions and strict quarantine measures. At the Offshore Energy division the services activities were particularly affected by the unexpected significant drop in the oil price, resulting in a lack of demand in parts of the offshore market. At the end of the first half year Boskalis undertook, in light of the COVID-19 pandemic and the sharp drop in the oil price, a critical review of the valuation of its vessels and balance sheet assets across the board. This has resulted in a virtually exclusively non-cash extraordinary charge of €147.8m. This charge mainly comprises an impairment on goodwill and vessels in two

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joint ventures as well as of a limited number of our old own vessels earmarked for scrapping. Within the Dredging & Inland Infra segment revenue declined mainly due to start-up delays of projects. The largest revenue contribution came from the Singapore region, the Indian subcontinent and the Middle East. Boskalis Nederland had a strong first half of the year with Dutch Inland Infra projects contributing well to the result. On balance, the divisional result dropped compared to the same period last year, due in part to COVID-19-related operational disruptions and a lower fleet utilisation. At Offshore Energy revenue of the contracting activities was stable with a busy first half of the year at Seabed Intervention. Revenue of the services activities declined slightly, impacted by the sharp drop in the oil price. The survey activities of Horizon have been fully consolidated since the start of 2020, resulting on balance in a rise in revenue from services. The sharp improvement in the operating result of the division was partly due to the consolidation of Horizon but particularly due to good results on projects at Seabed Intervention and Subsea Cables. Salvage had a very good first half of the year with significantly higher revenue and good results on several projects. The contribution of the Towage joint ventures was virtually stable, taking into account the sale of our interest in Kotug Smit Towage in 2019. The customary holding and non-allocated group costs

were reduced thanks to a wide range of cost-saving measures in response to the outbreak of COVID-19. Peter Berdowski, CEO Boskalis said, “The first half of 2020 was a rollercoaster in which we pulled out all the stops to steer the company through the COVID-19 crisis. Despite the unprecedented challenging circumstances we achieved an excellent operating result in the first half of the year. This remarkable achievement would not have been possible without the tremendous commitment and flexibility of our people working on the vessels, the projects and from home. They deserve a big thank you. “It goes without saying that the health and safety of our colleagues has been our number one priority since the outbreak of COVID-19. Colleagues are still working from home where possible. In order to keep the projects and vessels in operation we had to come up with a lot of tailormade solutions. Relieving crews and project staff remains the

biggest challenge outside of Europe due to the many travel restrictions and quarantine requirements. “To safeguard the continuity of the company we implemented numerous measures at an early stage. Our overhead costs have been sharply reduced by bringing down our non-project-related expenses. And we have managed to considerably reduce the outflow of funds in 2020 by halving our capital expenditure programme, suspending our share buyback programme and cancelling the dividend payout. These measures have contributed to the good half-year result and the company’s strong financial position. “Thanks to the well-filled order book a large part of our revenue for 2020 is already secured. We look ahead at the rest of 2020 with confidence and expect to match the EBITDA level achieved in 2019. “It is difficult to predict the pace at which the global economy will recover from the

Boskalis’ Peter Berdowski

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COVID-19 pandemic, and it is equally difficult to estimate at this time how the markets relevant to Boskalis will develop. As soon as this becomes clearer we will reassess the market picture presented earlier this year in the Corporate Business Plan 2020-2022. One thing that has not changed is the unique role that Boskalis can play with its activities and expertise to make an important contribution to society in the development and protection of welfare and in advancing the energy transition. With the quality of our organisation, our vessels and above all our people we look to the future with confidence. “In light of this confidence and the company’s robust financial position we have decided to resume the share buyback programme.” The COVID-19 pandemic and its effects are expected to continue to be felt – both in society and economically – in the coming quarters. Although it is impossible to predict the extent and duration of the

impact, Boskalis has a strong basis with its well-filled order book and extremely sound balance sheet. At Dredging & Inland Infra we expect the picture to be stable for the rest of 2020, both in terms of revenue and result. The currently-known operational bottlenecks related to COVID-19 as well as the persistently competitive market have been taken into account in this projection. In the short term most of the volume of work is in Asia and Europe, with the timing of the startup and award of new projects being the biggest uncertainty. The projects in the order book ensure that a significant part of the revenue for 2020 has been secured with an expected virtually stable utilisation level of the hopper fleet and lower utilisation of the cutter fleet. The picture for Offshore Energy is not expected to change materially in the second half of the year. The services activities at Transport and Subsea Services will partly

Boskalis kept dredging projects outside of Europe going during this year

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depend on the spot market. At Survey, demand from the offshore wind sector remains strong and the oil and gas market is impacted by oil price developments. A good second half of the year is expected for the contracting activities Seabed Intervention and Subsea Cables based on the projects in the order book. At Towage & Salvage an exceptional first half of the year is expected to be followed up by a good second half of the year. The market volumes at Towage are stable and, as is customary, Salvage depends on new emergency response assignments and possible settlement results from old projects. Based on the fleet planning and projects in the order book and barring unforeseen circumstances, in particular COVID-19 related, the Board of Management expects that the 2020 EBITDA, adjusted for the extraordinary charges taken in the first half of 2020, will match the level achieved in 2019.

PORT ENGINEERING MANAGEMENT WIND

VA N O O R D AWA R D E D C O N T R AC T TO C O N S T R U C T H O L L A N D S E KUST (NOORD) the wind farm operational by 2023. Tjalling de Bruin, Project Director CrossWind said, “We are looking forward to working with our partner Van Oord to deliver the offshore wind farm Hollandse Kust (noord) in the Netherlands. With signed contracts in place and the Final Investment Decision taken, work can start in order to deliver clean energy by 2023.” As Balance of Plant contractor, Van Oord’s activities encompass the engineering, procurement, construction and installation of the foundations, inter array cables and transportation and installation of the wind turbines. Van Oord will deploy its offshore

installation vessels Aeolus, MPI Adventure and MPI Resolution and cablelaying vessel Nexus. Arnoud Kuis, Managing Director Van Oord Offshore Wind added, “We are very proud to be working together with Shell and Eneco as the Balance of Plant contractor for Hollandse Kust (noord). We can combine all our in-house knowledge and expertise for the construction of this offshore wind farm. Being part of this innovative project, Van Oord is again at the forefront of projects that contribute to the transition to renewable energy in the Netherlands.” Ruben Dijkstra, Director Offshore Wind Eneco commented, “We are very

WIND

Following the announcement that CrossWind received the permit for the Hollandse Kust (noord) offshore wind farm, Holland’s Van Oord has been contracted for the Balance of Plant scope. CrossWind is a joint venture between Shell and Eneco. Offshore wind is essential in achieving the energy transition in the Netherlands. In the 2030 Roadmap for offshore wind energy, the Dutch government states that more than 11 GW of offshore wind farms will be built and connected to the mainland by 2030. Over the past years, Van Oord has played an important role in the development and construction of several Dutch offshore wind farms, such as Gemini Offshore Wind Park and offshore wind farm Borssele III & IV and site V. Hollandse Kust (noord) will have an installed capacity of 759 MW, generating at least 3.3 TWhr/year. This is enough renewable power to supply more than 1m Dutch households with green electricity. CrossWind plans to have

Van Oord’s offshore installation vessel Aeolus

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happy to have Van Oord as a partner for the development of the Hollandse Kust (noord) offshore wind farm. Van Oord has had a successful track record for many years in a number of our offshore wind farms. They are a trusted partner, offering high-end technical solutions and on time delivery. We are looking forward to the start of the construction together with Van Oord.” Meanwhile, Van Oord’s heavy lift vessel Svanen successfully installed the final foundation for the Danish Kriegers Flak Offshore Wind farm in the Baltic Sea. A total of 72 monopiles were transported floating from Rostock, Germany, directly to the offshore site. The transition pieces were transported on barges from Aalborg, Denmark. Vattenfall awarded the transport and installation of the foundations for Kriegers Flak Offshore Wind farm to Van Oord. The Svanen installed all of the monopiles ahead of schedule. During execution all safety and COVID-19 restrictions were The Svanen

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in place, creating a safe work environment for those involved. Van Oord’s fleet for this project comprised 10 vessels, in order to carry out all works. To reduce the underwater noise a ‘double big bubble curtain’ was used during pile driving. The project team worked closely with Vattenfall and foundation suppliers EEW Group and Bladt Industries to deliver this project.

Ian Bremner, Project Director Vattenfall said, “With the last foundation successfully installed, one of the most important milestones in the success of the Danish Kriegers Flak Wind farm is achieved. The Svanen and the associated fleet have delivered excellent results. We are very pleased with the cooperation and continuous good spirit.”

M A J O R M I L E S TO N E AT T H E M O R AY E A S T O F F S H O R E W I N D FA R M Belgium’s DEME Offshore has successfully installed two of three offshore substation platforms (OSP) for the Moray East wind farm in the Moray Firth in Scotland. In the meantime jacket installation is also progressing with 20 jackets installed. The installation

marks a major milestone in the progress of the construction of the 950 MW offshore wind farm. DEME Offshore deployed a novel concept for this complex project, whereby the OSP jacket and wind turbine foundation design, construction and installation were fully aligned. Both offshore substation platforms were transported from the ENGIE yard in Hoboken, Belgium to the Port of Nigg in Scotland. Under the management of DEME Offshore, which is the EPCI contractor, the first topside was installed by offshore installation vessel Scylla during early August, while the second topside has now also been successfully installed. DEME Offshore’s seamless installation of the topsides enables the construction of Moray East to swiftly proceed to the next phase and the follow-on activities such as the export

PORT ENGINEERING MANAGEMENT WIND

The jackets for Nigg

cable works. Jan Klaassen, Business Unit Director DEME Offshore, emphasises, “We are proud to have proven that combining the design, construction and installation of the offshore substation foundations and wind turbine foundations is clearly a workable solution for the industry, especially in an EPCI contract format. Both foundation types were designed in a similar way and fabricated with the same companies so that we could optimise synergies such as design teams, fabrication set-up, transport and installation tools. It all worked out as planned and designed, and crucially, resulted in significant direct cost and schedule benefits for the customer.” The fact that DEME Offshore is successfully installing both the substation platforms and jackets, despite the many exceptional complications brought by the Coronavirus pandemic and ongoing knock-on effects, highlights that we always do our utmost to fulfill the requirements of our Customers, whatever circumstances we face. We will continue to work closely with all the partners involved to deliver this project within these difficult circumstances. Given the extensive scope and logistical challenges represented by this contract, DEME Offshore had made sure it was fully prepared well in advance of the start-up phase. We have dedicated a specialist team and significant management resources to this mammoth project to ensure operations are conducted to

the highest safety and quality standards and that every detail is thoroughly considered before

the next stage of the wind farm’s development.”

DEME OFFSHORE AWA R D E D D O G G E R B A N K C O N T R AC T DEME Offshore has been awarded a substantial (1) EPCI contract for the inter-array cables at the Dogger Bank A and Dogger Bank B wind farms in the UK, the first two phases of the 3.6 GW Dogger Bank Wind Farm which is the world’s biggest offshore wind farm under development. The far-reaching scope includes the engineering, procurement, construction and installation of the subsea cables for the combined 2.4 GW wind farm. DEME Offshore will supply, install and protect 650 kms of

66 kV inter-array cables and all related accessories. Dogger Bank Wind Farm is located more than 130 kms off the North East coast of England and is currently being developed in three 1.2 GW phases by joint venture partners SSE Renewables and Equinor. Dogger Bank will be the world’s largest offshore wind farm when complete and will generate enough energy to power over 4.5m homes every year – around 5% of the UK’s electricity needs. Production of the cable for VOL 39 ISSUE 4 |

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Dogger Bank A and Dogger Bank B will start in 2021 and will be installed using the state-ofthe-art DP3 cable installation vessel Living Stone. She was selected based on her huge cable capacity of more than 10,000 tonnes, and proven track record. This unique vessel boasts a DEME-designed dual-lane system, consisting of two cable highways – one for laying the cable and one where the next cable can be simultaneously prepared and have the cable protection system (CPS) installed. This significantly reduces the time needed for preparing the cables, minimises manual handling, increases the vessel’s workability and ultimately, improves production rates. DEME Offshore will work closely with SSE Renewables and Equinor to engage with the UK supply chain in the delivery of the project. Bart De Poorter, General Manager DEME Offshore,

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comments, “We are very proud to have been awarded this exceptional project, which represents the largest ever interarray cable contract in the world to date. The renowned cablelaying capabilities and stellar reputation of ‘Living Stone’ were key factors in securing this important contract.” Steve Wilson, Dogger Bank Wind Farm’s Project Director at SSE Renewables, says, “We are delighted to welcome DEME Offshore to the Dogger Bank project to undertake the manufacturing and installation of the 66 kV inter-array cables for Dogger Bank phases A and B in what is the largest ever inter-array cable order of its type. DEME, using its state of the art Living Stone vessel, has a proven track record in delivering large inter-array cable scopes, and this experience and capability will be essential to successfully install the 650 kms of cable required for Dogger

Bank A and B.” Halfdan Brustad, Vice President for Dogger Bank at Equinor says, “Dogger Bank Wind Farm is pioneering new technology, and at the forefront of scaling up significant energy infrastructure. This contract, for the largest ever order for inter array cables, demonstrates the sheer scale of this project when complete it will be able to generate around 5% of the UK’s electricity needs with power from the wind. The dual lane system on the Living Stone means we can reduce the time needed to install the cables, which for a project of this size greatly helps to reduce costs.” The contract with DEME Offshore is subject to joint venture partners SSE Renewables and Equinor reaching Financial Close on Dogger Bank A and Dogger Bank B, expected in late 2020. The cables on-board the Livingstone

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JA N D E NUL SIGNS C O N T R AC T WITH DOGGER BANK WIND FA R M Dogger Bank Wind Farm and Jan De Nul Group have announced the signing of the final contract for the transport and installation of the GE Haliade-X offshore wind turbines at Dogger Bank A and Dogger Bank B, 130 kms off the Yorkshire (UK) coast, starting in 2023. Turbine delivery and installation at the first two phases of Dogger Bank Wind Farm will be the first assignment for the world’s largest offshore jack-up installation vessel owned by Jan De Nul Group the Voltaire. The 3.6 GW Dogger Bank Wind Farm, which is being delivered in the North Sea in three 1.2 GW phases, is set to be the world’s largest offshore wind farm when complete and is a joint venture between SSE Renewables and Equinor. When complete, Dogger Bank will generate enough energy to power over 4m homes every year – around 5% of the UK’s electricity needs. Dogger Bank Wind Farm secured 3.6 GW of offshore wind contracts in the UK Government’s 2019 contracts for difference auctions. Record low prices were awarded for

the three projects making up Dogger Bank Wind Farm: Dogger Bank A, Dogger Bank B and Dogger Bank C. Dogger Bank A and Dogger Bank B are now moving towards final investment decision, expected by the end of 2020. SSE Renewables is leading the development and construction phases of Dogger Bank Wind Farm and Equinor will lead on operations for its lifetime of at least 25 years, creating around 200 jobs in the North East. Steve Wilson, Dogger Bank Wind Farm’s Project Director at SSE Renewables said, “We’re very pleased to have signed the final contract with industry leader Jan De Nul Group to transport and install the turbines for Dogger Bank A and Dogger Bank B. Jan De Nul has a proven track record of transporting and installing new generation offshore wind turbines at scale and its stateof-the-art Voltaire vessel will be the largest and ultra-clean jack up vessel ever seen in the industry when operational. This contract further demonstrates the industry-leading status of Dogger Bank Wind Farm and the innovative supply chain partners such as Jan De Nul that are delivering the project.” Halfdan Brustad, Vice President for Dogger Bank at Equinor added, “Dogger Bank

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

is a record-breaking project, leading the way in terms of technology and scale. We are so pleased to have secured the Voltaire vessel for this project, not only is it the largest of its kind, but also the first Ultra-Low Emission jack-up vessel, which is truly pioneering. Innovation across all levels of the supply chain has enabled offshore wind projects to grow in size whilst reducing costs, and this has been a large factor in the growing success of offshore wind.” Philippe Hutse, Director Offshore Division at Jan De Nul Group commented, “We are delighted to have signed the first contract for our new generation jack-up vessel Voltaire and to work together with industry leaders SSE Renewables and Equinor. When taking the decision to build this exciting vessel we had exactly the type of project in mind like Dogger Bank Wind Farm in terms of scale and characteristics of the offshore sites and the turbines. We are proud to contribute to the worldwide transition to renewable energies by installing the offshore wind turbines at Dogger Bank A and Dogger Bank B in the most efficient and clean manner possible.” VOL 39 ISSUE 4 |

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T U R B I N E I N S TA L L AT I O N B O R S S E L E 1 & 2 S U C C E S S F U L LY C O M P L E T E D DEME Offshore and Siemens Gamesa have successfully completed the installation of the 94 turbines at Ørsted’s Borssele 1 & 2 Offshore Wind Farm in the Netherlands. The first turbine was installed in April 2020, and less than five months later, the turbine installation phase has been completed. DEME Offshore’s sisterships (installation vessels) Sea Installer and Sea Challenger have been deployed for the installation. It’s the first time Siemens Gamesa’s 8 MW offshore wind turbines will be used for a commercial project. The 94 SG 8.0-167 DD turbines have a tip height of 200 m and a rotor diameter of 167 m. The turbines will deliver enough electricity for 1m Dutch households. Ben Beardsmore-Rust, Ørsted’s project manager for the turbine package said, “Achieving this milestone has DEME’s Challenger

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been made possible due to the collaborative and tireless efforts of countless individuals from Ørsted, DEME, SGRE and our subcontractors. Together we have overcome the unique challenges of executing turbine installation during these difficult times and delivered a fantastic result. Thank you to all of those who’ve worked so hard in order to make this happen. I look forward to concluding the remaining offshore works and seeing all 94 turbines at Borssele 1 & 2 generating green electricity for so many people.” Henrik Egholm, EPC director Borssele 1 & 2 for Ørsted added, “The construction of our wind farm went really well. Now we have completed the installation of the foundations, cables and turbines, in only 9 months. We have been able to construct the whole 752 MW wind farm, during a pandemic without anyone being infected which all

can be very proud of. Naturally, we have worked according to the highest safety standard, both from a COVID-19 as from a construction perspective. I’m very proud of what we have achieved, together with our suppliers.” Michael Glavind, Business Unit Director DEME Offshore commented, “We are again demonstrating the benefits of our seamlessly efficient, duo-vessel turbine installation solution. Having two similar vessels deployed on the project brings many benefits to our clients in terms of preparation, planning and accelerated execution. We are proud of the two vessels’ crews and the project team for completing this turbine installation project. This achievement is even more remarkable considering the COVID-19 headwinds we faced.” Gert Overgaard, Project Director at Siemens Gamesa stated, “Installing the first SG 8.0-167 DD offshore wind turbines at Borssele 1 & 2 is indeed a noteworthy moment for us and all our project partners. We’re committed to leading the offshore wind industry through safety, innovation, reliability, and cost-efficiency. Strict COVID-19 protocols have ensured the health of our colleagues and those around them. We look forward to continuing the next phase of the project, and to our joint future successes.”

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JA N D E N U L I N TA I WA N Belgium’s Jan De Nul Group has started transportation of the pin piles for the 376 MW Formosa 2 Offshore Wind Farm. The first batch of 26 pin piles was loaded on the transportation vessel BBC Onyx at EEW SPC’s facilities in South Korea and offloaded in the Formosa 2 marshalling port of Taichung in Taiwan. Jan De Nul subcontracted EEW SPC for the supply of all 194 pin piles needed for the Formosa 2 Project. EEW SPC started fabrication in January at three different yards in South Korea and Malaysia. This first pile delivery, one of eight batches in total assigned to Germany’s BBC Chartering, is a significant milestone given the COVID-19 outbreak and its severe impact world-wide. All the pin piles will be stored in Taichung Port until foundation installation commences later this year. With Taichung Port being the logistics and operations hub for the Formosa 2 offshore wind farm project, Jan De Nul Group continues its partnership with Taiwan International Ports Co (TIPC) following the successful co-operation on the Formosa 1 Phase 2 project. For the port operations, Jan De Nul Group collaborates with Belgiumheadquartered Sarens and a team of Taiwanese suppliers including its long-standing partner Hung Hua Corporation, Ta Jia International, Jin An Logistics International and the Glory Shipping Agency Corporation.

Developed by Macquarie’s Green Investment Group, JERA and Swancor Renewable Energy Company Ltd., and located between four and 10 NM off Miaoli County, the 376 MW Formosa 2 OWF will have 47 Siemens 8 MW turbines on jacket foundations in up to 55 m water depth. Meanwhile, Jan De Nul’s offshore jack-up installation vessel Taillevent successfully installed for Taiwan Power Company (TPC) the very first Hitachi turbine onto its jacket foundation. With the first wind turbine installation completed, the project team will proceed with the commissioning process, along with the final termination of the subsea cable inside the tower. The TPC Offshore Wind Farm near Fangyuan, 8 kms off the West coast of Taiwan, will

comprise in total 21 units of 5.2 MW wind turbines, each installed on a jacket with transition piece, anchored to the seabed by four steel pin piles. “The successful installation of the first wind turbine on TPC’s first offshore wind farm is a remarkable achievement and the result of the good cooperation between Jan De Nul and Hitachi. We never lost sight of our goals, even in these unprecedented COVID-19 times. We look forward to producing green energy in Taiwan”, says Philippe Hutse, Director Offshore Division at Jan De Nul Group. The project, in particular the wind turbine installation campaign, has suffered significant delays due to restrictions and new regulations implemented by authorities in Taiwan and around the globe as a result of the COVID-19 pandemic. The TPC Offshore Wind Farm is constructed in a region where typhoons are

The Taillevent on-site in Taiwan

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very common. Consortium partner Hitachi pioneered this design by obtaining the Wind Turbine Class T certification, an international standard on windresistant design recognising the need in regions subject to frequent typhoons. “We are very proud of seeing our turbines installed in the open sea. Seeing this is a reward for all our staff who have put so many hours into this project. We would like to thank Jan De Nul for its remarkable support over the past years”, says Jiro Yasuda, General Manager of Energy Solutions at Hitachi.

The turbines are being installed by the Taillevent, specifically designed for the transport and installation of offshore wind turbines and foundations. The vessel measures approximately 140 m in length and is equipped with six spuds. She has an on-board crane with a lifting capacity of 1,000 tonnes and an auxiliary crane of 50 tonnes. Jan De Nul started the construction works for the offshore wind farm back in September 2018 with the preparatory onshore cable duct installation works to connect the existing onshore sub-station

to the cable interface near shore. In 2019, fabrication of the different components was initiated. In April 2020, the first foundation components were readied for transportation from the South Korean fabrication yards to the offshore windfarm area. In June 2020, Jan De Nul Group installed the first pin piles and connected the first export cable to shore. And by early August, Jan De Nul Group installed and anchored the very first jacket foundation to the seabed.

B LU E O F F S H O R E C O M P L E T E S C A B L E T R A N S P O R TAT I O N F O R TENNET’S PROJECT During July the tug Kamarina with the barge CC Atlantique carrying more than 8,000 tonnes of high voltage cable has safely arrived in Rotterdam. The cables will form the connection of TenneT’s HollandseKust (zuid) Alpha Platform to the onshore grid. Blue Offshore is proud to be able to contribute to the Dutch energy transition, as it has been awarded the contract by Van Oord to supply a full cable transport spread for both the HollandseKust (zuid) 2020 Alpha and 2021 Beta cable transport campaigns. For this transport Blue Offshore has mobilised the world’s first certified double basket carrousel barge, with 36

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each carrousel carrying approximately 4,000 tonnes of cable. The transport took place from Greece’s Hellenic Cables to the port of Rotterdam in The Netherlands. For this transport the barge 122 m long CC Atlantique has been chartered by Van Oord. Besides two large carousels and the dedicated control systems, all deck engineering, technical crew and complete mobilisation service was provided by Blue Offshore. In the upcoming phase of the project the cables will be loaded into Van Oord’s cablelayer Nexus for the installation offshore. A spare cable will be delivered to TenneT in Eemshaven. The HollandseKust (zuid)

Alpha grid connection must be ready in 2021. Beta is scheduled for completion in 2022. The HKZ wind parks combined will supply 1,500 MW of renewable energy, sufficient to supply up to 3m households with power.

The CC Atlantique with 2 x 4,000 tonnes of ca

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ABS SUPPORTS TURBINE GUIDES ABS is supporting growing global demand for offshore wind with updated guides addressing both floating and bottom-founded wind turbines. The revised guides incorporate lessons learned from a range of projects in Europe and North America. In addition, the latest developments in International Electro-technical Commission (IEC) standards for offshore wind turbines, as well as up to date industry best practices and

able moored in Rotterdam

industry feedback are included. “As the global market for offshore wind energy continues to grow, ABS has been involved in a range of industry-leading projects. These updated guides bring together all that experience to better support projects at a range of maturity stages, including concept design, prototype demonstration, pre-commercial wind farms and large utilityscale commercial wind farms,” said Matt Tremblay, ABS Senior Vice President, Global Offshore. The updated ‘ABS Guide for Building and Classing Floating Offshore Wind Turbines’ (FOWT Guide) and the ‘ABS Guide for Building and Classing BottomFounded Offshore Wind Turbines’ (BOWT Guide) both include additional notations. The BOWT Guide includes new notations addressing the design fatigue life of the installation. Additionally, new load cases aligned with the

ABS updating guides addressing both floating and bottom-founded wind turbines

IEC standards are added for a robustness check of the support structure for tropical cyclone prone areas. The updated FOWT Guide includes new notations addressing design fatigue life, strength criteria for site-specific conditions and life extension. In addition, new detailed requirements for concrete hull structure, design load cases, and survey are added. Appendices are also added to provide guidance on wind spectra and coherence functions as well as tropical cyclone wind considerations. ABS has also updated its guidance notes on ‘Global Performance Analysis for Floating Offshore Wind Turbines’, which support the FOWT Guide with performance analysis methodologies, modelling strategies and numerical simulation approaches. VOL 39 ISSUE 4 |

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B O S K A L I S AWA R D E D T WO E X C E P T I O N A L TRANSPORT AND I N S TA L L AT I O N P R O J E C T S Holland’s Royal Boskalis Westminster recently took on two exceptional projects. The first project involves the transport and installation of five floating wind turbines for the Kincardine floating wind farm off the coast of Aberdeen in Scotland. The second project involves the installation of bridge sections of the world’s longest suspension bridge, the Çanakkale 1915 Bridge

in Turkey. Decisive factors for the award of both contracts are Boskalis’ versatility in the field of offshore transport and installation work and the wide variety of specialised Boskalis equipment with which it is able to fully execute the projects. For Cobra Wind International, Boskalis will transport and install five floating wind turbines for the Kincardine offshore wind farm 15 kms

offshore Aberdeen. This will be Boskalis’ first floating wind farm project. The turbines with a capacity of 9.525 MW each will be anchored at a depth of 60 - 80 m. In September 2020, the heavy anchor handling tug (AHT) BOKA Falcon will start installing the anchors and chains on the seabed. The floating foundations will be transported from Ferrol in Spain to Rotterdam, for which Boskalis will deploy the Fjord as a semi-submersible barge. In Rotterdam, the wind turbines will be mounted on the foundations, after which the floating wind turbines are towed to the wind farm. In addition to the BOKA Falcon and Fjord, three Boskalis AHTs will be deployed on this project. The BOKA Falcon

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MANOR MARINE COMPLETES W I N D FA R M S E RV I C E VESSEL

suppliers and contractors. With regards to propulsion, she is fitted with state-of-the-art quad

IPS 900 units and has been built with both efficiency and safety as paramount.

The naming ceremony for the Manor Endurance

UKâ&#x20AC;&#x2122;s Manor Marine has announced the completion of its latest vessel build for the offshore wind sector, the Manor Endurance for Manor Renewable Energy (MRE). Established 30 years ago, Manor Marine is a British shipbuilding and marine engineering company based in Portland, Dorset; with comprehensive facilities they build a range of offshore vessels and undertake large scale engineering projects, for both the European and global markets. The Manor Endurance follows the success of her sistership, the Manor Venture, also commissioned for MRE - since her launch in 2017, the Manor Venture has worked on several offshore wind projects including temporary power provision and dive inspection works. Valued at over ÂŁ4m and following a year-long build, the Manor Endurance embraces the use of cutting-edge hybrid technology, whilst maximising accommodation, deck space and cargo / fuel carrying capacity. The build utilised over 30 skilled personnel from the Manor Marine workforce, with support from numerous local VOL 39 ISSUE 4 |

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PORTS

P E K I N G R E T U R N S TO H A M B U R G !

After 88 years the historic four-masted barque Peking returned to its home port. The former sailing cargo ship left the shipyard Peters Werft, where it was successfully restored on behalf of the Hamburg Maritime Foundation (Stiftung Hamburg Maritim). At her interim berth at Bremerkai, the Peking will be converted into the main attraction of the future German Port Museum by the Hamburg Historical Museums Foundation (Stiftung Historische Museen Hamburg). The steel-hulled fourmasted barque was launched in 1911 by Blohm+Voss in Hamburg. The Peking is one of the so-called ‘Flying P-Liners’ of the traditional Hamburg shipping company F.

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Laeisz, which were known world-wide for their safety and speed. Together with her eight sister ships, the PEKING was mainly used in the salt-peter trade with South America, making 34 trips around the legendary Cape Horn in her time. After a conversion in 1932, the Peking was used as a boarding school under the name Arethusa. In 1974, the freighter was purchased by the South Seaport Museum in New York, where it served as a museum ship for over 40 years before being taken over by the Hamburg Maritime Foundation in 2015. Starting in the summer of 2021, the Peking will be accessible to visitors as a new highlight of the German Port Museum, which is scheduled to open

in Hamburg in 2025. Even though the historic saltpeter-route Hamburg-Chile is no longer served by traditional sailing vessels, the Port of Hamburg is well positioned in South American trade. A total of eleven liner services connect Germany’s largest universal port with South America, four of which regularly call at the ports of Arica, Iquique, Puerto Angamos, San Antonio and Valparaiso in Chile. Salt-peter has since been replaced by chemical fertilizers for the most part, which are handled at Hamburg’s numerous bulk terminals. Even amid the difficult economic conditions of recent months, the Port of Hamburg achieved an 8.1% increase in the handling of fertilizers.

The Peking arriving in Hamburg

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D P WO R L D I N Q U E B E C DP World and Canada’s Caisse de dépôt et placement du Québec (CDPQ have announced the expansion of their ports and terminals investment through a new commitment of US$4.5bn (CA$6bn), that will increase the total size of the platform to US$8.2bn (CA$ 10.6bn). DP World holds 55% share of the platform and CDPQ the remaining 45%. Since its launch in December 2016, the platform has invested in 10 port terminals globally and across various stages of the asset life cycle. The enhanced platform will continue to target assets globally, but with an increased scope to broaden its footprint in existing geographies, as well as new regions such as Europe and Asia Pacific. The investment platform will pursue its deployment and diversification objectives by expanding across a wider part of the integrated marine supply chain, such as logistics services linked to terminals. Sultan Ahmed Bin Sulayem, Group Chairman and CEO, DP World, said, “The partnership

between DP World and CDPQ has been very successful, and we have benefited from each other’s expertise. The opportunity for the port and logistics industry is significant and the outlook remains positive as consumer demand triggers major shifts across the global supply chain. Bestin-class, well connected ports and efficient supply chains will continue to play an active role in advancing global trade and cultivating the business environments closest to their operations. Alongside CDPQ, a steadfast partner whose longterm vision we share, we look forward to working together on new investments that will connect key international trade locations worldwide.” Emmanuel Jaclot, Executive Vice-President and Head of Infrastructure at CDPQ, added, “Building on the success of the first collaboration with our strategic partner, DP World, a world-class leader in ports and marine terminals, the enhanced platform will seek investments in high-quality

port and terminal infrastructure assets that will help design the future of smart trade and logistics. As we take the next step in our partnership, we will further diversify our geographic reach and look to seize new opportunities in a sector that, even during a uniquely challenging period, is driven by long-term fundamental trends.” Despite the impacts of COVID-19 and shifts in the global supply chain landscape, the ports sector has demonstrated a fair degree of resilience. Through recent strategic investments in automation and digital technology, DP World has strengthened its logistics capabilities, combined with its maritime services operations and world-wide network of ports and terminals, to provide a full suite of end-to-end smart supply chain solutions. As such, DP World is well positioned to face the current challenges experienced by the industry and to continue to provide innovative solutions to their customers worldwide. Sultan Ahmed Bin Sulayem

P & O F E R RY M A S T E R S C O M M E N C E O P E R AT I O N S AT LO N D O N GAT E WAY UK’s P&O Ferrymasters has taken occupation of a 21,460 m2 distribution centre space

on practical completion of the building. The company was able to set up business immediately VOL 39 ISSUE 4 |

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to manage and operate the new distribution centre, allowing it to meet increased market demand for warehouse and cross-dock activities at London Gateway. Taking a five-year lease at the brand new LG231 facility will enable P&O to further build its port/market-centric distribution centre strategy. It follows the opening of a new Rotterdam distribution centre in 2019 and complements the P&O Group developments in Tilbury – activities which are more continental cargo focused. LG231 is located at the heart of the Logistics Park and sits alongside DP World London Gateway Port, offering unique multimodal integration. It is Ferrymasters’ first facility in the UK supporting both imports and exports. DP World’s smart logistics solutions and industryleading technology allow P&O Ferrymasters to optimise its market-centric distribution centre strategy. Whilst London Gateway’s prime location just 16.9 kms from the M25 and 40.2 kms from Central London provides accessibility to one of Europe’s largest consumer markets. With state-of-the art port and rail terminals adjacent to the Logistics Park, London Gateway enables a supply chain which is faster, greener and more sustainable. The distribution centre itself is BREEAM Excellent, with an EPC ‘A’ rating and is Planet Mark accredited guaranteeing both sustainable construction and operations in the future. The primary focus of this facility is the Food & 42

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Beverage and FMGC industries but it is suitable for any vertical industry. Mark Mulder, Director Contract Logistics, P&O Ferrymasters said, “This additional new warehouse capacity at London Gateway marks an important additional step in our plans to enable trade flows across Europe. This new facility will provide the operational flexibility and capacity our customers need to ensure their supply chains are becoming even more efficient and effective with direct access to a central hub linking rail, road, deep sea and short sea. With both Rotterdam and London Gateway recently operational, we believe we are well positioned to provide resilient and agile supply chain solutions which have become more important than ever.” Oliver Treneman, Park Development Director, DP World London Gateway, added, “We are excited that P&O Ferrymasters has become the first tenant of LG 231. We look forward to working with P&O to deliver innovative and flexible supply chain solutions which add value to our customers’ businesses. LG 231 is the ideal location for P&O Ferrymasters to grow over the long term as DP World London Gateway has the capacity, when complete, to be the largest integrated port and logistics park in Europe. Together we can offer unrivalled service for customers and possess the potential to radically impact the whole supply chain and enable the smarter flow of trade.” DP World London Gateway

UK’s P&O Ferrymasters has taken occupatio

can develop buildings on a build-to-suit basis, from 9,292 m2 to 0.15m m2, obtaining planning consent within 28 days under its Local Development Order.

D P WO R L D MAKES LO N G - T E R M COMMITMENT TO I S P E C DP World has signed a major multi-year deal to continue its deployment of iSpec, the world’s leading web and mobile-based software procurement solution for buyers of capital-intensive equipment. The Dubai-based port and logistics giant’s latest contract renewal for iSpec covers three years and includes an option for a further two-year extension. DP World, which offers endto-end supply chain logistics solutions via its 123 business

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on of a distribution centre in Tilbury

units in 54 countries across seven continents, is a long-term supporter of iSpec, the core product of lifecycle contract management specialist Remy InfoSource. After signing its first contract for the deployment of iSpec in 2006, the latest contract renewal by DP World takes the partnership through to 2025. “We are delighted DP World has had so much success deploying the iSpec Lifecycle Contract Management solution for managing its global procurement of strategic equipment and has signed up for another extended collaboration via this contract renewal,” said Pieter Boshoff, CEO of Remy InfoSource. “The extended agreement is based on the long-term trusted relationship between DP World and Remy InfoSource. DP World will continue to leverage iSpec for strategic decision-making and management information allowing visibility, control and governance across its global business portfolio. This has been a highly fruitful partnership. As a leading global and smart trade enabler, DP World recognises

that innovative procurement technologies such as iSpec allow it to stay at the forefront of supply chain solutions.” Governments and companies regularly procure products and services worth millions, and sometimes billions, of dollars from external providers. Complex projects can take many years from idea to completion. Cost overruns, delays and implementations failures are often the norm rather than the exception. Various project management systems aim to support this process but, unlike iSpec, most focus on the vendor/provider instead of the buying organisation. iSpec’s web and mobile-based software has continuously been developed over the past 15 years specifically for buyers of capital-intensive outsourced projects. The software provides a unified platform for tender management with dedicated accounts for all relevant parties including all contract terms as well as technical specifications. After awarding the contract to one or multiple vendors, a seamless transition to the implementation phase prevents vendors renegotiating or

claiming to not have been aware of detail requirements. “We have developed the iSpec iNspect mobile inspection app to track ongoing delivery to guarantee specification compliance,” said Boshoff. “This dramatically reduces the risk of failed projects by streamlining the delivery process and facilitating end-to-end transparency throughout.” As businesses around the world have instructed staff to work from home during the coronavirus pandemic, the value of iSpec’s transparent digital management platform has been further emphasised. Online functions for managing procurement in iSpec cover everything from the drafting of contracts and tender publication through to commissioning and final handover, making the switch to remote project management seamless. “Our customers such as DP World have not suffered even a slight speed bump on their projects,” said Boshoff. “iSpec is the perfect enabler of remote working because all stakeholders can access everything from anywhere at any time. All stakeholder collaboration is conducted entirely online so no printed materials or face-to-face meetings involving costly travel are required.” On top of its standard suite of services, Remy InfoSource also provides DP World with robust technical support for iSpec, quarterly enhancements tailored to DP World’s requirements, VOL 39 ISSUE 4 |

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and smart dashboards and reporting capabilities that have together significantly improved the efficiency of its strategic equipment procurement. DP World also uses its iSpec platform to maintain the integrity of contract documents, facilitate collaboration with global stakeholders, and manage clause-based tender clarifications and tender response evaluations. “The DP World contract also provides effective risk management, tracks project compliance and delivery and ensures transparency and audit-ability of the entire procurement process,” said Boshoff. He added, “iSpec’s focus is very much on the buying organisation, which is why as a solution it is proving attractive for port and logistics companies such as DP World who have to get their procurement right to protect the bottom line. “If you have a system that tracks everything including all specifications, emails, approvals, correspondence, negotiations, Pieter Boshoff, CEO of Remy InfoSource.

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inspections, etc. all in a single point-of-truth and easily accessible to all stakeholders, then you can hold buyers and suppliers accountable, enforce compliance, resolve disputes and manage risk much more easily. It is when people work outside of an allencompassing solution that miscommunication occurs, deliverables are delayed and contractual disputes arise.”

ABP INVESTS IN PORT OF LOW E S TO F T UK’s Associated British Ports (ABP), the owner and operator of the Port of Lowestoft has invested more than £250,000 in the construction of a new fuel bunkering facility to support the UK Southern North Sea (SNS) energy sector. The bunkering facility received its first fuel from the vessel, Thun Grace, which called at the Port of Lowestoft on behalf of Peterson UK and GEOS Group as part of a strategic partnership to carry out fuel services. GEOS Group provides fuel directly from a UK refinery to various ports around the UK. John Shade, UK Fuel Manager, said, “This new fuel bunkering facility provides operators from the oil and gas and offshore wind sectors with another reason to use Lowestoft as their port of choice, with capability and capacity now in place to service any vessel that comes

The Thun Grace arrives at Port of Lowestoft

into the port. We are pleased to have worked in partnership with ABP and GEOS Group to create a competitively priced solution in a very convenient location.” Barry Newton, Director, GEOS Group, added, “We are delighted to be able to provide a fuelling facility in Lowestoft, both supporting and adding to port services, and are excited to work with ABP in the development of the port going forward.” Construction of the new facility, which included the raising of bund walls, began in November 2019 and was completed on schedule by the local contractor Brooks and Wood. Paul Ager, ABP Divisional Port Manager – East Coast, added, “Today marks another important milestone in our partnership with Peterson UK and GEOS Group, which will help support jobs and the regional economy at this vital time. With this new bunkering facility our marine teams are able to support the UK SNS energy sector 365 days a year, making sure that our customers get a consistent, cost-effective and efficient service.”

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Since the start of ABP and Peterson UK’s long-term business partnership in January 2019, the two companies have celebrated a number of successes, including reaching the milestone of handling 100 vessels in October 2019. Since then, this figure has grown to more than 350 vessels, which have called at the port.

WO R L D O F PORTS ADDS F I R E P OW E R TO M A R I N E ASSURANCE A R M O U RY Having redeveloped its World of Ports portal from the ground up over the last 18 months, Inchcape Shipping Services has rolled out the first release of Version 2.0 focusing on Port Data and ship-to-berth compatibility. VP of Sales & Product Development Jeff Clark says this and an abundance of new features in upcoming

releases will provide customers with an unmatched level of market intelligence and transparency. World of Ports was launched in 2007 and has been available online since 2010. “The service was born out of an initial request from a customer for a dataset their chartering team could work with to make their cargo operations more efficient,” says Jeff Clark, VP of Sales & Product Development. “From there we launched a solution that now serves as a single source of trusted data for all our customers spanning oil and gas majors, shipping companies and ship managers globally.” The key differentiator versus other port intelligence providers is that the data is collected directly from Inchcape’s worldwide agency network, and is verified by a centralised team of data analysts with seafaring backgrounds. The team is managed by a Master Mariner while all have first-hand knowledge of both risks and practical issues. “The value isn’t just in what we publish, but in leveraging that information. Speaking the same language as our clients and partners builds trust and allows for targeted inquiries and quick replies. Simply put, we’re on the same page.” World of Ports 2.0 covers 4,600 ports, 16,000 terminals and 36,000 individual berths around the world. The revamp is backed by a new expanded vision to be the best available decisionmaking tool in the marine assurance space harnessing reliable global knowledge in near real time. “The strength

and variety of data we gather day in and day out allowed us to define an ambitious roadmap for the service. In addition to the improved user interface, we’ve split it into four modules with loads of new features that can really help to enhance customers’ competitive advantage.” The Port Data module just released will be followed over the next 12 months by a Port Cost Estimator module and Port Performance module, as well as Market Intelligence. “Together they will help the marine assurance and operations community to plan and benchmark voyages in ways that were unthinkable just a few years ago.” The Port Data module enables charterers to perform automated due diligence on their operations by combining comprehensive data on port parameters and restrictions with vessel data to identify optimal ship-to-berth compatibility. “Anything that makes cargo operations more predictable is a winner. We’re going from a single source of trusted data to a single source of truth for ports, terminals and berths globally.” Key new features include a one-stop search function using new advanced search filters. “You can search using a vessel’s IMO number, its name or by generic vessel size and type. Then you can select the region, country or port you want to look at and retrieve only the compatible locations that apply to a specific vessel or fleet,” he adds. The functionality is based on a combination of WoP’s VOL 39 ISSUE 4 |

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proprietary port dataset with AIS data and a third-party vessel database. The overall advantage is saving time, allowing chartering teams to use more of their time on unlocking business advantage. Clark says this is especially useful for smaller companies with manual systems and limited resources. “Having this kind of online service means they no longer have to collect and update information themselves, and is a huge step in terms of timesaving.” Vessel tracking has been integrated to enable monitoring of arrivals and departures in port of 50,000 vessels worldwide, but it goes a major step further by geocoding and geofencing all ports, terminals and berths. “Geofencing basically reduces the ambiguity (or duplication) of all locations, so we can track port calls as well as vessel line-up and congestion within port.” Inchcape’s proprietary algorithms also allow customers to see if a vessel is laden or in

ballast, predicts the vessel’s cargo type and estimates the quantity of cargo onboard. “Geofencing within our application and the port database detailing estimated cargo loaded or discharged at each berth creates a ‘gold’ record for each port call in near real time. That gives our customers much greater transparency for every port call.” Shipping companies want to know what vessels and cargo are doing and what this does is allow them to track their specific commodity flow(s). The upcoming Market Intelligence module will build on that to provide insight on commodity flow at the global level, among other new features. “But we don’t want to jump the gun by detailing them all just yet.” Port Data customisation includes the ability to set up alerts for arrivals and departures at berth and congestion alerts showing if ships are at or waiting for a berth. Time stamps are another feature, not only for arrival and departures,

Inchcape Shipping Services has rolled out the first release of Version 2.0 of its World of Ports

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but on all data in the system. “Companies can then use the status of data in reporting or verification to the authorities.” Customers can also set up their own geofencing alerts for piracy zones and Emission Control Areas. “This enhances transparency and helps to mitigate risk.” Vessel surveillance is not new per se. “Version 2.0 mirrors the huge drive towards digital data sharing, and it’s all done using open-source data that is accessible to everyone. We’re not the first to do it, but how we’re layering the data and making it work to provide competitive insight is new, and unique.” With ever-stricter emissions requirements, fuel prices on a roller coaster and markets shifting in tandem with geopolitical agendas, it seems the “new normal” for shipping is constant change. Unexpected events and disruptions to trade patterns are outside our sphere of control, but what we can do is enhance predictability at the port level,” says Clark. World of Ports 2.0 already provides detailed and frequently updated information on mandatory port and terminal documentation and environmental regulations, so customers are fully informed as to compliance requirements for each call. “Data on turnaround times based on vessel type and commodity, and port congestion in near real time will feature in the Port Performance module coming up, and there will also be an optimisation tool that will help ships adjust their sailing speed to save fuel.”

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Meanwhile, the global coronavirus pandemic has thrown up some novel challenges for shipping and ports. How is World of Ports helping stakeholders cope? “Information is the key. We didn’t activate the news alert functionality in the first Port

Data release, but it will come later in the year. Receiving port-critical updates in real time will ensure customers and the wider maritime community are ready and prepared for any new COVID-19 flare-ups and future pandemics. Our team have in any case been

PORTL AND PORT COMPLETES MAJOR P R O J E C T TO I N C R E A S E B E R T H C A PA B I L I T I E S A major project that has been years in the planning and months in the undertaking, has been completed at Portland Port. The port’s main berths, Outer Coaling Pier (OCP) and the outer arm of Queens Pier (Q Pier) have undergone a dredging programme to enhance their capacities. The increased water depth at these berths will be advantageous for all business areas at Portland Port, from RFA vessels and cruise ships to dry bulk and project cargo. The requirement for dredging in Portland Harbour is not a regular occurrence, primarily due to the lack of riverine input into the harbour, its substantial depth, limited wave action, and the very low currents and tidal streams. The seabed remains relatively unchanged, unlike many other ports where regular dredging campaigns are required to maintain depth, let alone increasing capacity.

OCP was initially constructed between 1890 and 1906, it had a pit in the centre for storing coal, with six large travelling cranes to load the coal powered warships. Q Pier was built later, between 1948 and 1954. When OCP and Q Pier were first built, the draft and size of vessels meant a berth depth of 9 m was more than adequate, however with growing demands and the increasing size of some vessels, cruise ships in particular, these depths were becoming an ever increasing restriction, so the decision was made to increase the depth to 11 m (below Admiralty Chart Datum), at the berths themselves and in their manoeuvring and approach areas. Detailed planning was required for the dredging programme to ensure that the stability and structural capacity of the berths was not undermined during the process. With Q Pier this meant that

publishing frequent port and crew implication updates on our corporate website, which since the start of the pandemic has seen over 223,249 page visits. It’s a small contribution in the great scheme of things, but feels good nevertheless.”

strengthening works had to be carried out beforehand. Sheets of steel were piled into the seabed around the foundations of the structure to add the necessary reinforcement. These works were completed in 2019 and allowed the dredging to take place right next to the berthing faces. The port engaged specialist companies to design the dredging requirements, plan and carry out the operation. Quest Marine, a local company, undertook the initial dredging works on OCP. Herbosch-Kiere, undertook the dredging on the outer arm of Q Pier and completed the dredging at OCP, as this required specialist equipment which they already had. The material removed during the dredging process was relocated to two locations one area within the commercial port area, which was part of the port’s expansion plan. The other is a licenced area of deeper water within the inner harbour. Before proceeding, the port had to ensure the works were properly planned and that the execution met with the requirements of all applicable legislation. This required a multi-agency dialogue with parties including the Marine Management Organisation, Natural England, Centre for VOL 39 ISSUE 4 |

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Environment, Fisheries and Aquaculture Science and the Environment Agency, as well as the port’s Harbour Consultative Committee. These berths can now offer greater navigational safety to the larger vessels expected to be using the facilities and ensure that even in adverse meteorological and sea conditions, there is a safe under-keel clearance. In short, Portland Port will be able to accommodate vessels of deeper draft which will increase berth utilisation and aid the expansion of the port and its tenants. 48

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N E W M U LT I MILLION POUND BULK TERMINAL AT T E E S P O R T PD Ports is celebrating the official opening of a multimillion pound bulk handling facility at Teesport that marks an important milestone in

the revival of the Tees Valley following the collapse of the SSI Steelworks in 2015. PD Ports’ £9.2m investment to renovate and refurbish its former Steel Export Terminal delivers a modernised warehousing facility that is firmly positioned to handle continued international trade growth and support post-COVID economic recovery, as well as further economic growth over the longer term. The 27,870 m2 terminal comprises seven walled bays, primed to store a range of bulk products such as soya and grain and directly connected to

PORT ENGINEERING MANAGEMENT PORTS

New bulk terminal at Teesport

covered rail access to provide an environmentally sustainable and cost-effective solution for domestic exports. The investment has created 44 new jobs on Teesside, and builds on the £1bn of investment PD Ports has attracted to the region over the last decade, in addition to the Government’s own £70m investment to regenerate the Tees Valley and its ongoing commitment to the levelling-up agenda. PD Ports’ CEO, Frans Calje, says completion of the Teesport Bulks Terminal signifies the resurgence of bulks handling in the Tees Valley and demonstrates the region’s economic recovery post SSI. During 2015, disaster struck the Tees Valley as the steelworks

collapsed after more than 150 years of steelmaking. Overnight the River Tees and this region lost one of its main component parts and we, as PD Ports, lost a third of our business. “Thanks to an on-going journey of diversification, we have been able to rise, almost symbolically, from our own ashes into something that is now far larger in 2020 than it ever was in 2015. “We now employ more people than we ever did before in the Tees Valley and instead of being reliant on what we once were we are now in charge of our own destiny. With the opening of this facility we are celebrating the relationship of two like-minded businesses and the realisation that by working

together we can be far greater than going it alone.” Global natural resource company Glencore Agriculture UK backed PD Ports’ investment and UK Managing Director, James Maw, explained how the opening of the facility is an important milestone for the Glencore business as well as for the Tees Valley. “Our business was getting tired and so we had to radically think about how to revitalise Glencore UK,” said James. “That planning and strategy led us to Teesside and PD Ports in late 2016. “PD Ports has proven its adaptability in transitioning from steel products to a wide range of bulk products and I have to commend the work they have done, alongside VOL 39 ISSUE 4 |

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key customers, in delivering a remarkable change for PD Ports and the Tees Valley. It is providing a future for the Port and the region as a whole. The Teesport Bulks Terminal will provide new opportunities for import and export as well

as providing the efficiency, reliability, flexibility and a level of service that will ensure that our customers remain our customers.” Glencore will utilise three bays at the Teesport Bulks Terminal to store its agribulk products

destined for UK distribution – a long-term commitment that demonstrates the resilience of the UK economy and continued international confidence for trade and investment in the UK. The HMM Hamburg arrives in Hamburg

HMM HAMBURG MAKES HER FIRST CALL IN HAMBURG With the first call of the HMM Hamburg, another ship of the so-called “Megamax-24 class” headed for the port of Hamburg last night. She is one of 12 new containerships of the South Korea’s HMM (formerly Hyundai 50

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Merchant Marine) that are being delivered since April. The mega-carrier berthed at HHLA Container Terminal Burchardkai during September 3rd, 2020. “We are extremely pleased to be able to welcome the

HMM Hamburg to our port for

the first time. All members of the HMM branch in Hamburg, which has been in existence for almost 30 years, are particularly proud of this first call. This naming manifests the

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special relationship between South Korea and the Free and Hanseatic City of Hamburg,” says James Kim, Managing Director of HMM (Germany) GmbH & Co. KG, Hamburg. With a slot capacity of 23,964 teu, the HMM Hamburg and her sisterships are the largest containerships in the world, according to the shipping company. The giant vessel is 400 m long and 61 m wide and 12 containers can be stowed above and below the deck as well as 24 rows of containers across the board. The HMM Hamburg is

deployed on The Alliance’s FE-3 service between Asia and Europe and will be calling at the Port of Hamburg four times a year. The shipping alliance THE Alliance comprises shipping companies Hapag-Lloyd, Ocean Network Express (ONE), Yang Ming and HMM. “We are of course very pleased that one of the largest container ships in the world is named after the Port of Hamburg and that we were able to welcome HMM Hamburg to Hamburg. With the Elbe fairway adjustment, which will be completed shortly, the

approach of large ships will be much easier in the future,” says Axel Mattern, CEO Port of Hamburg Marketing. Port of Hamburg is connected to South Korea via eight liner services - three container services and five multi-purpose services. Last year, 255.000 teu were transported between the Hanseatic city and the South Korean ports of Busan and Masan. South Korea has been one of the Port of Hamburg’s most important trading partners for many years.

C O N TA I N E R VO LU M E S R I S E AT S C A N D I N AV I A’ S L A R G E S T P O R T Sweden’s Port of Gothenburg freight volumes are continuing to rise in several segments. During the first half of 2020, containerised units rose by 4% and energy products by 22%. This despite the current COVID-19 pandemic, and while virtually all larger ports in Europe and the world show negative results. “Working in partnership with our terminal operators we have succeeded in keeping the port open and fully operational all year. This has been a key factor behind the increase in volumes in a number of segments and it is a general reflection of our perseverance and the robustness of our freight handling system during the current crisis,” said Elvir Dzanic,

Gothenburg Port Authority chief executive. Container volumes at the Port of Gothenburg rose in January-June by 4% to 401,000 teu. In contrast, other ports are reporting a downturn. The 10 largest container ports in Europe and the world reported a fall of 9% and 4% respectively during the same period. Despite the pandemic, the Port of Gothenburg container terminal has been working at full capacity and with no cancelled calls by mainline vessels, which are responsible for the vital direct weekly services between Gothenburg and Asia. Feeder traffic frequency has also been maintained and with an increase in the size of the feeder

vessels during the period. Containerised goods to and from the port by rail continue to increase. Volumes during the first half of the year were up 2% from what were already record levels. Energy products rose by 22% to 11.8m tonnes between January and June. This can be attributed in part to widespread turbulence on the world market and the low price of oil in the fall-out from the Covid-19 pandemic. There has been a surge in demand for fuel storage at the Port of Gothenburg as a result. Planned maintenance stoppages during the corresponding period in 2019 had a slight impact on volumes at the time. The number of ro/ro units VOL 39 ISSUE 4 |

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Port of Gothenburg

fell by 13% to 252,000. The major downturn in AprilMay was followed by clear signs of recovery in June. Vehicle volumes at the Port of Gothenburg decreased by 23% to 103,000. The vehicle segment has been hit particularly hard by reduced throughflow in the wake of the pandemic and the resulting slump in vehicle sales. The fall in the number of vehicles handled culminated in April-May. As in the ro-ro segment, which was also affected significantly by the current situation in the automotive industry, volumes in June increased. The cruise season in Europe came to a virtual standstill due to the pandemic and all calls to Gothenburg during the first half of the year were cancelled. The number of ferry passengers fell by 56% to 310,000, although an upturn in interest in travel by ferry was noted towards the end of June. 52

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LY T T E LTO N P O R T U P G R A D E S TO I D E N T E C S O LU T I O N S New Zealand’s Lyttelton Port Company (LPC) has upgraded its port with one of the world’s most advanced Terminal based Reefer monitoring solution. Identec Solutions has supplied Lyttelton Port, the largest Port in the South Island of New Zealand with Reefer Runner - the world’s most advanced terminal-based Reefer monitoring solution. LPC, who had used Identec Solutions Terminal Tracker solution since 2007 decided to take their reefer monitoring system to the next level, by equipping their port with 460 Reefer Runner tags. Identec Solutions will continue to deliver premium support,

covering both the existing Terminal Tracker and the newly implemented Reefer Runner solution. “The longstanding, strong relationship was of course a decisive factor in the decision-making process. We needed a reliable and flexible partner, especially as the implementation phase fell into the peak of the pandemic. Identec Solutions’ tailored one stop-shop-proposition with a comprehensive support and maintenance offering is quite unique,” said Mike Simmers, General Manager Infrastructure and Property LPC.

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PORT OF MIDDLESBROUGH IS REBORN Teesside’s AV Dawson has named its new port facility Port of Middlesbrough - bringing a name back to the area from over 100 years ago. AV Dawson has amalgamated several parts of its Middlesbrough-based port and logistics operations to form

one, integrated port facility as it drives forward with further growth and expansion. The business has called this new facility Port of Middlesbrough in honour of a port that was on the same stretch of the River Tees back

in the 1830s, prior to the construction of Middlesbrough Dock. Gary Dawson, managing director at AV Dawson said, “Over the years, we’ve acquired various sites as we’ve expanded our operations and it’s become a challenge to describe The Port of Lyttelton

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succinctly what AV Dawson Ltd is. “We have thought long and hard about what drives the business forward and what defines us - we’ve concluded that our location and the River Tees are key to this, neither of which feature in the company name. So given the nature of all of the multimodal assets and activities that we own and operate, we are best positioned from a marketing perspective describing ourselves as a port. “We wanted to consolidate under one new encompassing brand and image, but with a continuation of the AV Dawson name and legacy. ‘Port of Middlesbrough – an AV Dawson facility’ fits with our history and reflects the growth of our business and the town. Being a Teesside family business, 54

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founded over 80 years ago, the history of the area is really important to us so it seemed logical to reignite the Port of Middlesbrough name. The new port marks the start of a three-year port masterplan to further develop the site, which will go on to create further jobs and investment in the local area. This plan, an investment of over £10m includes the construction of a plastic waste recycling plant, a new head office and the enhancement of AV Dawson’s existing quayside to accommodate larger vessels. It’s anticipated that these developments will create over a hundred new jobs on the site. Andy Preston, Mayor of Middlesbrough said, “This development is a perfect fit for my wider ambitions for

The Port of Middlesbrough

Middlesbrough, focusing on attracting new investment and jobs to boost the town’s economy. “As an iconic local firm, AV Dawson is a great asset to our town – it is fantastic that it has brought back the Port of Middlesbrough and continues to invest for the future. This is hugely positive news for Middlesbrough”. Mr Dawson concluded, “The launch of Port of Middlesbrough adds further strength to the River Tees and its offer to importing and exporting businesses. We plan to work closely with the statutory harbour authority, PD Ports, to ensure the Tees attracts more ships, as ultimately this will help drive jobs and the local economy.”

PORT ENGINEERING MANAGEMENT PORT EQUIPMENT

N E W A L L I A N C E B O O S T F O R S T R AT E G I C PORT EQUIPMENT PROCUREMENT that Capex to Third Party Inspections (TPI), design review meetings and periodic project manager visits to the crane factory. In addition, overhead costs often not included in Capex numbers usually include maintenance and refurbishment of systems used for project management, corporate headcounts for managing strategic projects, and office overheads to support a larger corporate team. The turnkey product offered by Remy InfoSource and Trent Port Services combines the deployment of iSpec, Remy InfoSource’s innovative web and mobile-based software procurement solution for buyers of capital-intensive equipment, with the renowned port project management expertise of Trent Port Services. Remy InfoSource and Trent Port Services are longstanding collaborators, not least because Trent Port Services is one of iSpec’s foremost customers. Complex port expansion or upgrade projects can take many years to plan and complete, and cost overruns, delays and implementation failures

are common. Most project management systems aim to support this process. However, unlike iSpec, they focus on the vendor/ provider instead of the buying organisation. iSpec’s web and mobile-based software has continuously been developed over the past 15 years specifically for buyers of capital-intensive outsourced projects. The software provides a unified platform for tender management with dedicated accounts for all relevant parties including all contract terms as well as technical specifications. After awarding the contract to one or multiple vendors, a seamless transition to the implementation phase prevents vendors renegotiating or claiming to not have been aware of detail requirements.

PORT EQUIPMENT

Two global leaders in maritime procurement and project management have joined forces to offer port and terminal operators a turnkey solution that cuts procurement costs and overheads while also increasing staff productivity. Lifecycle contract management specialist and iSpec creator Remy InfoSource is now partnering with Trent Port Services, an international port services and solutions company, to offer port companies a combined service solution that enables the easy establishment and oversight of a single capital expenditure (Capex) budget for all equipment procurement, third party factory inspections and project management requirements. “By outsourcing complex equipment projects to our new partnership, large and small port companies can reduce the in-house time, costs and resources usually allocated to manage a complex expansion project from idea to completion,” said Pieter Boshoff, CEO of Remy InfoSource. When a port procures, for example, a Ship-toShore crane, it usually allocates a percentage of

Jon Arnup of Trent Port Services VOL 39 ISSUE 4 |

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I C H C A I N T E R N AT I O N A L A N D E X I S T E C H N O LO G I E S L AU N C H U P DAT E D I M D G C O D E The International Cargo Handling Co-ordination Association (ICHCA), the independent, not-for-profit organisation dedicated to improving cargo handling and goods movement by all modes globally and Exis Technologies, global leaders in IT solutions for the management of dangerous goods in sea transport, have launched an updated version of the IMDG Code International Briefing Pamphlet #3. Exis Technologies, an ICHCA member for many years, has contributed to the content of the pamphlet and sponsored its publication. The publication is one of an extensive series of briefing pamphlets and other documents developed by the International Technical Panel of ICHCA International Ltd (ITP). The briefing pamphlet series is designed to provide all those involved in cargo handling, transport and related activities with practical advice and regulatory updates related to the safe handling and transport of cargoes. The goal of the briefing pamphlet series and a prime focus for the work of ICHCA International and the ITP in general, is to foster a better understanding of how to reduce damage, injury and loss during handling and transport 56

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operations, safeguarding people, cargo, equipment and property. The updated IMDG Code pamphlet has been authored by Margaret Fitzgerald BSc (Hons), CChem, MRSC, MSc, Head of Policy and Regulatory Affairs for IMCA (International

Marine Contractors Association), Les Richings a member of the ICHCA Technical Panel and Head of the Panelâ&#x20AC;&#x2122;s Dangerous Goods Working Group Association and Will Bartle, Compliance and Regulations Manager at Exis Technologies and member of the ICHCA Technical Panel.

The updated IMDG Code pamphlet

PORT ENGINEERING MANAGEMENT PORT EQUIPMENT

AC T I V I T I E S AT K A L M A R Kalmar, part of Cargotec, has been awarded a number of contracts throughout the world, the latest being a deal DP World for 12 Ottawa T2 terminal tractors and two empty container handlers to be deployed at the DP World Caucedo terminal in the Dominican Republic. The order is scheduled for the first quarter of 2021. DP World Caucedo is a world-class marine terminal and free zone located in Punta Caucedo, 25 kilometres from Santo Domingo, the commercial and political capital of the Dominican Republic. Kalmar and DP World, one of the world’s leading operators of marine and inland terminals, have developed a highly successful partnership over many years of working together. The equipment fleet at Caucedo was expanded during 2020 with 38 Kalmar Ottawa T2 terminal tractors as part of an order from late 2019. This latest batch of 12 will incorporate the same additional safety features including the Automatic Fire Extinguisher System, which can automatically detect and extinguish vehicle fires in seconds, thereby increasing the safety of personnel and equipment alike. In Turkey, Kalmar has won a contract to supply two Zero Emission RTGs to Safi Derince International Port in Turkey. The order, which also includes

Kalmar Ottawa T2 terminal tractor (DP World Caucedo)

Kalmar SmartPort solutions, which are part of the Kalmar One automation system, is scheduled for delivery in the third quarter of 2012. Safi Derince International Port is located in the Marmara Region, to the north of the Gulf of Izmit. In addition to sea transport, it offers easy access to international and domestic destinations, via rail and truck transportation. Kalmar has also concluded an agreement with global multi-metals business Nyrstar to supply three heavy terminal tractors for the company’s Australian operations. The order is scheduled for delivery during the fourth quarter of 2020 and follows an earlier order for two reachstackers which have already been delivered. Nyrstar is a global multimetals business with operations in the US, Europe and Australia and employs over 4,000 people across three continents. The Nyrstar Port Pirie smelter on the eastern shore of the Spencer Gulf in South Australia, an integrated multi-metals recovery plant, will take delivery of one terminal tractor. The two

remaining machines will be operated at the Nyrstar Hobart smelter in Tasmania, one of the world’s largest zinc smelters in terms of production volume. In Morocco, Kalmar has concluded an agreement to supply Marsa Maroc with a total of three Kalmar RTG cranes for use at its TC3 container terminal, located in Casablanca, Morocco. The order, which includes an option for an additional two cranes is scheduled for delivery during the second quarter of 2021. Marsa Maroc is the main operator of ports in Morocco and the concession holder of Terminal Container 3 Port Casablanca (TC3). TC3 was established in 2015 in order to modernise the port of Casablanca, and it is the customer’s first terminal with Kalmar RTGs. The three new Kalmar RTGs will join eleven other units delivered to Marsa Maroc in 2016 and 2018. The company’s equipment fleet also includes Kalmar terminal tractors, straddle carriers and empty container handlers. In China, Kalmar has received an order for four forklifts from VOL 39 ISSUE 4 |

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The Kalmar hybrid shuttle carrier (Port of Virginia)

Yizheng Port, including two Kalmar Essential Forklifts with a lifting capacity of 16 tonnes and two Kalmar Heavy Forklifts with a lifting capacity of 25 tonnes. The order is scheduled for delivery later this year. Yizheng Port, a provider of goods warehousing services, is about to commence a new port project. The company has chosen Kalmar Forklifts for the development of the new project in order to meet safety demands and environmental regulations. The machines will be used to handle bulk goods such as steel coils at Yizheng Port’s bulk cargo terminal. Also in China, Kalmar has concluded a deal to supply China United International Rail Container (CRIntermodal) with a total of seven Kalmar Essential Reachstackers for use at its Kunming, Xi’an and Qingdao rail intermodal terminals. 58

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In Vietnam, Kalmar has signed an agreement to supply Saigon Newport Corporation (SNP) with 25 units of the Kalmar Essential Terminal Tractor TL2. The order is due for delivery later this year. Since its establishment in 1989, SNP has grown to become Vietnam’s largest container terminal operator. The company provides a variety of services including cargo handling, logistics, salvage, piloting, and multi-modal transportation. The import-export container throughput of SNP today accounts for more than 90% of the market share in the Saigon Hochiminh City area and nearly 50% nationwide. SNP’s cargohandling fleet includes a wide variety of Kalmar equipment, including RTGs, reachstackers and empty container handlers. The new terminal tractors will replace part of SNP’s existing terminal tractor fleet at the Cat

Lai Terminal. In Panama, Kalmar has concluded an agreement to supply comprehensive preventive and corrective maintenance services to Wallenius Wilhelmsen Ocean (WWO) at Manzanillo International Terminal (MIT). The order comprises a three year Kalmar Care service contract covering the ro/ro load-handling equipment on the North and South American routes. Kalmar will establish a dedicated service team for the customer based on their existing local service organisation. The current team has technical experience and resources which guarantee on-site resource availability, stability, flexibility and longterm cooperation with WWO. Kalmar will provide WWO with coordinated services, spare part planning, communication and follow up via the web-based MyKalmar platform, creating the transparency needed for effective collaboration. In Algeria, Kalmar has signed an agreement with Béjaia Mediterranean Terminal (BMT SPA) for the order of one Kalmar rubber-tyred gantry crane (RTG). The order is due for delivery during the second quarter of 2021. Bejaia Mediterranean Terminal (BMT SPA) is operated by PORTEK International Pte Ltd, who has a joint venture with the Algerian Port Authority, Enterprise Portuaire de Bejaia. With an annual capacity of 300,000 teu, Bejaia Mediterranean Terminal is the only terminal in Algeria with ship-to-shore gantry cranes

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and a dedicated installation for refrigerated containers. The new Kalmar RTG crane will join three other Kalmar RTG units delivered to BMT in 2011 and 2013. BMT’s equipment fleet also includes Kalmar reachstackers and empty container handlers. In the US, Kalmar will supply additional 20 Kalmar Hybrid Shuttle Carriers to The Port of Virginia, a deep water port on the country’s East Coast. The order is due to be completed by the end of July 2021. The new units will be delivered to Virginia International Gateway (VIG), which is the port’s second largest terminal and capable of handling the biggest vessels in the Atlantic trade. The Port of Virginia has been using Kalmar hybrid shuttle carriers since August 2015. Kalmar provides the port with support and servicing through a dedicated, local team of technicians with many years of experience and a comprehensive, local parts inventory. Kalmar is the leading supplier of hybrid horizontal transportation solutions for ports and terminals globally. With more than 300 hybrid straddle and shuttle carriers delivered until now, Kalmar outnumbers other port equipment manufacturers in the industry by far. With this delivery, there will be more than 100 Kalmar Hybrid Shuttle/ Straddle Carriers operating in the USA alone. In Cambodia, Kalmar has concluded an agreement with Phnom Penh Autonomous Port (PPAP) to supply four Kalmar SmartPower Rubber-

Tyred Gantry (RTG) Cranes for its LM17 Container Terminal in Cambodia. The order is due to be completed during the third quarter of 2021. PPAP’s LM17 Container Terminal started its operations in January 2013 in Kandal Province, Cambodia. The terminal provides service for both containerised and conventional cargoes with a current container handling capacity of 150,000 teu. The four new Kalmar RTGs to be delivered at LM17 are part of the terminal’s infrastructure expansion program, which aims to support the company’s growth plans helping them double the terminal’s capacity. The terminal already operates a Kalmar fleet of RTGs and Reachstackers. In the UK, Kalmar has signed a deal to supply two Kalmar Eco Reachstackers that will help Maritime Transport (Maritime) cut fuel costs and carbon emissions while addressing growing demand at its rail terminal in Wakefield, England. The order is scheduled to begin in the third quarter of 2020. Maritime is a market-leading UK-based intermodal logistics company with a network of 33 container and transport sites across the UK. After reaching an agreement with DB Cargo UK on April 1st 2019, Maritime launched its rail subdivision, Maritime Intermodal, which saw the company acquire four dedicated rail services out of Felixstowe and Southampton. As part of the deal, Maritime also took full responsibility for DB’s railfreight terminals in Wakefield and Trafford Park.

HUMBER C O N TA I N E R T E R M I N A L’ S NEW SHORE C R A N E S AT IMMINGHAM Recently, two new ship-to-shore cranes worth £11.5m arrived at the Port of Immingham, the latest major milestone in the Humber Container Terminal (HCT) expansion. The cranes are part of a £33m upgrade and improvement programme at Immingham Container Terminal to future proof the terminal, extend its footprint, maximise efficiencies and improve the service to customers. The delivery of these amazing pieces of machinery arrive after, earlier this year, six electric rubber tyre gantry cranes worth £7m arrived at the terminal, and are now commissioned and in use. The newly expanded terminal, along with the recent expansion in its sister terminal in the Port of Hull means that the Humber has now the best equipped and located container port offer for retailers and suppliers to access their goods across the Midlands and the North of England. The new ship-to-shore cranes are supplied by Kalmar JV with Rainbow Cargotec Industries. The cranes will make working on the terminal more efficient and increase productivity. Their simplified modular design is lightweight and durable, making maintenance VOL 39 ISSUE 4 |

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easier and has been tailored to Immingham Container Terminal’s exact needs. These cranes are designed to load and unload sea-going vessels for ISO-standard containers. Now the cranes have arrived and following a commissioning period, a full training & familiarisation programme will be provided by Kalmar and delivered to the Immingham Container Terminal operatives. ABP has continued to invest in the Humber Ports to ensure that they have the infrastructure needed to seize new opportunities as well as continue to improve service to existing customers. The Immingham Container Terminal project is an investment of £33m and is currently underway in the container terminal in the Port of Immingham which will increase the space, improve the layout and add new equipment. The investment will make sure ABP’s offering to customers is the best available. This investment across the two terminals in Hull and Immingham is making the Humber Ports one of the most significant hubs for short sea containers in the UK market.

HHL A ON T H E WAY TO C L I M AT E NEUTRALIT Y Germany’s Hamburger Hafen und Logistik AG (HHLA) continues to consistently 60

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The two new ship-to-shore cranes arriving at the Port of Immingham

implement its sustainability strategy at its terminal facilities in Hamburg. Six further green energy charging stations for battery-powered automated container transporters (AGV) and 16 additional lithium-ion AGVs will be put into operation at the HHLA Container Terminal Altenwerder (CTA) by the end of the year. Two new charging stations were delivered to CTA during early September. They will be used to supply green energy to the automated AGV fleet in charge of transporting containers between the quayside and the container storage blocks at CTA. Four further charging units, each stored in a teu, will be delivered to the terminal in the coming weeks. This will increase the number of charging stations at CTA to 13 by the end of 2020, and five more will be added in the next year. With the expansion of climate-friendly energy supply at CTA, HHLA is ensuring the

continued operation of its growing battery-powered AGV fleet. Half of the vehicles employed are already pow-ered by lithium-ion batteries and by the end of the year, 16 more of these environmentally friendly AGVs will be added to the fleet. By the end of 2022, all of the almost 100 vehicles should be powered by lithium-ion batteries. This will result in an annual reduction in emissions of approximately 15,500 tonnes of CO2 and around 118 tonnes of NOx because the electric AGVs do not generate any local CO2, NOx or fine particulate matter emissions. The battery-powered vehicles are also attractive from an economic standpoint because their ratio of energy consumed to actual power output is three times higher than that of diesel AGVs. Further ad-vantages of lithium-ion batteries include their charging time, which is just one and a half hours, high durability and freedom from maintenance.

ZHD and Konecranes have further consolidated their co-operation

KO N E C R A N E S W I N S O R D E R F O R T WO MORE MOBILE HARBOUR CRANES During July this year, ZHD Stevedores (ZHD) ordered two eco-efficient Konecranes Gottwald Model 6 Mobile Harbour Cranes for their operations in the Netherlands - one for Dordrecht and one for Moerdijk. With delivery in February and commissioning by the end of March 2021, the cranes will handle dry bulk, steel coils, breakbulk and containers. Established in 1968, ZHD Stevedores is a privately owned, independent stevedoring company with over 50 years of stevedoring experience. Active in the so-called RotterdamRijnmond area, ZHD operates terminals (including open and covered storage) in the ports of Dordrecht and Moerdijk. ZHD also renders floating

stevedoring services in the Port of Rotterdam. Today, this fourth-generation family business handles cargo from ships of all sizes. In order to maintain its continuing success in one of the largest port regions in the world, ZHD regularly renews its equipment to improve their technology and competitiveness. ZHD is already operating several Konecranes Gottwald mobile harbour cranes. The present investment is made to both further improve services towards customers as well as to further comply with future environmental requirements. The two new Konecranes Gottwald Model 6 mobile harbour cranes are the G HMK 6407 B variant in a four-rope

Battery-powered automated container transporters can now be charged on-site in Hamburg

grab configuration for dry bulk handling. With a maximum lifting capacity of 100 tonnes, they are suitable to handle steel coils, breakbulk and containers. Both cranes will be prepared for operations on a pontoon, a modification that provides the versatility needed for multiterminal and multimodal operations. It has different propping bases allowing the crane to be placed and operated in narrow spaces. Both cranes feature advanced mobile harbour crane drive technology from Konecranes that meets EU Stage V emission standards. Additionally, the cranes are prepared for connection to an external power supply, providing ZHD maximum flexibility in terms of energy source and points of operation. The cranes are also equipped with the latest Konecranes digital services such as web reporting and bidirectional remote access that allows ZHD to share crane data in order to improve performance and maintenance work. With this transaction, ZHD and Konecranes have further consolidated their co-operation into the future and are therefore confident that they will further optimise their mutual services. VOL 39 ISSUE 4 |

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C O N T I N E N TA L R E N A M E S P O R T T Y R E S Continental is changing the name of the StraddleMaster+ port tyre to TerminalMaster V.ply. The decision is accompanied by a significant expansion of the tyreâ&#x20AC;&#x2122;s application recommendations. Up to now, the tyre was primarily designed for the use on straddle carriers in the port. In intensive tests in the laboratory and in reallife use at the customerâ&#x20AC;&#x2122;s premises, the tyre has also been recommended for use at airports and for heavy-duty transport in the industrial sector. With the TerminalMaster V.ply, all areas of application are now united under the new name. Whether in harbours, airports The TerminalMaster V.ply tyre

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or in the industrial sector - the requirements for vehicle tyres are diverse. Speed, distance, load, temperature, ground conditions and many other factors characterise their applications and challenges. AGVs, aircraft tractors and side loaders often have to drive short distances at low speed. They are therefore exposed to heavy loads when turning frequently on the spot. The TerminalMaster V.ply is designed to provide good traction, even in case of emergency braking. In addition, the tyre is characterised by reinforced sidewalls and the resulting durability, which results in lower operating costs due to less downtime. The closed shoulder ensures

precise track holding on almost any surface and in all weather conditions. The innovative tread design and the resulting low vibration make TerminalMaster V.ply particularly suitable for driverless vehicles - it offers low rolling resistance, enables precise steering and has a long service life thanks to the V.ply technology. While cross-ply tyres are known for their damping properties and radial tyres for good high-speed capability, V.ply technology combines the advantages of both technologies by integrating a weave pattern of different cords at specific angles. The carcass of a V.ply tyre consists of up to 20 layers of diagonal fibres embedded in three wire cores. Since steel cord does not allow an optimal bond between carcass and rubber shell, V.ply technology uses a high-strength polymer. Unlike conventional cross-ply tyres, the crossing textile layers of a V.ply tyre are arranged at an angle of about 30 degrees. Together with the sidewall layers, this provides increased tyre stiffness and enables a higher level of stability and durability during sudden movements. The increased resistance to damage, for example impact on immovable objects such as curbs or containers, has a positive effect on the life of the tyres. V.ply tyres therefore offer the best performance for short distances and low speeds under heavy loads.

PORT ENGINEERING MANAGEMENT PORT EQUIPMENT

Q U I C K LY R E A DY F O R U S E AGA I N A F T E R A S H U T D OW N Long idle times – for example during a shutdown – can have a detrimental impact, including the deep discharge of traction batteries in electric forklift trucks. Fronius Perfect Charging offers intelligent charging solutions for these challenging times. Lead-acid batteries, such as those used to power electric forklift trucks in intralogistics, are meant to be used on a regular basis. If they remain unused for any length of time – for example during a shutdown – they may suffer a permanent loss of capacity. A deep discharge occurs when the residual capacity falls

below 20%. This can damage the battery or even render it unusable. Unfortunately, many operators are completely unaware that this has happened until they try to restart their production lines or logistics systems. The consequences are the high costs and time wasted in purchasing new batteries or regenerating batteries from a deep discharge state. Selectiva battery chargers from Fronius Perfect Charging have their own conservation charge, which continuously supplies the connected battery with power. The harmful sulphation caused by a deep discharge is thus reliably

An electric forklift trucks at a Fronius Perfect Charging unit

prevented. The batteries are ready to use immediately, even if they have been out of action for a long time. In addition, the Selectiva devices offer a special refresh characteristic to deal with a deep discharge. This characteristic can be easily set on the charger itself and significantly improves the capacity and performance of the battery. A clear advantage over other battery chargers, which often fail when batteries are in a deep discharge state, as the battery voltage is too low and can no longer be detected. The automatic voltage detection feature of the Selectiva battery chargers also enables different batteries to be charged individually, more or less regardless of their state of charge. This means that forklift truck operators can totally depend on the readiness of their traction batteries, even after extended downtimes.

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PROJECTS

BOSKALIS WINS Ç A N A K K A L E 1915 BRIDGE PROJECT Holland’s Boskalis will install a total of 20 bridge sections for the 4,600 m Çanakkale 1915 bridge in Southwest Turkey. The floating sheerleg crane Asian Hercules III, one of the few sheerlegs in the world with sufficient outreach, will be deployed for lifting and installing the sections. A Boskalis AHT will provide assistance during the execution of these activities, which will take place in 2021. During 2019 Boskalis was involved in the construction of the bridge with the installation of the foundations of the bridge pylons and various other lifting and transport operations of steel and concrete bridge elements. The client is DSLY; a consortium of the South Korean Daelim and SK Group, and the Turkish partners Limak Holding and Yapı Merkezi.

SHEET PILING TA K E S D E L I V E RY OF NEW LEADER RIG Sheet Piling (UK) has taken delivery of a second unique, long-reach telescopic leader rig, with even more capabilities than its 2018 ground-breaking rig, as the company continues its march to deliver programme benefits and costs savings to Tier-1 contractors on a wide variety of projects.

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The new TM 20 long-reach telescopic leader rig joins the already unique TM 12/15 long reach rig within Sheet Piling UK’s fleet, giving the steel sheet pile specialist two rigs that are peerless within the construction sector. The TM 20 LR boasts the same long-reach capabilities of its slightly older sister rig, being able to reach a full three metres further than anything else on the market when accessing the pile line. However, it can install and extract longer piles – up to 20 m in length rather than 16 m. This enables the two rigs between them to tackle any sheet piling project with ease, proving their huge financial worth in scenarios where an expensive and project-delaying temporary platform would typically have to be built, just to allow the sheet piling rig to reach the desired pile line. Other enhancements have been added to the TM 20 LR, including an increase in the size of the vibratory hammer, remote control unloading and loading function, which allows the operator to rig and de-rig the machine working with unhindered visibility on the ground, and a hydraulic rapidchanging docking station. The latter allows for timely interchanging of machine attachments, with any working

PORT ENGINEERING MANAGEMENT PROJECTS

The Asian Hercules III working on the Canakkale 1915 project

at height eliminated. A fixed boom hinge fabrication has been added to the centre slew of the base machine, in order for the long reach capability to be achieved, and the rig comes with a unique infrastructure mode for reduced machine footprint. Specially designed vertically stacked counterweights also reduce machine overhang. Sheet Piling UK’s managing director, Andrew Cotton, and plant manager, Bill Lloyd, took over possession of the TM 20 long-reach telescopic rig from the managing director of ABI Equipment UK, Mark Lee, at a handover at ABI Equipment UK’s Northamptonshire base. The rig was manufactured to Sheet Piling UK’s specification, at ABI’s base in Germany. It was then transported Sheet Piling (UK) Ltd has taken delivery of a second unique, long-reach telescopic leader rig

to the UK. During the week of handover, the company’s plant fitters and operators underwent familiarisation training with their new giant of a rig, with the Sheet Piling UK order book already impressively full. The rig is now fully commissioned, with a full order book until mid-November and started its first project on September 8th, 2020. Its first projects will be the A421 upgrade scheme for Morgan Sindall, a permanent basement construction project for McLaren Construction, at a manufacturing facility in Warwickshire and the A19 improvement scheme for Balfour Beatty. Tier-1 contractors working on road and rail infrastructure, marine and river and general construction projects are all likely to benefit from significant time and cost savings, if incorporating the rig’s use into the sheet piling phase. Any type of project normally requiring temporary enabling works can benefit from erasing those from the schedule of works, whether the ultimate project purpose is rail infrastructure widening, SMART motorway Emergency Rescue Area installation or the building of a new quay wall. Andrew Cotton says, “The demand for our first long-reach rig, the TM 12/15 has proved so great that it quickly became apparent that we would need to secure a second long-reach machine. We are a forward-thinking business and so the decision to commission the TM 20 LR was almost inevitable. “We studied the key performance attributes of the first rig, to further enhance the benefits that can be delivered, and believe we now have two superb long-reach rigs, not just unlike anything else in the construction sector but also as suited to delivering on the requirements of Tier-1 contractors as they can possibly be. “We have already demonstrated that we can save around £40,000-£60,000, on average, per Smart motorway ERA where a 100 m sheet pile installation is required. That is just one example of the financial benefits these rigs can deliver to contractors. At a time when costs are under such scrutiny, it makes no sense to ignore these benefits and stick to old and expensive ways of dealing with earthwork stabilisation, groundworks and infrastructure widening.” Sheet Piling UK says it wishes to engage further with the construction industry, to make these VOL 39 ISSUE 4 |

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benefits more apparent and is not ruling out further rig commissioning, if demand continues to be as intense as it has been over the past two years. The rig’s design is patented by Sheet Piling (UK) within the UK.

T R I S TA R B R E A KS GROUND ON JA F Z A C H E M I C A L TERMINAL PROJECT Tristar Group has announced that it has begun construction of 10 new storage tanks for its chemical terminal in Jebel Ali Free Zone (JAFZA) taken over from Shell in 2019. The construction of the storage tanks is part of an agreement signed with Shell and JAFZA in 2018 which will see the storage capacity of the JAFZA chemical terminal increase from 5,505 m3 to 25,000 m3. Under the terms of the agreement, Shell will remain a

customer. Construction of the new tanks began in April 2020 and will be completed by May 2021, creating jobs and contributing to the UAE’s economic recovery post Covid-19. Eugene Mayne, Group CEO of Tristar said, “We are pleased to announce the commencement of our expansion and modernisation programme for the JAFZA chemical terminal. When we acquired the facility in 2019, we invested in the UAE’s vision and its position as a significant logistics hub. The upgraded facility will be a turnkey and fully integrated distribution centre that has the ability to handle bulk imports and packed chemical products at high volumes.” Other upgrades to the JAFZA chemical terminal that will be constructed in due course include a second loading gantry that can accommodate four road tankers simultaneously, a drumming line for flammable liquid, a 100-ton capacity weigh bridge and a two-story office building with a supervisory control and data acquisition (SCADA) control room. The terminal currently has nine above ground storage tanks, a jetty with three pipeline connections to the tanks, a truck loading gantry and a drumming facility. It is situated on a 25,409

Tristar Group CEO Eugene Mayne (third left) during the turnover of the chemical terminal

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PORT ENGINEERING MANAGEMENT PROJECTS

m2 lot facing the sea and is 350 m away from the ship offloading berth. Tristar owns and operates an existing dangerous goods facility in JAFZA South Zone which houses a wide range of packed chemicals and petroleum products. The facility has a total warehouse capacity that is in excess of 15,000 pallet positions.

L A CORBIERE LIGHTHOUSE UPGRADE IS A SUCCESS La Corbiere Lighthouse is set on a tidal island out to sea, on the extreme south-western point of Jersey in St Brelade, Channel Islands. It was built in 1873, to aid in the safety of mariners after many ships came to grief on the treacherous coastline. The original lamp installed at La Corbiere was a three-wick burner. For over 100 years lighthouse keepers manned the tower to light the paraffin lamp and signal ship movements â&#x20AC;&#x201C; first by flag, then Morse Code, then by radio and finally by telephone. The lighthouse was automated in 1974. La Corbiere lighthouse is quite unique in that it is only accessible at low tide by a 300 m causeway. The lighthouse is unmanned and rarely open to the public, but it is still one of the islands most popular and celebrated attractions. The area is picturesque and a delight for visitors that are drawn to the iconic structure of the lighthouse and the sandy beaches at low tide. As high tide approaches a warning siren is sounded alerting visitors that it is time to return. The journey back to shore takes around 10 minutes. The outer structure of La Corbiere lighthouse has received regular maintenance - however the internal lantern room was in desperate need of an upgrade. An on-site visit undertaken by the Sealite UK team in 2019 identified a number of issues. Formal recommendations were made to

the Ports of Jersey who are responsible for the management and maintenance of the lighthouse. The concerns related to the condition of the second order drum lens and inconsistency in colour and material of the red sectors. The mercury bath used to operate the current system was also an immediate safety concern. The added challenge for this site was access to the lighthouse only during low tide meaning that timing was of critical importance. The lighthouse was subsequently closed to any further visitors until the scheduled work could be completed The recommendation made by Sealite included a scope of work and more general suggestions for the site. The Ports of Jersey accepted the full recommendations and following further site visits, the upgrade project commenced in October 2019. Alongside Sealite, specialised contractors were also commissioned to undertake the removal of hazardous mercury and asbestos that posed a health risk. The SL-LED-324 light source and Universal Controller were selected for the lighthouse upgrade. Manufactured in the purpose built facility in Melbourne, Australia the Sealite team was able to supply, install and commission the most power efficient LED light source available on the market. The Ports of Jersey also chose to monitor the critical AtoN using GSM communications. This helps to ensure that any operational issues at the site can be identified and addressed swiftly by the managing port authority. The lighthouse upgrade was carried out directly by a team of experts based in the United Kingdom, supported by the product team based in Australia. The first task was to remove the original lamp from within the original lens. The new SL-LED light source was then fitted along with the Universal Light Controller. The project also included the supply and fitment of the six sector panels that were then aligned to the charted bearing lines and light sectors. Sealite personnel were on-site to observe the dismantling of the optic shutters and to provide guidance to specialised contractors on the mercury removal process. The SL-LED-324 contains 36 energy efficient LEDs and is capable of exceeding 26 NM, depending on the design of the existing optic VOL 39 ISSUE 4 |

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lens. The site at La Corbiere required a range of 18 NM and was successfully achieved using only 120 W. The new light source operates at significantly less power and replaces the original lamp that was using a staggering 1,000 W! Lighthouse authorities now have the option to upgrade their light whilst retaining the original optic lens. By doing this, the historical significance of the lighthouse remains and will continue to be a beautiful landmark for many years to come. The replacement of older high maintenance lamps with an LED alternative provides greater efficiency and much whiter and brighter results. The maintenance intervals are also significantly reduced and offer a life span of around10 years. This compares to traditional lamps that require frequent maintenance and only last around twelve months. La Corbiere lighthouse is identified as a category 1 asset, given its location on landfall. It was imperative that the Aids to Navigation is able to meet IALA’s stringent availability guidelines of 99.98%. The redundancy feature built into the Sealite light source ensures that the light will never go out. Sealite was able to deliver this project within the required time frames for the Ports of Jersey. Their requirements were to modernise the lighthouse at La Corbiere by improving reliability, reducing power consumption and ensuring the site was safe for maintenance staff and visitors. La Corbiere today has been restored to its former glory using Sealite’s SL-LED-324 light source much to the joy of the port authorities, mariners and the wider public. Sealite can also commission our SL-300 single and two tier long-range marine lanterns into lighthouse applications where the original lens cannot be retained. “We were impressed with Sealite’s solution which provided a modern, reliable and efficient light source whilst remaining sympathetic to the lighthouse’s heritage and significance as a local landmark, but most importantly to improve upon reliability and to continue its vital role in aiding the safety of navigation in Jersey’s waters, as it has done for nearly 130 years,” said Aaron Gavey – Head of Operations, Jersey Harbours.

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L ARGE MODEL WO R K F O R S A N A N TO N I O B R E A K WAT E R SUMMED UP As part of San Antonio Port’s expansion plans, a cross-organisational team has presented its final report assessing the structural stability and port operability of the proposed new outer breakwater in Chile. The report was the result of more than a year’s partnership between HR Wallingford and Instituto Nacional de Hidráulica Chile (INH), which together built and tested models representing a huge area – the 3.9 kms breakwater, a sub-marine canyon and the harbour. The main objective of the study was to assess the structural stability of a breakwater to shelter the terminals. The modelling also tested ship motions in the new berths, which will enable the port to handle many more containers – a move of critical importance to Chile. This was a project of huge dimensions. In terms of area replicated, it was one of the largest ever models by HR Wallingford, and in terms of time, it was one of its longest. The UK basins were in use for the project for 16 months and brought together a large team of experts from HR Wallingford and INH. The La Corbiere Lighthouse

PORT ENGINEERING MANAGEMENT The vast San Antonio breakwater model in HR Wallingford’s laboratories.

The project was also notable because of the level of collaboration. INH and HR Wallingford worked closely on the physical modelling work, using both organisations’ modelling facilities and exchanging knowledge between them. The partners also liaised throughout the tests with designer SENER, and the owner’s engineer PRDW, all contracted to Empresa Portuaria San Antonio (EPSA). To run the tests, the team built a large 3D model in an HR Wallingford basin (75 m long by 30 m wide), which reproduced the entire length of the breakwater, plus a sub-marine canyon at its entrance and the existing harbour. It had to be built at a scale of 1:100 so that it could fit in the whole area. The model was used to test both structural stability and vessel movements. “For the structural stability, we needed to make sure that the structure was sound, and withstand the challenging environmental conditions,” explained Maria di Leo, team leader at HR Wallingford. “We tested the stability of the main structural elements – the armour, the toe and the seawall. To do so, we measured the damage at the toe, the damage at the armour layer, and the overtopping rate. Before working in 3D, we conducted initial investigations in 2D, using two of our flumes, whilst another flume was used in a partner laboratory in Chile.” The 3D model was also used to test wave agitation within the basin and vessel movement. The modelling team was tasked with checking that port operations could be carried out safely in the environmental conditions and local wave climate, for the proposed port layout and exposure, orientation and configuration of the berths. To do this, they tested and measured a number of parameters – wave agitation and

PROJECTS

vessel movement and calculated downtime. A particular challenge of the study was to replicate the varied bathymetry which surrounds the port – the sub-marine canyon at its entrance, and rapidly changing water depths along the breakwater. This has an impact on the transformations of the waves as they approach the structure, and the team needed to exactly replicate that wave field. In fact, it pushed them to develop a novel system for generating waves at the boundary of the model. The results of all the assessments were passed on to the designer, SENER, which is using them to optimise the structural design before construction starts.

A S E A P OW E R S YS T E M S E X PA N D S DOCK BOOST TRANSFORMER LINE ASEA Power Systems, a subsidiary of Mission Critical Electronics and a leading manufacturer of isolation transformers, shore power converters and power management systems, today announced the expansion of the Dock Boost Transformer (DBT) product line to offer upgraded models ranging from 12-24 kVA. ASEA Power Systems’ DBTs are smart isolation transformers with three levels of boost to keep vessels powered even when input voltages sag by up to 35%. These DBTs are the perfect replacement for the Charles Iso-Boost and can protect sensitive, and often expensive, electronics from damage associated with common shore-power problems including brown outs, spikes, sags and low-line or high-line voltage. Expanding ASEA Power Systems’ existing international product offering, the new product models offer compatibility with international voltage standards and 50 A or 100 A shore cord inputs. The new DBTs have also been upgraded and can be ordered in a paralleled Trident system. The Trident consists of two DBT units and one VOL 39 ISSUE 4 |

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paralleling master control unit, making this paralleled system an ideal replacement for the Charles PM3. “When we first conceptualised the DBT, we intended to build a simple tapped transformer to combat drooping shore cord voltage,” explains Eric Herman, Director of Engineering for Mission Critical Electronics, the parent company for ASEA Power Systems. “But as we dug deeper into the market, we realised that the challenges boaters face included 208 VAC feeds masquerading as 240 VAC, the desire to parallel two shore cords, 50 Hz locales, 400 VAC and 480 VAC pedestals, and more.” This realisation led to ASEA Power Systems’ development of a suite of products including a 50 A stand-alone unit, a paralleling box for dual 50A shore cords, a 15 kVA 50 Hz unit for our OEMs in Europe, and a 100 A unit that accepts 240, 400 and 480 V feeds. ASEA Power Systems released the firstgeneration DBT as a direct replacement for the discontinued Charles Iso-Boost in 2018. The DBT boasts a wider input voltage range of 167-270 VAC and is 65% lighter than its predecessor. The identical mounting pattern and wiring connection points make refit installations a breeze and at only 12.2 kg, installation can easily be accomplished by a single person.

A front view of the DBT

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EUCHNER’S NEW S M A R T I N T E R LO C KS T I C K T H E B OX F O R FAC TO RY S A F E T Y Euchner has recently added new Modular and Classic variants to its successful Multifunctional Gate Box (MGB), which was first launched to provide a totally integrated locking and handle solution a number of years ago. The MGB2 Modular and MGB2 Classic offer more variations, additional functions, different networking options and intelligent communication features, such as comprehensive diagnostic data, ultimately resulting in reduced equipment downtime and increased productivity. These new versions build on the success of the company’s original MGB system, which has been protecting safety doors and guarding within manufacturing facilities for over a decade, enabling the prompt identification of faults and keeping employees safe from dangerous machine movements. Because of the MGB2’s modular design it can easily accommodate future upgrades to equipment, installations and production lines, reducing the cost of excessive downtime and/or purchasing an entire new locking unit. With a combination of a safety switch, bolt, escape release and door locking mechanism rolled into one, the MGB2 is a class-leading solution for machinery guarding, however, no two safety applications are the same. Some production processes need an integrated emergency stop to safely stop the processes, while others need additional request and acknowledgement buttons fitted directly onto the safety door. The new MGB2 Modular and Classic solutions can be easily adapted to meet the requirements for integrated operator controls and indication. David Dearden, Euchner’s UK&I Country Manager, explained that the flexibility offered by the latest modular gate boxes is unique in the

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Euchner’s new smart interlock

marketplace. Using less physical cabling, this new generation of MGB multifunctional safety door systems reduce the design and installation time of new equipment and also allow subsequent machine modifications or expansions to be implemented efficiently. He added, “The original MGB handle system has been a great success for Euchner over the past 10 years and although it has not been discontinued, the new series takes all the great features and benefits of this previous range and adds in maximum flexibility, hot-swappable components and a simpler networking topology. With the modular versions all the operator controls like emergency-stops and enabling switches can easily be plugged in and out of the unit, making it a very functional and flexible system. The MGB2 is more than just pure safety door protection.” MGB2 Modular uses Fieldbus connections such as PROFINET PROFIsafe to communicate all the safety, non-safety and diagnostic signals to the main controller. It also includes a built-in webserver to allow straightforward interrogation of the unit without having to have specialist software or programming knowledge. The locking modules can be equipped with controls such as pushbuttons, selector switches, keyoperated rotary switches or emergency stop buttons as needed. Submodules allow up to six different control elements in the locking module, which can be replaced with the minimum of disruption due to their hot-pluggable features. Add-on expansion modules are available where additional user-controls are required, possibly eliminating the need for separate localised operator control stations. Only one Fieldbus module is required for up to six locking modules, a considerable advantage

over its predecessor for communicating both safety and control signals. Besides fewer devices, the user also requires less on-machine cabling and PLC I/Os, ultimately saving on costly failsafe PLC capacity in the control system. If space is limited, the bus node can simply be installed remotely in another suitable location. Unlike the fieldbus variant, the MGB2 Classic version does not communicate via a bus system but is hard-wired directly to the relevant control system – making it the ideal solution for nonnetworked installations. The system features two OSSD safety outputs, provides continuous diagnostic information via multiple signalling outputs and can be connected in series with up to 10 devices, saving costs on expensive evaluation devices or safety I/O. Euchner’s new generation MGB2 failsafe door locking systems for machine guarding combine design expertise, renowned German quality, speed of installation and diagnostic detail, backed up with a substantial stock holding in the UK to ensure the company can always meet customer demands with short turnaround times.

INVESTMENT AT N - S E A Holland’s N-Sea has completed an investment and upgrade programme of its Renewables and Utilities Department (RUS), the main focus of which is cable management and asset integrity. An experienced and dedicated management team have been installed to oversee this department, and they have completed an upgrade programme of their tools and equipment to enhance their Controlled Flow Excavation (CFE) Capabilities. N-Sea has a proven and respected record in CFE, with the company enjoying a long and successful track-record with the use of noncontact methods for burial, remedial works and cable repair. Coupled with their renowned survey and engineering capabilities, the asset puts the firm in a strong position when offering their clients turnkey solutions. VOL 39 ISSUE 4 |

PORT ENGINEERING MANAGEMENT PROJECTS

N-Sea Engineering Manager, Ruud Houtman commented, “N-Sea has recently performed studies and tests which further demonstrate the capabilities of our Twin and QuadProp tools. The results of our study can provide us and our clients the knowledge and confidence that our tools can perform in the environments required. We are also very fortunate to have Management and Operational personnel who have a depth of knowledge for the integrity of cable and the performance of remedial burial, corrective maintenance, and repair to subsea assets.” Renewable and Utilities Operation Manager, Dale McDonald commented, “The investment, time and effort made into the CFE tools within N-Sea is an important step, having these tools available in house enables the RUS department to offer more integrated maintenance and repair services to the renewable sector. Our powerful QuadProp is one of very few CFE tools available on the market with a dedicated launch and recovery system. This system allows for a safer more controlled deployment and offers more stability to the tool whilst in operation.” N-Sea CEO, Arno van Poppel commented, “This Function testing and servicing of the N-Sea CFE Spread

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investment is only one part of our drive to help asset owners control and maintain the subsea asset during its life cycle and we are excited to be releasing more news regarding our services in the very near future.”

PRE-CAST CONCRETE I N S TA L L AT I O N MADE EASIER WITH ELECTRICAL CONNECTION E N C LO S U R E S The installation of pre-cast concrete construction projects has been made faster and simpler thanks to increased use of a range of electrical connection enclosures. Spelsberg’s IBT range of enclosures retain their position under concrete pouring and cover a variety of applications from junction boxes to LED luminaires. The enclosures are designed for use in a wide range of building types and are flexible for various mounting options. As speed and efficiency become ever more important for UK construction to meet demand, the use of pre-cast concrete is increasing. Prefabricated concrete panels are quicker to install, with far less preparation work required before installation. Crucially, with a widening skills gap, pre-cast concrete also requires less expertise to install than casting concrete on-site. Combined, this not only gives a faster construction project completion but can reduce the total cost too. If required for a bespoke, highly specific and very large-scale design, cast on-site concrete can generally be moulded with greater flexibility than the pre-cast alternative. Also, some pre-cast forms may be too large or difficult to manoeuvre to or around the site. However, another advantage of pre-cast is that its strength is usually far higher than cast on-site concrete. Significantly, it’s also far easier to measure this strength. Both of these

PORT ENGINEERING MANAGEMENT PROJECTS

benefits are the result of the greater precision offered by a factory-controlled cure, whereas on-site curing can remain at the mercy of the weather. Today, pre-fabricated concrete panels are complete with the electrical connection routing, which speeds the construction process up further still, avoiding a bottleneck of various tradespeople requiring simultaneous access. The primary challenges surrounding the routing of electric connections and components when using pre-cast concrete are two-fold. Firstly, it demands a high degree of planning to determine electrical architecture before the building is constructed. This level of planning though can increase efficiency of installation and overall efficacy of cabling and connection. Secondly, it means that electrical enclosures must maintain their precise position within the pre-fabricated panel, withstanding the effects of the concrete pour. Failure to do so could impact wiring and therefore the integrity of the electrical circuit. Additionally, the electrical enclosures must be able to resist any leakage of concrete inside the casing which would cause damage to wiring and connections. Spelsbergâ&#x20AC;&#x2122;s IBT System enclosures fit securely to formwork using high-strength magnets. Designed specifically for pre-cast concrete installation, IBT enclosures retain their position after concrete

pour and cure, aided through their patented support beam design. A patented diaphragm system seals against ingress of concrete and reinforces the enclosure by expanding following insertion and routing of conduit, with no further on-site sealing required. All products within the IBT range are halogen-free and offer high temperature resistance, which means they meet DIN, BS and NEMA standards. Following the assurance of protection that the IBT System provides, the primary advantage is the simplicity and speed of installation. When formwork is removed, the face of the enclosure is revealed and ready to be opened, ready for easy access to enable a rapid first fix of electrics. Multiple enclosures can also be easily connected into a grid via the support beam. The IBT System is appropriate for a wide range of building types and a variety of housings are available, including classic universal, transition and junction boxes, coming in a range of sizes. The IBTronic System meanwhile is used to enclose electronic components, from LED luminaires to alarm speakers. While on-site casting has traditionally meant greater flexibility in design, IBT enclosures can also be designed and manufactured to offer a bespoke solution to specified designs, with aftercare provided to assist with installation if required.

Spelsbergâ&#x20AC;&#x2122;s IBT range of enclosures retain their position under concrete pouring and cover a variety of applications from junction boxes to LED luminaires

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TEESSIDE SECURES FIRST PL ANT FOR A LT E R N AT I V E F U E L PROJECT AV Dawson’s port facility in Teesside has been announced as the first site for a revolutionary new alternative fuel project that will support ambitions to reduce landfill and global carbon emissions. Waste Knot Energy (Waste Knot) has secured funding from Gresham House’s British Strategic Investment Fund (BSIF) to build its first fuel pelleting plant in Middlesbrough. The plant will produce Waste Knot’s Green Knot branded pellets using non-recyclable waste - otherwise destined for landfill or for another country’s waste facilities. The high-calorific value of the pellets makes them a reliable, low-emission bulk alternative to coal and pet-coke for energyintensive industries - such as cement and steel. AV Dawson’s Middlesbrough facility was selected as the site for the first plant due to its quayside location on the south side of the River Tees, providing a strategic entrance point to serve the UK and beyond. With construction now underway at the site, this marks an important step for the UK in developing infrastructure to process its own waste and providing an alternative to landfill. Once completed, the plant in Middlesbrough will create over 20 full time jobs and revenue within the region. It is estimated the plant will manufacture in excess of 240,000 tonnes of fuel pellets each year, which will be transported within the UK by rail or exported by ship. The plant is being developed on a brownfield site owned by AV Dawson. Gary Dawson, Managing Director at AV Dawson says, “We are completely redeveloping a whole area of our Middlesbrough site to provide a tailored solution for the customer that gives them a purpose-built facility with immediate access to the quayside, enabling the efficient production and export of pellets around the world. 74

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Construction of new alternative fuel plant begins at AV Dawson’s Middlesbrough port facility

“Once the processing facility is operational, we will be providing the on-going logistics - loading vessels on a weekly basis to keep up with 24-hour production schedule. This project is an exciting step forward in the expansion of our port facilities on the River Tees. It is part of our long-term plans to move into renewable and recyclable energy markets - supporting our diversification strategy and our environmental aspirations. It also supports the region’s and the UK’s wider environmental challenges to create a circular economy - diverting waste from landfill whilst supporting the move away from fossil fuels.” Tees Valley Mayor Ben Houchen says, “It is fantastic to see Teesside landing the first plant for this exciting new project. Whether it is Net Zero Teesside, e-scooters or pioneering the use of hydrogen across Teesside, Darlington and Hartlepool we are developing the technologies of the future and creating sustainable good quality well paid local jobs for local workers. This amazing news further supports our ambitions to drive forward the clean energy agenda - further cementing our regions reputation as an innovator and world leader in decarbonisation.” Middlesbrough Mayor Andy Preston adds, “This is very positive for Middlesbrough, bringing investment and jobs to the town and enabling AV Dawson, as one of the largest family businesses in the area, to take the next step in its plans for growth.” Focused on real assets, BSIF invests in sustainable UK housing and infrastructure, with emphasis on the smaller mid-market, via investments in local and regional projects. By investing in projects such as Waste Knot, which deliver environmental benefits and support job creation, the BSIF strategy aims to have a positive social and environmental impact on the UK. Ed Simpson, fund manager of BSIF and

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Investment Director – New Energy at Gresham House, says, “The benefits to the UK from the Waste Knot Energy project are myriad – from providing a waste disposal alternative to reducing carbon emission from the industrial sector and

stimulating regional economic activity. Having just completed its final funding round, this is exactly the type of strategically important sustainable project BSIF is looking to facilitate, while generating attractive returns for investors.”

A B U D H A B I M A R I T I M E AC A D E M Y TA K E S E - T R A I N I N G TO N E W H E I G H T S Finland’s Wärtsilä has successfully delivered its brand-new Cloud Simulation solution to Abu Dhabi Maritime Academy. Comprising a combination of cloud-based solutions, including navigational, engine room and liquid cargo handling simulators, Wärtsilä is the first company to offer class-approved cloud-based simulation technology to the maritime industry. The online installation was deployed in early July, allowing the Academy to continue providing its training despite ongoing social distancing and travel restrictions. Abu Dhabi Maritime Academy is the leading maritime training provider in the region, which is now powered by Wärtsilä Voyage technology. The addition of the online installations of NTPro and TechSim will broaden the simulation-based training offering available at the Academy. Cloud Simulation technology takes simulation beyond the boundaries of the physical classroom, to provide location and device independence, and to deliver simulation-based training wherever, whenever, and however it is needed by the user. Remote access to training allows students and instructors to reach various Wärtsilä Voyage simulation models on their personal devices, away from the classroom and without the need for specific Wärtsilä software. Both the TechSim and NTPRO platforms in the cloud provide a classroom configuration with trainer and multiple student stations for familiar instructor-led training. “We are excited to be at the leading edge of this technology in the maritime industry and enable trainees to acquire a wide range of navigational and engineering skills, without the need to

physically attend the training centre. By having remote access to the simulation library and any classroom-based exercise, instructors can easily manage the application and deliver the training,” says Torsten Büssow, Director, Wärtsilä Voyage. “We are very pleased to have this nextgeneration of blended-learning solutions delivered by Wärtsilä Voyage. The bespoke training that this solution allows to deliver will undeniably enhance the training experience of our students. The Wärtsilä Voyage distance learning application will surely open up many new training opportunities inside and outside the physical classroom,” comments Capt. Clive Hotham, Head of Marine Short Courses and Simulator, Abu Dhabi Maritime Academy.

Wärtsilä Cloud Simulation developed by Wärtsilä Voyage enables remote access to training sessions when physical attendance is not possible or convenient. VOL 39 ISSUE 4 |

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W H E N W I L L W E M O N I TO R O U R GA S E O U S E X T I N G U I S H I N G S YS T E M S P R O P E R LY ?

LO C KGAT E

by CARL STEPHEN PATRICK HUNTER OBE (COLTRACO ULTRASONICS)

In this article the Chairman of a highexporting UK manufacturer in the Fire Sector asks why people and property remain at risk because they do not monitor the gaseous fire extinguishing systems that protect them. In July 2020, at the height of COVID-19 in the USA, the USS Richard Bonhomme, an amphibious aircraft carrier, developed a five-day fire during a maintenance interval. It injured 68 military and civil personnel. It also made ‘out of service’ a core strategic amphibious asset of the US Navy. It was one of only four ships in the US Pacific Fleet able to handle the F-35B 5th generation aircraft. “As tensions mount with China in the South China Sea, as well as with North Korea, the loss of this ship and her capabilities will make it

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more difficult for the Navy to meet all its war-fighting requirements,” said John Kirby, a CNN military analyst and former US Navy Admiral. The top US Navy acquisitions official said, “Anyone who steps on-board our ships must be ever vigilant about ensuring fire safety. I urge you to use the recent fire to ensure that our work spaces are clean, that unnecessary clutter is removed, that all fire safety measures are being followed and that there is unrestricted access to fire-fighting and damage control equipment.” Excellent, you may think. Regardless of the reason for the fire itself, a reason that the fire became uncontrolled … was because its fire suppression system had been shutdown and its compartment doors left open.

Carl Stephen Patrick Hunter

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For maintenance For a gaseous extinguishing system to function, whether liquefied, such as CO2, NOVEC 1230 or FM-200 or non-liquefied, such as Nitrogen or Inergen, one needs two things: Firstly, sufficient contents to generate the design concentration required to extinguish the fire event, and secondly, compartmentation integrity, so that the extinguishing gas is contained within the space on actuation. Without either, the fire event risks escalation. So how can one test that either exists? To cater for the contents, one can shut the system down, dismantle it, and weigh each cylinder of extinguishing gas. Then re-install each of them. There can 600 45KG cylinders on a commercial ship, 100 on an offshore platform.

Hundreds in a Data Centre It takes two licenced fire technicians people 15 minutes to do this/cylinder - on a good day. For the compartmentation integrity, one can pressurise the compartment space, either by air or water, and see where it leaks out. Neither works when the fire technicians are away from the asset for the other 364 days/year. This is how our industry has worked since gaseous systems were first developed. In 1924 the Walter Kidde Company developed the first CO2 extinguisher and in the 1960’s DuPont developed the first Halon system. In the 1990’s DuPont developed FM-200 and 3M NOVEC 1230 as ‘clean agents’ to replace Halon, banned under the Montrael Protocol. After that came the use of natural un-liquefied gases. We know them today as Inergen. What unites all of them is that they are highly pressurised - some of them up to 300 Bar, or over 4,350 psi. And anything that is pressurised can leak. Hence the reason why BS EN ISO 14520 was developed – to check that their contents had to be checked, and checked for content loss. If they lost more than 5% the cylinder had to be re-filled. So our industry sensibly knows that anything that is pressurised can leak. That is science. Perfect physical principles. The mathematics

are clear - do you know a mathematician or a physicist in our industry? The same with compartmentation. Like any ship the USS Richard Bonhomme is constructed to withstand damage. Since the principal reasons for ships loss at sea remains sinking and fire, all ships, offshore oil & gas platforms, even offshore wind turbines, understand the need for ‘compartmentisation’. Below the waterline they are known as watertight compartment doors, and the areas between the watertight bulkheads, containing the electrical cabling that pass through every marine structure at sea, are called Cable Transit Areas, and they are designed to maintain compartmentation integrity. Not just to prevent water ingress and sinking, but to stop fire passing between the compartments too. One way to test them is to fill them with water and to learn at what ‘head of water’ the bulkhead collapses, or the watertight compartment door, bursts. But it is not very practical. Another is to pressurise the compartment by positive pressure and see where it leaks. All grand … on a cool calm day when no-one is inside the ship.

Even better in a laboratory But here we are in our industry using gases for fire systems that are nearly 100, 60 and 30 years old, and we still test them inadequately. It is as if there has been no technological advance in any field other than our own. And the accidents keep coming. The fires keep hurting and destroying and our regulations gently modify themselves, all at a time of some of the highest-paced technological change the world has ever seen. A dairy farmer does not check a pregnant herd by weighing them. A bat does not fly through a forest at night by sight. A whale does not communicate hundreds of miles by using morsecode. Submarines rarely see their adversaries or even the sea that they glide through. The blind ‘see’ by hearing sound and in four of the above examples, it is the use of sound beyond our audible range that enables them to ‘hear the [ultrasonic] sounds that others cannot hear’. VOL 39 ISSUE 4 |

PORT ENGINEERING MANAGEMENT LOC KGATE

A cylinder containing a Clean Agent is in itself acoustic. Like a bell. A compartment is a room. Unless it is an anechoic chamber designed to completely absorb reflections of either sound or electromagnetic waves, it reflects them. And its leak sites let them pass through. So just as a vet, a bat, a whale or a submarine sonar, uses ultrasound to “see the sounds that others cannot hear”, so can our fire industry use ultrasound to test both the contents of its gaseous extinguishing systems and the compartmentation integrity of the spaces that they are meant to be ‘held’ in. All we need are the mathematics. Mathematics

is the language of the universe. It expresses the physical principles that enable it. And it can be at the heart of our industry too. It already is by some of you reading this article. At Coltraco Ultrasonics we share a British legacy in ultrasound that began in 1916 when the Admiralty used it to hunt enemy submarines. It is 104 years since we have had it. It has taken over 80 years for the fire industry to use it in the portable and constant monitoring of gaseous extinguishing systems, and the compartment spaces into which they actuate and protect. To those of you who use it, I salute you.

Carl Stephen Patrick Hunter OBE is Chairman of Coltraco Ultrasonics, the world’s leading manufacturer of ultrasonic monitoring equipment for the fire, naval, marine, offshore, wind, telecommunications and wind energy sectors. His company exports 89% of its output to 120 countries and holds the Queen’s Award for Enterprise in International Trade.

The fire on-board the Richard Bonhomme

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PORT ENGINEERING MANAGEMENT CONTACT DIRECTORY DREDGING AND MARINE

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

C O N T R AC TO R S

ROHDE NIELSEN A/S

DUTCH DREDGING BV

ROYAL BOSKALIS WESTMINSTER NV

Nyhavn 20

Dr. Langeveldplein 11, 3361 HE

DK-1051 Copenhagen K

Sliedrecht, The Netherlands

Rosmolenweg 20

Denmark

Tel: +31 184 411999

PO Box 43

Tel: +45 33 91 25 07

Emaill: info@dutchdredging.nl

3350 AA Papendrecht

Email: mail@rohde-nielsen.dk

Web: www.dutchdredging.nl

The Netherlands

Web: www.rohde-nielsen.com

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

Tel: +31 78 69 69 000

Drs. C.J. van de Graaf

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

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

DREDGE EQUIPMENT

VAN OORD DREDGING AND

DREDGING INTERNATIONAL NV

HOLLAND MARINE TECHNOLOGIES BV

MARINE CONTRACTORS Scheldedijk 30, Haven 1025 Schaardijk 211

2070 Zwijndrecht, Belgium

3063 NH Rotterdam

Tel: +32 3 250 52 11

PO Box 8574

Email: info.deme@deme-group.com

3009 AN Rotterdam

Web: www.deme-group.com

The Netherlands

DEME is a world leader in the highly

Tel: +31 88 8260000

specialised fields of dredging,

Fax: +31 88 8265010

marine engineering and

Email: info@vanoord.com

environmental remediation. The

Web: www.vanoord.com

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

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

PORT ENGINEERING MANAGEMENT D SECTION REDGE CO MPONENTS TITLE

DREDGE COMPONENTS

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

HEGEMANN GMBH | DREDGING

VANDEGRIJP IGS B. V.

GULF COBLA (L.L.C.)

Arberger Hafendamm 16

Rietgorsweg 11, PO Box 72

Jebel Ali Industrial Area 2

28309 Bremen, Germany

3350 AB Papendrecht,

PO Box 5708

Tel: +49 421 4107 201

The Netherlands

Dubai

Fax: +49 421 4107 299

Tel: +31 78 644 64 64

United Arab Emirates

Email: info@dh-dredging.de

Fax: +31 78 644 64 65

Tel: +971 4 803 7777

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

Web: www.vandegrijp.com

Fax: +971 4 880 4295

Maintenance dredging, reclamation works,

Manufacturer of dredging

Email: gc-info@gulfcobla.com

aggregate dredging and sand mining using

equipment. Production and

Web: www.gulfcobla.com

trailing suction hopper and backhoe dredgers.

sale of dredging-pipes

Contact: Jan Joost Post

Charter of self-propelled split hopper barges.

andaccessories.

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

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The Hanson Thames at the Damen Galati Shipyard (see page 10)