Australian Ports News Vol2 No6

See our Editorial and Advertisement on Advertisement Pages 4 and See our Editorial and on5

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Pages 6 and 7

March/

Australian Customs and Border Protection Service Vessel Cape St George Sails Ahead Full Story Page 19

Also in this Issue: Western Basin 3 and 4 Refurbishment - Pages 4-7 Navigational Aids Feature - Pages 8-11 Cape Don Lighthouse Feature - Pages 12-17

Maritime Labour Convention in Force T HE ILO Maritime Labour Convention 2006 entered into force in Australia and internationally recently, modernising more than 60 existing international labour standards going back over eight decades.

There are 1.2 million seafarers in the world and their work is often hard, dangerous and out of sight of the general public.

The Convention sets out in minimum working and living conditions for the world’s seafarers. Often referred to as the seafarers’ bill of rights, the Convention covers matters such as minimum standards for their employment, accommodation, recreational facilities, food and catering, health care, welfare and social security protection.

It is unique because it aims both to achieve decent work for seafarers and fair competition by creating a level playing field for the majority of shipowners and operators who do the right thing.

Australia ratified the Convention in December 2011 making us one of the first 30 countries to bring it into force. More than forty-five other countries have since followed suit.

Compliance with the Convention will be secured through formal inspection and certification procedures, shipowners’ and

shipmasters’ supervision of conditions on ships, flag State jurisdiction and control over local ships and port State inspection of foreign ships.

In Australia, surveyors from the Australian Maritime Safety Authority will be empowered to inspect all ships at Australian ports to ensure they comply with the requirements of the Convention.

The Government, shipowners and unions have been working on the implementation of the MLC in Australia since it was adopted in 2006. In particular we commend the work of Paddy Crumlin from the International Transport Workers Federation and Teresa Lloyd from the Australian Shipowners’ Association. The first Australian flagged international trading ship, Northwest Stormpetrel received all of the necessary certificates.

The application of the Convention follows the 1 July commencement of the Navigation Act 2012 and the Marine Safety (Domestic Commercial Vessel) National Law Act 2012.

Together they represent the biggest reforms to Australia’s maritime sector in more than a century.

Shipping is a crucial part of the Australian transport system with almost all our imports and exports carried by ship. Our reforms will grow Australia’s maritime industry and cement Australia’s standing as a shipping nation.

Ports Australia Releases Master Planning Report

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HE peak national ports body, Ports Australia, has released its report “Leading Practice – Port Master Planning”.

Ports Australia CEO, David Anderson (right), said that the project was a key element in the organisation’s strategy to support implementation of the National Ports Strategy.

“The National Ports Strategy has as one of its foundations the preparation of long term and transparent master plans on the part of our trading ports. The intention is that this process be accompanied by improved regulatory settings for ports, and deliver the certainty required to attract investment in port infrastructure”, he said.

Mr Anderson said that the document provides a leading practice planning framework that is also intended to promote government and agency buy-in to long term freight and port planning.

“In addition, the planning process is intended to inform external stakeholders, secure stronger commitment to protecting port road and rail access corridors, and prevent land use conflicts

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In this issue: • New Kalmar user interface

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in the vicinity of ports and freight precincts” he said.

The report can be accessed on the Ports Australia website www.portsaustralia.com.au.

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Editorial Contributions

CORROSION & PREVENTION 2013 &

AUSTRALIAN PORTS NEWS PTY LTD

©All content featured within, including all advertising and written material created by Australian Ports News for this publication is protected by copyright and cannot be used or reprinted without the express permission of Australian Ports News Pty Ltd

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10–13 November 2013 www.acaconference.com.au

Port Authorities including all industries represented within Port Authorities, associated Associations and Organisations are invited to submit editorial, photo input highlighting Port expansions, new technology being introduced to Port precincts, purchases of major equipment to assist in port handling, new senior appointments, including all associated news matters related to the smooth and efficient operation of all Port precincts to appear in all future issues of the Australian Ports News, free of charge to allow and inform our Australasian readership.

In the first instance, please contact the publisher, Tom Cook for further details on: (07) 5478 9432 or email: admin@austportsnews.com.au

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launched for Asciano container terminals in Australia Page 3 Western Basin 3 and 4 Refurbishment Pages 4-7 Navigational Aids Feature highlighting new and existing technologies Pages 8-11 Restoration Works near completion at Cape Don Lighthouse Pages 12-17 Restoration Works at Charles Point Lighthouse Page 18 Australian Customs and Border Protection Service Vessel Cape St George Sails Ahead Page 19 Ports News Container Ship for Fremantle sets record Record Annual Tonnage throughput for PHPA Page 20 Ports News New Cranes arrive as Sydney International Container Terminal takes shape Page 21 Ports News Darwin Port Recognised as Top Achiever Page 22 Ports News Flinders Logistics Concludes Long-Term Deal with Cristal Mining - Page 23 Inspections Vital to prevent corrosion related disasters Page 24

New Kalmar user interface launched for Asciano container terminals in Australia K

ALMAR, part of Cargotec, delivered the new graphic user interface (GUI) for its equipment control system for the operations of AutoStrad(TM) to Asciano for roll out at their container terminals in Brisbane and Sydney. The new user interface is completely 3-dimensional, providing the operators with an intuitive interface reducing the time needed for training.

Asciano Director Terminals and Logistics, Alistair Field, said: “The new system is much more intuitive for operators to work with, enabling them to respond to exceptions quickly and easily. It will greatly improve operations efficiency on the terminals. We look forward to rolling out the new user interface at our container terminals.”

The Kalmar AutoStrad(TM) is a proven solution and the new user interface is the centrepiece of the command and control interface of the equipment control system.

With 3D visualisation of the port, it provides the operator greater situation awareness which helps in decision making. Being highly configurable, all user roles are provided with rich visual experience, multiple camera angles and context sensitive tools. Each point of work and each piece of equipment can be individually followed in real-time as they move throughout the terminal.

The user has an option of creating custom filters or a choice of a number of pre-set filters including point-of-work association and departure heat maps for improved production control.

“The new user interface is further evidence of Kalmar’s commitment to be at the forefront of port technology. We have a team of 28 engineers here in Sydney who are committed to developing new technologies to make our customers operations run at peak efficiency and safety,” said Peter McLean, Vice President, Kalmar Australia New Zealand. The automation system and the new graphic user interface were created in Australia by Kalmar.

Automated Stacking Crane

Top: Screenshot of the graphic user interface.

Kalmar has partnered with Patrick Terminals & Logistics, a wholly owned subsidiary of Asciano Limited, for many years both as a supplier of equipment as well as a maintenance provider. The AutoStrad(TM) solution was first introduced in Asciano’s Brisbane terminal in 2005 and is currently being introduced in the company’s Sydney terminal in Australia.

AutoStrad

Kalmar SmartPort

TM

For further information, contact: Peter McLean, Vice President Kalmar Australia New Zealand, Kalmar, telephone: +61 3 9234 7000, or email: peter.mclean@kalmarglobal.com Nicola Anderson, Brand Manager Kalmar Australia New Zealand, telephon:e +61 400 371 986, or email: nicola.anderson@kalmarglobal.com Kalmar offers the widest range of cargo handling solutions and services to ports, terminals, distribution centres and to heavy

Automated Lashing Platform

industry. Kalmar is the industry forerunner in terminal automation and in energy efficient container handling, with one in four container movements around the globe being handled by a Kalmar solution.

Through its extensive product portfolio, global service network and ability to enable a seamless integration of different terminal processes, Kalmar improves the efficiency of every move. www.kalmaglobal.com Kalmar is part of Cargotec. Cargotec’s sales totalled EUR 3.3 billion in 2012 and it employs approximately 10,000 people. www.cargotec.com

AutoShuttle

Kalmar SmartPort automation solutions have been developed for your business: to drive the greatest equipment efficiency at the lowest possible operational cost. Kalmar’s ASC+s, AutoStrads™ and AutoShuttles, as well as the Automated Lashing Platform, provide flexibility in automated terminal configuration, ensuring constant, predictable and reliable performance to shipping lines, 24/7 without any delays. kalmarglobal.com

Australian Ports News - Page 3

WESTERN BASIN 3 AND 4 REFURBISHMENT

Newcastle Port Corporation

Western Basin 3 and 4 Refurbishment NEW SOUTH WALES

Newcastle

Left: A ship at berth at Western Basin 4 within the Port of Newcastle

Western Basin 3 and 4 Refurbishment Facts •

Newcastle Port Corporation (NPC) is undertaking a refurbishment of the Western Basin 3 and 4 wharves within the Port of Newcastle.

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The project will extend the life of the wharves by 30 years. The wharves were constructed in the late 1960s and maintenance and corrosion techniques are required to prevent asset degradation.

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The estimated cost of the three year project is approximately $3.6 million.

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Stage 1 commenced in December 2012. Stage 2 is underway.

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The project involves 3 stages as follows: •

Stage 1 - completed • conventional concrete patch remediation work;

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Stage 2 - underway – impressed cathodic protection to the underside of the wharf to prevent steel corrosion; – protective coatings added to the steel sheet pile seawall;

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Stage 3 – commissioning of the impressed cathodic protection; – final coatings to concrete surfaces; and – practical completion.

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The wharves will remain operational throughout the contract period.

Construction work is being scheduled around vessel arrival and departure times.

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NPC has contracted this project to Marine and Civil Maintenance Pty Ltd.

Page 4 - Australian Ports News

SYDNEY

WESTERN BASIN 3 AND 4 REFURBISHMENT

MCM preferred for Asset Protection at Newcastle Port N

EWCASTLE PORT is one of the busiest facilities in Australia and has achieved yet another record year of trade in 2012/13 under the management of Newcastle Port Corporation with total trade throughput up by 16%. More than 4,500 vessel movements were also recorded reflecting a 12% increase over the previous year.

This increase follows 13 years of consecutive growth and includes $19.1 billion in commodities and coal exports valued at more than $15 billion for the financial year 2012/13.

Such consistent growth is a remarkable achievement in many ways, not least given the turbulent and prevailing economic climate.

However, Newcastle is one of the oldest ports in Australia and as such requires constant attention to ensure that it can accommodate current traffic and future growth.

The port has an extensive range of facilities at Kooragang Island and Carrington Basin to facilitate bulk materials, containers and general cargoes of all types and Marine & Civil Maintenance Pty Ltd (MCM) has contributed to the maintenance of these assets.

Last year the company made repairs to the structure of Wharf 3 at Kooragang Island, and this year MCM has embarked on stage two of a three year programme of repairs and protection at the West Basin Wharves 3 and 4 in Carrington. Newcastle Port Corporation require a 30 year extension of the life of these valuable assets.

The front beam of the 520m long wharf was repaired and treated with impressed-current cathodic protection (“CP”) over 12 years ago.

This part of the structure is in good condition but rebar corrosion has affected isolated patches of the slab soffits, beams and piles and, more extensively, the rear beam of both wharves.

Consultants GHD specified a patch repair regime for the isolated slab, beam and pile damage. Patch repairs are used where the damage is small scale, isolated and unlikely to spread rapidly, which is the case for the areas of wharf between the front and the rear.

However, the rear beam of the wharf is subject to more damage due to the effects of corrosion so an impressed-current CP system was specified for this element.

In addition GHD specified a protective silane coating for the entire soffit of the wharf that is not protected by CP. Being less exposed to splash water, these areas are only lightly contaminated by salt and silane. The coating is designed to penetrate the concrete surface and control the ingress of salt and water and is an economical method of protecting the steel where it has not yet begun to corrode.

As part of a separate consultancy, SMEC specified a protection system for the sheet pile wall behind the rear beam. This consists of galvanic anodes underwater and a paint coating above.

MCM tendered and won the contract in late 2012, basing its bid on the use of proprietary access platforms suspended beneath the wharf.

Lack of headroom means the platforms are set at low water level, and although the work is phased around the tides, the site team needs wetsuits and waders to carry out their work.

Stage 1 of the current programme was completed between January and June 2013, on time and within budget. The work consisted of local patch repairs in the body of the two wharves. Some 85m2 of damaged concrete was removed by specialist hydro-demolition subcontractor Hi Tech Industrial Services.

Hydro-demolition is a very effective means of breaking out large areas of concrete surface quickly, safely and with no damage to the underlying concrete.

According to MCM, the concrete patches were reinstated with sprayed gunite by the dry-spray process, using a pump mounted on the wharf deck. The material used was Guncrete E from Parchem Construction Supplies Pty Ltd. Stage 2 started in July and is programmed for completion at the end of June 2014. The work consists mainly of the repair and cathodic protection of the full length of the rear beam, which lies against the sheet-piled rear wall and has suffered more corrosion damage from splash water than other parts of the structures.

The impressed-current cathodic protection consists of titanium anode ribbons grouted into slots cut in the concrete surface of the beam side and soffit. The ribbons are divided into zones and connected to the reinforcing steel at regular intervals so that a circuit can be made through the steel. An external power source, rectified to DC current at very low voltages, is used to drive ionic current through the concrete between anode and steel, in turn, the steel is protected against corrosion.

Embedded probes are used to monitor the current flows locally, allowing the protection system to be monitored and tested for optimum performance.

As well as the work on the beam, Stage 2 will involve the cleaning and painting of the above-water parts of the sheet piled wall.

This is intended to protect the piling against atmospheric corrosion.

Stage 3 of the contract, which is planned for the second half of 2014, will see the commissioning of the impressed-current CP system on the beam and the installation of sacrificial anodes to protect the underwater areas of sheet piling beside the beam, as well as the application of silane to the main body of the wharf soffit.

Project manager Michael Karlaftis summed up the maintenance work by saying; “While the work itself is quite straightforward, it needs extensive access decking to be set up under a busy working facility over half a kilometre long, and the work is dictated by the tides.

The logistics of getting staff, materials and equipment safely to and from the work face at all times of the day and night are just as important as doing the work well.

It is also essential to work safely while ships and vehicles are arriving, loading and departing. This requires strict adherence to procedures and excellent communication between the contractor, the vessel traffic controllers, the owner and the berth operators.

We are very pleased with the co-operation we have received from all parties.”

MCM expertise provides an edge in planning and performance MCM prides itself on both management expertise and discipline and it is reflected by the company’s impressive frontline safety record which is rated higher than the national industry average.

The safety first approach taken by the company is paramount particularly because of the nature of its work conducted in extreme climates and environments. MCM actually designed a system of modular access platforms which can be enclosed to prevent contamination of the environment. MCM also developed a

Expertise

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new form of discrete anode, in conjunction with the (then) RTA, and have pioneered the hybrid anode form of cathodic protection, which combines the best attributes of impressedcurrent CP with sacrificial (galvanic) CP. MCM is a company managed by engineers and therefore the approach to any project is governed by an understanding of modern technologies and the principles in the work required, whether it is concrete repair, cathodic protection or structural strengthening.

Although innovation is an important aspect of the company’s operational strength, it applies proven systems wherever possible to remove or manage risk. Quality control is the key rather than taking shortcuts.

Of course the value and strength of any company can often be measured by the loyalty created between it and the client and its consistency in the successful delivery of every project undertaken. MCM’s record in winning tenders and securing repeat business is well proven when you consider that 50% of its annual business are those clients who have seen them in action before.

For more information about Marine & Civil Maintenance, visit their website: www.marineandcivil.com.au

Planning

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Performance

Concrete Repair Cathodic Protection Pile Maintenance Electrochemical Treatment Protective Coatings Structural Strengthening Access Systems Bearings & Joints Replacement Brick & Stone Work Marine & Civil Maintenance Pty Ltd SYDNEY:

EMAIL:

02 9816 2452

info@marineandcivil.com.au

MELBOURNE:

WEB:

03 9882 8139

www.marineandcivil.com.au

Australian Ports News - Page 5

WESTERN BASIN 3 AND 4 REFURBISHMENT

Concrete remediation is a proven Parchem asset Corrosion control and remediation in relation to reinforced concrete, is a critical element of sustainable infrastructure.

For those who manage our ports it is an increasing challenge to know how best to deal with their assets which by nature, have to be located in the harshest of environments. However, with proven product technologies, reinforced concrete structures in the face of severe corrosion attack can be protected – avoiding costly repairs and extending the life of the asset.

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IME IS the ultimate judge of product performance, and Parchem have a 30 year track record in proving its technologies are up to the task in projects right across Australia.

Parchem Construction Supplies is the leading manufacturer and supplier of concrete repair, corrosion control and protective coatings in Australia.

Parchem have just recently been involved in Newcastle Port Corporation’s West Basin Refurbishment project which is just one of many port and wharf refurbishment projects it has provided products over many years.

Parchem’s relationship with the world’s leading concrete repair company, Fosroc International, gives them unprecedented access to the world’s leading technologies in this area. Parchem and Fosroc have been closely aligned for over 30 years, and have developed technologies specific to the Australian market.

It was the relationship with Fosroc’s technologies, and Parchem’s long proven performance that allowed them to confidently contribute to the West Basin Wharves refurbishment. Parchem enlisted special concrete repair mortars, protective coatings and corrosion controlling anodes to get the job done.

Parchem’s Product Manager Andrew Dickinson is particularly proud of the company’s involvement in the West basin refurbishment: “We are fortunate to be in a position to supply a range of construction products that we have total confidence in. All the products we supply are proven performers and we know they will do the job that is required and we can also provide onsite technical support for any of our clients.

We have another advantage because we have our own state of the art, manufacturing facility in Wyong (NSW) and so we can develop products specifically for use in Australian conditions.

We can also further enhance the proven international range of Parchem products to conform to the Australian climate, environment and conditions.”

Galvashield XP4 - the preferred solution for Newcastle port refurbishment Unless all chloride contaminated concrete is removed from the structure, chlorides will be present in the concrete adjacent to the repairs. This will create abrupt differences in corrosion potential in localized areas and creates a risk that corrosion activity will be initiated or aggravated in the existing concrete adjacent to the repair, commonly referred to as the “incipient anode effect”.

The Galvashield XP4 was ideal for providing protection of those areas beyond the main section of concrete that was being repaired. For over a decade, embedded alkali activated galvanic anodes in a discrete form have been used to provide localised corrosion prevention around concrete repairs.

Galvanic systems such as Galvashield XP4 are used to provide low-maintenance protection that can be economically tailored to protect large and small sections of the structure. Embedded discrete anodes are installed around the perimeter of the concrete repair as close as practical to the patch edge.

The anode spacing is dependent on the

amount of steel protected but is generally in the range of 300-600mm which is sufficient to provide cathodic prevention as per EN12696. (e.g. prevent the initiation of new corrosion activity adjacent to the repairs).

Galvashield XP4 prevents the initiation of new corrosion activity adjacent to the repairs and extends the life of the asset. More recently, this type of anode has been produced in various sizes to provide more options for the engineer.

The leaders in concrete repair and concrete protection In addition to the use of the Galvashield XP4’s, Parchem’s Guncrete E was used as reinstatement dry spray mortar to repair defective concrete caused by corrosion to the reinforcement. This has proven to be the product of choice for contractors using these types of specialised shotcrete materials.

The final process for the concrete remediation strategy at the West Basin project

Above and Left: Western Basin 3 & 4 Berths at Newcastle Port.

Page 6 - Australian Ports News

in involved the application of a protective treatment to the concrete surfaces to further extend the life of the wharf.

The most effective way of protecting reinforced concrete is to prevent water uptake.

The past decades have shown that silanes with long alkyl chains, such as Emer-Stop Crème and Emer-Stop S100N are the ideal product class for this. Parchem have a range of silane treatments available which are usually spray applied onto the concrete surface. The silane penetrates into the concrete and prevents water from entering the structure and therefore the entry of aggressive chlorides from the severe marine environment.

One of the additional advantages Parchem were able to offer the contractor, Marine and Civil Maintenance was the ability for them to store products at Parchem’s Newcastle Trade Store which they could draw off when needed.

This ensured that there were no delays in getting materials to site and minimised any downtime or delays that could occur. The Newcastle branch is one of 19 specialist concrete and construction Trade Stores that Parchem have around the country.

Supplying high performance products with a proven track record is only part of the package that Parchem offers. Parchem prides itself on the level of support and technical advice that they can be provided right from the design and specification stage of a project through the life cycle of the project to ensure successful completion.

This level of support along with a proven range of products is the one of the reasons Parchem has become the market leader in the supply of concrete corrosion protection products for reinforced concrete marine assets across Australia.

When you look back over the many years of operation it’s easy to understand why Parchem is the market leader in the supply of concrete corrosion protection products for reinforced concrete marine assets across Australia. It’s also clear that, with such obvious dedication to the needs of the construction sector, Parchem will continue to lead the way for many years to come.

For more information about Parchem and its range of products visit: www.parchem.com.au

PROTECTING PORT ASSETS

West Basin Refurbishment

Parchem Construction Supplies utilise world leading technology from Fosroc International, including concrete repair mortars and protective coatings to protect Australia’s concrete marine assets.

Parchem’s specifications and sales teams are located across Australia. For full details on our locations, product information and more, visit www.parchem.com.au.

Alternatively, contact Parchem on 1300 737 787.

PARCHEM CORROSION CONTROL SOLUTIONS GALVASHIELD® XP2 & XP4 FEATURES

GALVASHIELD XP2 TIED INTO PLACE.

Expanded range of Galvashield® products with over 10 years successful track record.

High capacity, high output anodes with 2G TechnologyTM Enhanced protection Longer service life High surface area cast zinc core design BarFitTM design for simple installation Ideal for high steel density and corrosive environment installation

Available exclusively through Parchem. Visit www.parchem.com.au for details.

Australian Ports News - Page 7

Port of Bundaberg AtoN Recovery Program A

S A RESULT of the adverse weather created by TC Oswald in January 2013 the Burnett River in Bundaberg suffered severe flooding and caused significant damage to the aids to navigation (AtoN) beacons in the downstream reaches of the Port of Bundaberg. The strong currents created by the floods also caused major siltation and scouring of the river bed.

With the sugar cane harvesting season about to commence, the Department of Transport and Main Roads (TMR) and Gladstone Ports Corporation (GPC) faced the challenge of reopening the port to commercial operations by the end of May 2013. This involved a considerable amount of effort and work, which included removing the damaged and destroyed AtoN beacons, a thorough survey and subsequent dredging of the main shipping channel and river, and the installation of a new and improved day and night AtoN marine lighting system/s.

Re-opening the port by the required date would allow the sugar industry to export their sugar products, and assist the commercial fishing fleets and recreational boaters safely use the Port of Bundaberg and the Burnett River.

The aim of the community restoration project was to reopen the Burnett River and the Port of Bundaberg by the end of May 2013 to support the local sugar industry. While this was an ambitious project seeking to achieve a significant program of works within a tight timeframe it was of critical importance to the Queensland Government’s recovery program.

Safety was the key underpinning element of the project, with TMR and GPC committed to Zero Harm – ensuring a work environment that was free from injury or incidents.

The objectives of the project were to enable safe navigation of the Port of Bundaberg and the Burnett River andd required close consultation with the GPC, Queensland Sugar Limited, other port user groups and the local community.

Under strong leadership the project timeline was kept on track. The project consisted of a number of phases that were dependent on a coordinated approach and close interaction between the groups involved.

Continued next page

AUSTRALIAN MARITIME SYSTEMS F I X E D A N D F LO AT I N G N AV I G AT I O N A L A I D S , E L E C T R O N I C N AV I G AT I O N A L A I D S , R E M OT E P O W E R S Y S T E M S & M A R I T I M E S T R U C T U R E S • Strengthening, Repair and Condition Assessment of Maritime Structures, integrating with latest technology • Supply, I nstallation and Maintenance of Fixed and Floating Navigational Aids, Buoys, Lights, Marks and Structures • S u p p l y, I n s t a l l a t i o n a n d M a i n t e n a n c e o f E l e c t ro n i c N a v i g a t i o n a l A i d s, A I S , R a d a r, V T S a n d V TMIS, Differential Global Positioning Systems (DGPS) and Meteorological Ocean Sensors and Equipment • Design and Integration of Remote Power Systems • Remote Area Logistics AU S T R A L I A N MA R I T I M E S YS T E M S ph: + 61 7 3633 4100 info @ m arsys. com. a u w w w. m a r i t i m e - s ys te m . co m

Page 8 - Australian Ports News

Port of Bundaberg AtoN Recovery Program

Continued from previous page

The critical phases of the project were to: 1. complete the post flood hydrographic survey to identify the location of the destroyed AtoN beacons 2. reveal the parts of the shipping channel that had reduced water depths due to siltation.

3. remove the damaged AtoN beacons from the seabed 4. dredge the shipping channel, river bed, berth pocket and swing basin 5. redesign, develop and manufacture the solar powered day and night AtoN marine lighting systems 6. procure and install navigation buoys upstream of the Port of Bundaberg for local users 7. construct, install and/or repair the damaged and destroyed AtoN beacons within the Port of Bundaberg 8. re-open the port.

As external organisations were also dependent upon these activities maintaining time frames was of paramount importance.

For example, the timing of the removal of the damaged aids to navigation was crucial to enable Gladstone Port Corporation to simultaneously commence dredge works within the Port of Bundaberg.

TMR/MSQ and GPC in consultation with the Gladstone Marine Pilots planned the location of the new AtoN beacons to ensure the safe navigation of the port and the Burnett River.

TMR engineers and MSQ staff worked tirelessly to design and develop a combination of 13 new AtoN beacons for the Port of Bundaberg’s main shipping channel (8 leading beacons/towers and 5 lateral pile beacons).

• An aid to navigation (AtoN) is generally described as a device or

system which helps a mariner to determine position and course, warns of dangers or obstructions or shows a best or preferred route.

The AtoN marine lighting assemblies and solar powered control systems for the new beacon structures were designed and manufactured by MSQ to improve the effectiveness and reliability of the ports navigational lights. The new technology lighting systems will also improve the safe navigation and interaction of commercial fishing and recreational vessels within the various reaches of the port.

The new concept navigational lighting systems are operated by a solar powered control system and were designed internally

by MSQ staff. This innovation demonstrates the Queensland Government’s commitment to reducing waste and provides an example of sustainable management of the transport system.

In addition to the repair and replacement of the major pile beacons a total of 17 polyethylene navigation buoys were deployed in the upper reaches of the Burnett River to clearly define a new navigable channel for the local recreational vessels that frequent the area.

Australian Ports News - Page 9

Specialists in shipping navigation aids

Below: Small plant utilisation in urban environment, Barrack Square, Perth

M

ARITIME CONSTRUCTIONS are specialists in the design, fabrication and installation of all types of marine infrastructure and provides services including the construction and maintenance of marine infrastructure assets to clients across Australia.

“One of the areas we specialise in is the design, manufacture and installation of shipping Navigation Aids. We have been responsible for both new installations and replaced existing equipment,” said Maritime Constructions General Manager Simon Giessauf.

“We recently completed two projects relating to Navigation Aids including one for our client Flinders Ports which involved the replacement of the two outward leads marking the approach to the Outer Harbour Channel in the Port of Adelaide.”

“The second project saw us replace all the navigation aids at Franklin Harbour on behalf of the South Australian Department of Planning, Transport and Infrastructure,” he said.

Maritime Constructions places great emphasis on customer focus which ranges from the inception and design of projects through to their completion. The company’s experience in the challenging marine construction environment allows them to deliver projects timeously and minimise risk for their clients while still respecting and protecting the delicate ecosystems in which they work.

The company’s success comes from the fact that its projects are largely self-performed due to its in-house engineering, mechanical and fabrication expertise and its ownership

of a range of specialised plant including crane barges, tugs, piling rigs and dredgers.

Mr Giessauf said that this helps to mitigate subcontract risk and enables it to maintain high standards of service delivery.

The company’s expertise and service is widely recognised and among the many accolades it has received was the WA 2012 Engineering Excellence Award for its work on the design and construction of the $6m Anthon Landing Jetty in Wyndham, WA. Maritime Constructions’ head office is in the Techport precinct in Adelaide and it serves clients across Australia from there as well as from its WA branch office in Fremantle.

The company offers a wide variety of services including:

• The construction and maintenance of bulk cargo load out facilities, commercial and recreational jetties and wharves, fender systems, breakwaters and rock walls.

• Dredging and port development including capital and maintenance dredging; wharf upgrades; channel markers; land reclamation; beach replenishment and sand bypassing. The company emphasises the use of demountable and barge-based dredging plant which can be easily transported to site and reduces mobilisation costs for clients.

• A wide array of harbour and marinerelated services including the construction maintenance of timber jetties, moorings, wharves and floating pontoons, among many others. A strong speciality is navigational

aid design, installation, repair and maintenance.

• Medium and heavy fabrication and engineering involving the use of structural steel, stainless steel and aluminium.

Mr Giessauf said that Maritime Constructions is currently in the process of completing a major project for Flinders Ports involving dredging of a new berth pocket and the design, fabrication and installation of a 327m combiwall to provide bank stabilisation for a new wharf that is being constructed for a new fuel berth in the outer harbour at Port Adelaide.

The project is being executed in close partnership with Flinders Ports and is progressing on schedule.

The complete provider of specialist marine infrastructure design and construction solutions.

• Wharf and jetty design and construction

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www.maritimeconstructions.com.au • info@maritimecon.com.au • Tel : (08) 8248 8700

Page 10 - Australian Ports News

The world is paying close attention to Vesper Marine T TAKES AN enormous amount of talent amongst many other attributes to make the world sit up and take notice but a remarkable company in New Zealand has managed that extraordinary feat in such a small amount of time.

Vesper Marine, designers and manufacturers of marine safety aids was established in 2007 by founders Jeff Robbins, Deirdre Schleigh and Carl Omundsen. Back then the trio of experienced ocean going sailors simply wanted to make the sea a safer place for sailing vessels and now their virtual navigational safety aids are in commercial demand around the globe.

As CEO Jeff Robbins explains; “We began by addressing the risk of collisions by creating products with a unique ability to reduce clutter and information overload and allow the mariner to clearly identify collision risks. But we quickly saw that by electronically enhancing aids to navigation we could further improve marine safety.

Our virtual AIS technology allows fixed, moving and temporary hazards to be quickly and easily identified and made visible to vessels in real-time. Because of its dedicated purpose, low power consumption and rugged construction, it is also ideally suited to filling in between existing aids to navigation.

With a single beacon we can reveal multiple hazards both on and under the water and any changes to those potential hazards. For instance, our technology allows a vessel to see reefs and rock outcrops and can be used to show any changes to shifting hazards such as sand bars. This allows our Virtual AIS beacon to alert vessels to any encroaching new hazards.”

Such is the company’s innovative approach in developing ‘user friendly’ technology to reveal those ‘blind spots’ that amongst a number of awards it has received was the highly prestigious Professional Mariner Samuel Plimsoll Award for Innovation. That particular international honour was presented to Vesper Marine in 2012 in recognition of the company’s Virtual AIS Beacon. It is highly significant as the prized award is only ever presented to one worthy entity in what is a highly competitive field of endeavour.

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Vesper Marine achieves America’s Cup glory Due to international recognition of the company’s leadership in developing marine safety products, the organizers of this year’s 34th America’s Cup (AC) have selected Vesper Marine’s Virtual AIS Beacon to provide critical

safety information for both the AC and the Louis Vuitton Challenger Series. The system is being used to establish a Virtual Aid to Navigation perimeter that outlines the racecourse for the many associated events.

The Virtual AIS Beacon conforms to and broadcasts using the international standardized marine Automatic Identification System (AIS).

Changes to the course are made in real time and the technology helps ensure the safety of spectator craft and other local San Francisco marine traffic. In effect, the beacon establishes a virtual fence around the course and this information is continuously broadcasted to the public using AIS frequencies.

The course is ‘painted’ on the standard AIS displays and navigation systems used by surrounding vessels and it outlines course boundaries and other critical safety information.

This means that local spectator and official vessels can, in real time, easily see their own positions relative to the course boundaries on their navigation displays to ensure they are safely outside the course at all times.

danger buoy at the rock’s location but the solution was short-lived due to the rising swell which at times exceeded 7 metres and, such was the incoming tidal force, that the buoy broke up and had to be removed.

Vesper Marine then came to the rescue with its Virtual Aid to Navigation technology which is ideal, not least because the system transmits its signal to vessels using the international standardised marine Automatic Identification System (AIS); a ‘generic system and language’ that is generally used and understood by most vessels employed in the shipping industry.

Of course, as a navigational aid the Virtual AIS Beacon does a remarkable job in revealing obstacles that you can’t see and it provides an extra dimension in terms of visibility for the navigator on board a vessel. The beacon continuously transmits a virtual aid to navigation buoy, pinpointing its exact size and location to all vessels using AIS. In reality the rock maybe invisible under the water but to a vessel approaching the area, it appears as if a buoy marking Tarapunga Rock is on the surface and therefore the navigator can ensure a safe course around the obstacle.

In simple terms, the Virtual AIS Beacon transmits a signal from one location (Point A).

The signal marks a remote point (Point B) which in this particular case is Tarapunga Rock. That remote point or virtual mark is then displayed as a navigational hazard on a ship’s chart plotter, AIS display or other receiving equipment. The hazard appears when the ship is within range of the beacon transmitting the original signal at Point A. Vesper Marine was engaged by Environmental Southland to supply and assist with the installation of the Virtual Aid to Navigation system but how to deploy the system was a challenge in itself. The most suitable location for Point A was an existing navigation light stationed on the southern headland of Secretary Island which is 3.4 nautical miles from Tarapunga Rock.

Secretary Island is extremely remote and rugged so Vesper Marine could only access the location by helicopter to install the Virtual AIS Beacon at the existing navigation light. Due to the low power consumption of the beacon, it is ideally suited to being powered by solar panels and being used in remote areas such as this.

The installation in 2011 was a complete success and since then ships entering Doubtful Sound have been able to identify Tarapunga Rock from as far out to sea as 10 nautical miles and from around 2 nautical miles when

Vesper Marine’s focus is on commercial marine safety Although international recognition is always important, Vesper Marine’s business strategy and technological focus is clearly on commercial applications for shipping lanes, ports, coastlines, harbours and wind farms, as well as those areas that surround oil and gas rigs. It is where there has been significant growth in the company’s operational reach with its systems being adopted for use round the globe.

However, closer to home is a unique example of why the company’s technology is in global demand.

Surrounding New Zealand’s South Island is an extremely isolated and remote 15,000 km coastline. For both commercial and private vessels, navigating the area presents a challenge to say the least. One of those challenges is negotiating Tarapunga Rock which is located near the entrance to a fjord known as Doubtful Sound. Unfortunately, this huge rock lies just under the surface and it is not visible.

Environmental Southland is the authority responsible for the area and understandably it wants to ensure that the 80 cruise ships that are attracted to the beauty of Doubtful Sound every summer can visit in safety. Standing in their way is Tarapunga Rock and it is a dangerous underwater obstacle.

Initially the authority had moored an isolated

approaching from the calmer waters of the fjord.

Confirmation of the system’s success has been confirmed by Environment Southland’s Harbourmaster, Kevin O’Sullivan, who said: “Despite the remoteness and rugged landscape the installation is proving to be successful and we are achieving good coverage. It’s reassuring to know that electronic visibility of the rock is now being provided to all AIS capable vessels entering and leaving Doubtful Sound, improving environmental and passenger safety.

We will continue to monitor its effectiveness this summer, and consider marking other hazards using this technology.”

It’s no wonder that this relatively young but dynamic company is making headlines around the world in its cutting edge efforts to improve safety in a marine environment. Already, Vesper Marine’s success in developing new and more effective technology is proven and warrants a closer look by anyone involved in port or coastal marine management.

Perhaps it shouldn’t be forgotten that the founders of Vesper Marine are sailors who understand the navigational perils faced by seafarers. People who, by their own experience, are best placed to safeguard sailors against the unknown. The result of their expertise is the creation of a user friendly navigation system, a virtual seascape where those perils can be exposed for all to see.

Like all good ideas it started with a dream which is best expressed by CEO Jeff Robbins; “We had just completed seven years of ocean cruising on board our yacht Vesper. It was an experience that underlined the importance of collision avoidance every day. Deirdre Schleigh and I shared a background in high-tech product design. Combining our understanding of marine safety with a passion for harnessing new technologies was the natural next-step for our lives.

Carl Omundsen then joined us to lead our engineering team, he was already an incredibly creative and talented electronics designer and an enthusiastic sailor. Vesper Marine was born.”

Six years on I’d suggest that the plan conceived on board Vesper has made the marine environment a much safer place and who knows where it will lead in the future. You can be sure that as far as Vesper Marine is concerned, there’s a boatload of new highlights heading our way on the horizon.

To find out more about Vesper Marine visit: www.vespermarine.com

The new and innovative

Virtual AIS Beacon

™

Makes hazards or assets visible when costly physical infrastructure is not appropriate or impossible to deploy • Enhances safety at sea and protects coastal environments • Shift environmentally friendly virtual AtoN’s any time

Onshore or offshore station houses Virtual AIS Beacon managed by administration software. Multiple beacons can be used to extend network coverage.

A single beacon transmits many Virtual AtoN’s

• Proven technology with worldwide deployments • Multiple international awards including the 2012 Plimsoll Award for Innovation

Any vessel in the vicinity of these Virtual AtoN’s will be able to identify them on ECDIS, chart plotters or other AIS enabled displays

Shore Station Symbols

Virtual

103 Westhaven Drive St Mary’s Bay Auckland New Zealand Phone: +64 9 950 4848 • Fax: +64 9 950 4085

Real

Email: info@vespermarine.com Web: www.vespermarine.com Australian Ports News - Page 11

Restoration works near completion at Cape Don lighthouse

The Australian Maritime Safety Authority’s (AMSA) restoration of the Cape Don Lighthouse near Darwin is near completion.

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MSA’s Chief Executive Officer Graham Peachey said the restoration works involve undertaking concrete repairs and enhancing the stability of the structure.

“The works include repairing 60 square metres of concrete and installing a corrosion protection system. The repairs are expected to extend the life of the structure for around 50 years before any further structural maintenance is required,” Mr Peachey said.

The works started in late April and are due to be completed by early November, weather permitting.

Mr Peachey said the restoration works were essential to maintaining the structure for future generations.

“The Cape Don Lighthouse is heritage listed and these works will maintain the integrity of the structure for many years to come,” he said.

The Cape Don Lighthouse, which is located at the tip of the Northern Territory’s Cobourg Peninsula in the Garig Gunak Barlu National Park, is a steel reinforced concrete structure

Page 12 - Australian Ports News

and was completed in 1917.

Work began on the lighthouse in May 1915.

Due to cyclones in the area, the lighthouse was built over three eight-month stints starting from April each year. Tall concrete towers did not become common until after 1960 and Cape Don was the tallest solid structure in the Northern Territory until 1973.

The lighthouse is 36 metres high and the light can be seen from 20 nautical miles away. It has survived a number of cyclones that have swept through Darwin, as well as a severe earthquake in 1917 shortly after its completion.

The lighthouse was demanned and automated in 1983.

AMSA oversees a network of more than 500 visual and electronic aids to navigation across 400 sites throughout Australia. These aids to navigation include lighthouses, beacons and buoys and provide ships with the ability to navigate safely around Australia’s coastline and to and from ports.

MCM provides historic lighthouse with new lease of life HE HISTORIC Cape Don Lighthouse located 170km northeast of Darwin, on the tip of the Coburg Peninsula, has stood watch since its first light shone on 15th September 1917.

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It has served the northern Australian coastline well and stands as a monument to that marvellous period referred to as the “Golden Age of Australian Lighthouses. It is a magnificent structure having not only withstood the test of time but an ongoing assault by extreme local climatic conditions including cyclones and at least one severe earthquake.

The Cape Don Lighthouse deserves its place in Australian history but the future of this worthy building was under threat simply due to the forces of corrosion on its original, steel reinforced concrete structure.

In late 2012 the Australian Maritime Safety Authority (AMSA) awarded Marine & Civil Maintenance Pty Ltd (MCM) the design-andconstruct contract to repair and protect the heritage-listed Cape Don Lighthouse.

MCM was the perfect choice for such a task with specific and proven expertise in electrochemical protection of structural concrete. It is the company’s core business having completed many projects in a variety of environments and challenging conditions similar to those facing the company in the timely restoration of the Cape Don Lighthouse.

Construction of the original structure was an enormous challenge in itself, not least because of its remote location and the difficulties of transporting supplies and material to the site.

Work could only be conducted in the dry season and the reinforced concrete used in construction was shipped from Melbourne and then hauled along a 3 mile rail line by men and horses. It took three years to build the lighthouse and even today, notwithstanding the benefit of progress and technology, some things never change and the MCM team were to face the same challenges provided by both the climate and the remote location.

The challenge to restore and protect Cape Don Lighthouse Cape Don Lighthouse consists of a reinforced concrete tower 28m high with a circular barrel and a hexagonal base. The barrel is 19.5m high and has a wall thickness of 380mm, and the base is approximately 6m wide and 8.5m tall with a tapered upper section. There is a reinforced concrete balcony at the top of the barrel, immediately below the light.

Due to the ravages of time and extreme weather, the concrete structure has lost durability; its lifespan limited as a result of corrosion of its reinforcing steel. This has caused delamination and spalling of isolated patches of concrete on the surface of the barrel and of extensive areas on the hexagonal base.

AMSA’s rehabilitation contract required the repair of the external damage, design and installation of a hybrid or impressed-current cathodic protection system, and coating of the entire structure, with due regard for the important heritage nature of the lighthouse.

MCM tendered for and won the contract at the end of 2012 and it was understood from the outset that both the weather and the logistics of working in a remote location were the two significant challenges facing the MCM team.

Cape Don is tropical and subject to cyclones during the rainy season from November to April, and it was therefore decided to complete the work between the beginning of May and the end of October in 2013.

Although the lighthouse is located in a National Park, the facility includes disused accommodation for fishing tour groups, a rock jetty for barges and an airstrip some 8km from the site. These facilities would be helpful in terms of accommodating the MCM team and assisting in the storage and transport of plant and equipment.

MCM begins the complex planning and logistical task to complete the project Having secured the contract MCM took advantage of the first four months prior to establishing the site by planning every operation in detail. The team identified every item of plant, materials and consumables that would be needed to carry out the work and support the site team.

This was in fact a critical stage because due to the remote location, anything overlooked had the potential to cost both time and money so precise planning was paramount. Fortunately, MCM had been faced with this kind of scenario before so the experienced team’s planning was thorough and would ultimately lead to completion ahead of schedule.

Once the utilities and living quarters had been refurbished to accommodate the site workers, all the site plant and a large part of the materials, including some 15,000 litres of fuel for the site generators, were brought to site. This occurred at the end of April 2013 and transport was facilitated by a barge operated by Seaswift Pty Ltd.

MCM uses a hybrid system for cathodic protection in remote location When MCM was awarded the contract the company engaged Infracorr Consulting Pty Ltd to design the repairs and a hybrid anode system from Duogard Australia to protect the reinforcing from further corrosion. This type of cathodic protection was preferred to impressedcurrent because it requires no permanent power supply and therefore has minimal ongoing maintenance. It’s an ideal anti-corrosion system for such a remote location.

The Duoguard system is designed to electrochemically protect the steel via the introduction of an electrically connected network of zinc rods (the Duoguard anodes).

Holes are drilled into the surface of the concrete and chases cut, connecting the holes.

The Duoguards are then connected to a power supply by titanium wire and grouted into the holes, with the circuit being completed by connection to the steel reinforcement.

The anodes are then charged temporarily, typically for around 10 days at 9 to 12 Volts DC, passing current to the reinforcement until it is passivated and the corrosion has ceased. The power supply and cables are then removed with the anodes “strings” remaining connected to the reinforcement. This commences the long term Galvanic phase, where the zinc anodes corrode providing a long term protective current to the steel. Final finishing of the concrete to fill slots and anode holes leaves no visible sign of the long term protection system below the surface.

Although the repair work was straightforward in itself, the height of the structure presented some interesting challenges to the contractor.

Rather than shrouding the lighthouse in scaffolding, MCM decided to use rope access to work on the barrel and mobile scaffolding at the base.

Specialist abseiling contractor Townview Australia Pty Ltd was engaged to develop a method of carrying out the repair, anode installation and painting works on the barrel.

TVA and its engineers Core Project Consulting came up with a novel and highly successful rope-supported platform, which was raised and lowered from the tower balcony. This innovative technique provided the independently-roped technicians with a stable and contained access to the work.

TVA completed some 60m2 patch repairs on the barrel, using rendered and formed methods, before starting on installing the anodes. The original profile, including the horizontal construction joint grooves was reinstated at all levels.

The hexagonal base structure was repaired and protected by Total Group (NT), a Darwinbased building company, using mobile scaffold towers. The base was completely stripped of all its cover concrete to a depth of around 80mm, permitting the removal of all the corroding light-gauge mesh that lay near the surface.

The anodes were then installed and powered up before forming and pouring the repairs to the original profile in lifts of about 1.2m.

A proprietary product, Renderoc LA55 from Parchem Construction Supplies Pty Ltd, was used for the reinstatement.

Following completion of Duoguard installation on the barrel, the lighthouse will be painted a colour selected by AMSA to best represent the original appearance. The product selected is Dekguard Elastic from Parchem; it is an engineered protective coating that is compliant with cathodic-protection.

The lighthouse project wasn’t simply a feat of heritage restoration, it was also an exercise in logistics. MCM was responsible for the setup, operation and maintenance of a remote living facility for 15 people. The site staff were rostered on a FIFO basis, with weekly shuttle flights operated from Darwin by Chartair.

These light aircraft rotated the crews on a three week FIFO arrangement and brought in food and sundry materials. A full-time cook was employed, and for leisure activities MCM provided satellite televisions, a fishing boat and other amenities.

The MCM supervisory and technical team was on hand throughout to ensure full-time supervision on site. The work is currently ahead of schedule and is expected to be completed in September 2013.

Project Administrator Philip Bird from MCM was delighted with the execution of the project and commented; “We had one chance to get this job right. With so many considerations relating to FIFO, transport and communication constraints, supply issues, access, crew integration and remote living; every change impacted the other and we needed to consider multiple ramifications for almost every decision. On top of all this, of course, we were contracted to deliver the real business of a complex repair and protect specification.

Months of planning went into this venture, and we consider the highly successful outcome of this project to be a direct result of the hard work up front. The Cape Don Lighthouse contract has not been without its logistical challenges; however the project is due to be delivered to specification, and a month ahead of schedule.”

Australian Ports News - Page 13

Infracorr cost effective in the war against corrosion N EXTENDING the life of an asset and particularly when combating infrastructure corrosion there are always a number of remedial options.

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But as with most things, it is about choosing ‘the right horse for the course’ and accurate diagnosis, the appropriate solution and the subsequent cost are key factors in making the right decision. It is that targeted economic decision that will ensure your asset is safely protected for many years to come for minimum cost.

One particular team of specialists that has embraced technology and moved ahead of the field in that cost-effective anti-corrosion fight is Infracorr Consulting Pty Ltd, owned and managed by Ian Godson. The company specialises in the field of repair and protection of infrastructure suffering from deterioration primarily due to corrosion.

What separates Infracorr from the rest is a level of expertise that can only be gained by years in the frontline and it’s the kind of accumulated wisdom you simply can’t gain overnight.

Ian Godson is a Civil Engineer who has spent the last 25 years concentrating solely on corrosion control and structure repair. During this time Ian’s advice and expertise related to remedial and corrosion engineering has been sought by asset owners both in Australia and overseas and his reputation and standing within this industry sector is second to none.

Ian plays an important role with ACA (Australasian Corrosion Association) and was also the founding President of ACRA (Australasian Concrete Repair Association).

As Ian says; “At Infracorr we look at every project on a case by case basis and have a number of solutions and technologies that we can apply. By first carefully determining the specific cause and the extent of the corrosion we can then respond with the right solution from a range of technologies available.

Infracorr are particularly active in the marine and coastal environment and apart from cathodic protection one advanced technology available is the Hybrid CP system.

It’s a pro-active solution for corroding reinforced concrete and it can be extremely

Page 14 - Australian Ports News

cost effective because once installed, it is self-perpetuating and requires very little monitoring or maintenance. It is also ideal for wharves, jetties and associated marine structures.”

Since 2009, Infracorr has included the Hybrid CP system as an alternative to Impressed Current Cathodic Protection (ICCP) to protect concrete structures suffering from reinforcement corrosion.

Hybrid CP utilizes zinc rod anodes installed into drilled holes in the concrete, connected via titanium wire to a temporary power supply that provides a DC current from the anodes to the reinforcement for a period of 1 to 2 weeks. This relatively high temporary current “polarizes” the reinforcement vastly reducing the corrosion process. The power supply and temporary cables are then removed and the zinc anodes connected to the reinforcement to commence the galvanic phase. The ongoing corrosion of the zinc anodes produces a small galvanic current to maintain the protection of the reinforcement for the long term, typically 20-50 years. The major advantages of the Hybrid system are that permanent power supplies and cabling are not required and the system is generally far lower in monitoring and maintenance requirements and costs.

The reduction of monitoring and maintenance requirements was a key factor in Infracorr’s offer to design a Hybrid CP based concrete repair system for the restoration of the AMSA Cape Don Lighthouse in the Northern Territory. These benefits are amplified in such a remote location with significant cost savings over the life of the structure. Specialist repair contractor Marine & Civil Maintenance PL completed the repairs and hybrid CP installation, with technical review by Infracorr.

In addition to the Cape-Don Lighthouse, Infracorr have also utilized Hybrid CP in their designs for a large number of other concrete repair projects in marine environments. These include Rio Tinto’s Dampier Salt Dolphins in WA; HMAS Platypus Wharf in Sydney; Crib Point Dolphins for the Port of Hastings in Victoria; CSIRO Princes Wharves 3 & 4 in Tasmania; Geelong Port Corio Quay South (Prestressed Piles) and Berth 1 Beam Repairs

Above: Cape Don Lighthouse during concrete repairs Below left: Dampier Dolphin Hybrid CP installation Below right: Swanson Dock ICCP to fender beam

for the BMA Hay Point Coal Terminal in Queensland.

Infracorr is certainly a dynamic company with a team of highly experienced engineers.

Over the years the company has more than established its value in the war against corrosion having designed and implemented ICCP systems throughout Australasia. This includes designing one of the largest Cathodic Protection (ICCP) systems in the country to protect the one kilometre long Swanson Dock West Wharf in Melbourne. The extensive system was installed in 2008/09 to protect

the steel piles, sheetpiling and reinforced concrete substructure of the 4 berths. The combined CP systems designed by Infracorr, who supervised the installation by Freyssinet, provides a total of 3,600 Amps of protective current.

Infracorr has designed and supervised the installation of a significant number of other large scale ICCP systems around Australia and New Zealand, including an “in-built” ICCP system to protect a new wharf constructed at Brisbane Port and an ICCP system for prestressed beams for the Calliope Wharf in

Auckland, New Zealand.

Infracorr Consulting, under the stewardship of Ian Godson can provide fully qualified and experienced engineers to investigate and diagnose durability problems in any environment using advanced diagnostic equipment. The company can design repair options that minimize disruption to operations and conform to a client’s budget.

Further, Infracorr provide tender assistance and supervision of repair work as well as provide commissioning assistance and long term monitoring and maintenance advice.

Infracorr is the leading repair and corrosion control specialist consultant in Australasia and it’s worth visiting the company’s website to find out more about Ian Godson’s highly successful team and the technologies they apply at; www.infracorr.com

Below: ICCP repair designed by Infracorr to protect concrete seawall in Melbourne’s Yarra precinct (left before, right during repair).

Infracorr Consulting Pty. Ltd. Specialist Engineering Consultancy providing Corrosion, Durability and Repair solutions for deteriorating Infrastructure throughout Australasia.

Infracorr’s team of highly skilled engineers provide optimal corrosion mitigation and repair solutions to preserve and extend the lifespan of your infrastructure with minimal cost and disruption.

Our engineers and technicians have extensive skills with backgrounds in Civil, Materials and Corrosion engineering. We provide specialist materials knowledge, detailed investigations to determine the cause and extent of the deterioration and recommend the ultimate repair and protection options.

Infracorr provide independent consultancy for all types of structures including wharves & jetties, civil, power and mine infrastructure.

Infracorr’s Services include: • Condition Assessment including Repair Options and Budgets • Design & Specification • Cathodic Protection Solutions • Hybrid CP • Design for Durability • Tender Assistance • Supervision of Repairs & Installations • Monitoring and Maintenance Consulting • Rope Access Engineers (IRATA trained)

Phone: 1300 805 089

Web: www.infracorr.com

Email: info@infracorr.com Australian Ports News - Page 15

Cape Don Lighthouse –

another exciting project for Townview Australia From Silos to Light Houses, there are simply no areas that we cannot safely reach.

EING A KEY PLAYER in such an exciting industry has brought us into so many adventures and amazing projects not only across Sydney, but now also spanning the nation.

With the discovery of Rope Access being such a safe and effective way to carry out major and industrial projects, Townview were sourced to assist with the Cape Don Light House project now reaching completion in

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From left: Lead Technician Mike King, Scotty from Total Group, Level II Technician Mark Fisher.

Three proud technicians after the completion of the concrete repairs and chasing in the rings at each level.

the upper Northern Territory. Breaking out the large concrete repair works and forming to pour new concrete repair section into this lighthouse was a smooth and incident free process.

The concrete repair works were a slightly new avenue with the technology of Anode Installation being used for the long-term protection of this historic structure. But through working closely with Marine and

Civil Maintenance and their highly skilled team, we were quickly able to adapt for this high tech installation process.

The largest challenge, as always though, is being able to safely and effectively position technicians in place to carry out the specified works. Working hand in hand with our Consulting Engineer from Core Project Consultants, we were able to develop this light and extremely versatile working platform.

Bringing this lightweight access concept into a reality has now revolutionized the way to access and repair lighthouse barrels or any cylindrical structure. Especially when it comes to remote locations requiring minimal logistics.

This really is the beauty of this work positioning technology. The limits seemly are only that in the creativeness of the technicians involved in the project. As long as the structure itself is of a sound condition, then there is no problem to rapidly install a full access system that no only complies to all of the safety access standards for working at heights, but we have a system that allows the trade technicians a closer than ever, hands on application to the structure surfaces being maintained.

As stated on the IRATA Web Site, “IRATA is the sole global trade association in the work-at-height sector; it has member companies in every continent.

Industrial rope access has been developed

by IRATA in the last 25 years to a point where it is the chosen means of access for much of the work in the offshore oil and gas industry as well as a range of projects in construction, civil engineering, the built and natural environment and much more. Its success is based on thorough training and strict work guidelines that deliver an unrivalled safe working record year after year.”

Ref: www.irata.org Demanding that all technicians follow the stringent international safety standards and certification process, we are guaranteeing a work industry that benefits the client with huge access logistic savings and a long term future for any technician willing to follow this demanding career path.

Building a business through the educational process of this technology to the construction, engineering and commercial building maintenance sector has been challenging indeed, but with the results achieved, more than satisfying. Seeing the morale that is built and becomes a part of a team that have worked through the toughest of projects is a feeling that cannot have a dollar value placed on it. It is a feeling of trust that is built through constant training for not only the rope access skills, but most importantly the application of the coatings and other remedial products that bring about the quality completion of the task at hand.

Also bringing new and talented technicians into this industry is as important as the recent shortage of skilled tradesmen and women that we are experiencing here in Australia is concerned. Taking responsibility for our future work force and ensuring that they have

Page 16 - Australian Ports News

the trade skills and safe work competencies required for any project is the assurance that we have a future work force worth building.

Acquiring skills in painting, rendering, concrete repair and many other remedial works all takes patience and time. Not only the in house training required, but the constants close supervision to ensure that the theory and training is really being applied with the high quality required in this industry. When you can see and know that a tradesman has got it and has clearly demonstrated his skill, that is the point when you know that the investment has paid off. This is a person that can then move forward with his career and will always have a valuable contribution to his employer and the clients of.

It has been a pleasure bringing our service to the Northern Territory, not only for the adventure at hand, but to be a key player in the repair, maintenance and restoration of this valuable asset owned by the Australian people.

We are very much looking forward to where this industry will be taking us in the coming decades. If you have any questions at all regarding this exciting industry, please do not hesitate to contact me directly on my personal email. mike@townview.com.au or browser the Townview website with many exciting articles and project coverage. www.townview.com.au

Above: Three Townview technicians Richard, Mehdi & Dan carrying out crack repair works at the Sydney Ports Silos.

Townview Australia Building Maintenance Experts Difficult Access Specialists • External Building Maintenance

• Anchor Installation & Certification

• Concrete & Render Repairs

• Pressure Cleaning

• Protective Coatings

• Window Cleaning

• Inspections & Reports

• Make Safe Works

• Waterproofing & Sealant Works

• Many Other Difficult Access Projects

Townview Australia External Building Maintenance Call Us Now: 02 9560 3929 351 Trafalgar St, Petersham NSW 2049 www.townview.com.au Working with you to create a brighter Port Australian Ports News - Page 17

Restoration works near completion at Charles Point lighthouse T

HE Australian Maritime Safety Authority’s (AMSA) restoration of the Charles Point Lighthouse near Darwin is now close to completion.

The restoration works involve repairing structural corrosion and repainting the lighthouse.

The works started in April this year and are due to be completed by mid-August, weather permitting.

Charles Point Lighthouse is the oldest lighthouse in the Northern Territory and became operational on 1 February, 1893.

The wrought and cast iron lighthouse is 32 metres high and its light can be seen from 17 nautical miles away. The lighthouse has survived a number of cyclones that have swept through Darwin.

The lighthouse was automated in 1933 and converted to solar power in 1994. The lighthouse

now also houses Automatic Identification System (AIS) equipment which enables the tracking of vessels in the surrounding waters.

AMSA’s Chief Executive Officer Graham Peachey said the restoration works were essential to maintain the structure to meet current operational requirements and to preserve the structure for future generations.

“The Charles Point Lighthouse is an important part of the Northern Territory’s history. The elements have taken their toll on the lighthouse over the years but these works will restore it to its former glory,” Mr Peachey said.

AMSA oversees a network of more than 500 visual and electronic aids to navigation across 400 sites throughout Australia. These aids to navigation include lighthouses, beacons and buoys and provide ships with the ability to navigate safely around Australia’s coastline and to and from ports.

AMSA Secures Research Grant to Examine Safety Culture

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world leading collaborative research project between the Australian Maritime Safety Authority (AMSA), the University of Queensland and the University of Western Australia will investigate the safety culture of shipping operations over a three-year period.

AMSA, and UQ has been successful in securing a linkage grant through the Australian Research Council (ARC) to examine the predictors and outcomes of safety culture in the Australian maritime industry.

Ship Safety Division general manager Allan Schwartz said the findings from the project would be used to improve safety policies, regulations and practices that aim to reduce the number of accidents and incidents in Australian waters.

“This project will make a significant contribution to progress maritime safety in general by providing a better understanding of the issues surrounding safety culture in the industry,” Mr Schwartz said.

“Current research into safety culture of the transport industry has predominantly examined the aviation domain.

“Comparatively, little work has been done in the maritime domain, with only a handful of studies of maritime safety culture done internationally.”

Further research is needed to investigate the influence of safety culture on behaviour in order to develop effective and evidence based recommendations for training programs, work design, procedures, policies and regulations.

The project will be undertaken through UQ’s School of Psychology, supported by AMSA’s Human Factors section in the Ship Operations and Qualifications area.

“This research will increase skills in relation Page 18 - Australian Ports News

Above: Ship Safety Division general manager, Allan Schwartz to maritime safety culture and develop expertise in this area,” Mr Schwartz said.

The ARC has allocated $271,385 through the Linkage Projects scheme to support the project from 2013-2016, which is also funded

by AMSA. Projects supported by the ARC are considered to advance Australia’s economic, social and cultural benefits.

Australia’s Navigation Act

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HE full revision of Australia’s Navigation Act on July 1, contains new provisions relating directly to the Maritime Labour Convention (MLC).

The Maritime Labour Convention (MLC) is an international convention developed under the International Labour Organization (ILO).

It consolidates a number of existing labour conventions, while introducing modern standards relating to the working and living conditions of seafarers at sea.

It has been referred to as the fourth pillar of effective maritime regulation – alongside the International Maritime Organization’s International Convention for the Safety of Life at Sea (SOLAS), International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) and the International Convention for the Prevention of Pollution from Ships (MARPOL).

Australian Maritime Safety Authority (AMSA) Ship Safety Division General Manager Alan Schwartz said the Navigation Act 2012 contains new provisions that directly relate to the MLC, some of which will only be fully regulated when the MLC comes into force internationally on August 20.

With more than 90 per cent of the world’s trade moved by ships, the MLC provides standards for the world’s 1.4 million seafarers and creates a level playing field for the majority of shipowners and operators.

“Australia already has a good reputation for the treatment of seafarers so compliance and implementation of the MLC means adjusting current law and practice to fit with our international obligations” Mr Schwartz said.

A new Marine Order 11 (Living and Working conditions on vessels) 2012 contains two distinct parts; the first addresses those components of the MLC that came into force

with the Navigation Act 2012, on July 1 this year.

It has specific regulations about: • Accommodation and recreational requirements on board the ship; • Medical care and facilities on-board and ashore, including access to dental care; • Access to and use of sanitary and laundry facilities; • Provision of free supplies of food and water and their storage and handling; • The content of work agreements and their application (noting that vessel owners will be given until the entry into force of the MLC before these will be required); • Regulations governing rest breaks for seafarers; • Repatriation arrangements; • The inspection regime and certification (noting that vessel owners will be given until the entry into force of the MLC before this will be required); • Rights for younger seafarers.

The second part contains regulations that will come into effect on August 20, these relate to: • Seafarer recruitment and placement services; • Seafarer access to shore based welfare and • The on-board and on-shore complaints handling procedures.

AMSA has developed a Maritime Labour Convention Guide, available here: http:// www.amsa.gov.au/forms-and-publications/ Publications/MLC_GUIDE.pdf on the AMSA website.

It provides clarification on how Australia is implementing the MLC along with advice and information for vessel owners and seafarers on how to survey and certify a vessel under the MLC, 2006.

Australian Customs and Border Protection Service Vessel Cape St George Sails Ahead T

HE AUSTRALIAN Customs and Border Protection Service (ACBPS) has now welcomed and tested the first of a class of eight Cape Class patrol boats purposely built for patrolling our vast Australian borders.

The Australian Customs and Border Protection Service Vessel (ACV) Cape St George has almost completed a five month rigorous testing phase. ACBPS officers have completed a long sea voyage from Henderson (near Fremantle) to Darwin. The crew have diligently tested emergency procedures, work instructions, shops husbandry and general life on board.

During this sea voyage the vessel has also encountered sea state four conditions and 30 knot winds. ACPBS crew have confirmed that under these conditions she rode extremely well and indicated that they will be able to continue operations to the top of sea state six.

“This testing phase has been crucial for the overall Cape Class project,” said Mr Nigel Perry, National Director Maritime Division.

“It has given us an opportunity to test the

operational performance of the ship, iron out any kinks and identify any defects.”

“The data and feedback we get from the testing crew will then be used to refine the design of the follow on seven vessels,” said Mr Perry.

The Cape Class fleet is a significant project for ACBPS. These boats have been specifically designed for their maritime security and enforcement role.

“Moving on from the Bay Class vessels, the Cape Class has a greater range, are faster and has the ability to be deployed for longer with larger crews; equipped with secure maritime domain awareness and sensor systems, they are very capable ships,” said Mr Perry.

By 2015, ACBPS expects to have the full complement of the Cape Class patrol fleet operational.

The Cape Class Patrol Boats are on track for delivery progressively between March 2013 and September 2015. It will take approximately 12 months to build each vessel.

Capabilities and key features of the Cape Class Patrol Boats

The Cape Class Patrol Boats will have greater range, endurance and flexibility in responding to maritime security threats than the current fleet.

These vessels will also have an enhanced capability to operate in higher sea states and survive in more severe conditions.

The Cape Class Patrol Boats will be able to: •

Undertake 28 day patrols,

•

Sail 4,000 nautical miles before having to refuel,

•

Combat the full range of maritime security threats,

•

Carry a larger crew to more effectively and safely manage boarding operations,

•

Identify, track and intercept an extended range of threats in the maritime domain and gather intelligence and store evidence for matters that may proceed to the courts,

•

Launch two ship’s boats simultaneously, and

•

Carry transportees in purpose-built facilities.

The Cape Class Patrol Boats are 58.1 metres long overall and feature: •

Caterpillar engines

•

Westcam EOSS MX10 camera and IR sensors as well as X-band and S-band radar

•

The Australian Maritime Identification System (AMIS) maritime domain awareness systems and a small boat situational awareness tool, the Orion system, which transmits operational data between the ships’ boats and the Australian Maritime Security Operations Centre (AMSOC) in Canberra.

Australian Ports News - Page 19

Container ship for Fremantle sets record

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HE container ship MSC Messina set a record for Fremantle Port when it berthed at the Patrick Terminal, North Quay on Saturday 17 August.

At 300 metres, it is the longest container ship to visit the port.

Fremantle Ports’ Inner Harbour deepening and associated berth works completed in 2011 are enabling the port to handle the bigger ships now in engaged on trade routes to and from Australia.

Chief Executive Officer, Chris Leatt-Hayter says the infrastructure works have contributed significantly to the long-term sustainability of Fremantle Ports’ Inner Harbour, providing additional capacity and ensuring that importers and exporters continue to have access to major direct shipping.

“The economies of scale in enabling the larger, more efficient ships to service the port help to keep transport costs down, with flow on benefits to the business sector and the community,” he said.

The reconstruction of Berth 10 on North Quay added an additional 180 metres of operational wharf space for container shipping and land reclaimed at Rous Head as a product of the harbour deepening is currently being developed to enhance port efficiency.

Above: Container Ship MSC Messina

New Single Record Annual Tonnage Throughput for the PHPA Shipment Record HE Port Hedland Port Authority same month in 2012.

The Utah Point Multi-User Bulk Export for the PHPA (PHPA) has reported a record

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HE largest ever shipment of iron ore has left Port Hedland (on Wednesday evening, 24 July 2013) with 256,646 tonnes aboard the Fortescue loaded vessel, PSU Eighth.

This breaks the previous record for the largest single shipment of iron ore from Port Hedland by 196 tonnes, which was set on 9 June 2013 with 256,450 tonnes aboard the PSU Seventh.

tonnage throughput of 288.4 Million tonnes (Mt) for the 2012/13 financial year, an increase of 17% from the previous year.

facility recorded an annual total throughput (financial year-to-date) of 12,414,428 tonnes.

Total throughput for the month of June 2013 was 28.2Mt, an increase of 27% from the same month in 2012.

Iron ore exports for the month of June totalled 27.7Mt, an increase of 29% from the

Photos courtesy of Port Hedland Port Authority Page 20 - Australian Ports News

New Cranes arrive as Sydney International Container Terminal takes shape

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UTCHISON Port Holding’s Sydney International Container Terminals at Port Botany is on track to begin its initial operations later this year.

Recently four specially built post-panamax quay cranes arrived at the company’s terminal.

The cranes, each weighing in the order of 1600 tonnes, have special ‘shuttle’ booms that retract horizontally rather than the more conventional raised boom configuration. This approach was adopted to avoid restrictions on crane operations, given their height and proximity to Sydney airport.

It is expected to take 10 days to offload the

cranes. They will be commissioned over the coming months.

SICTL Chief Executive, Dr Stephen Gumley, says after a slower than expected start, due to poor ground conditions on the reclaimed site, the new terminal is fast taking shape.

“Civil works are currently running ahead of schedule and work is also well advanced on installing the Automated Stacking Cranes,” Dr Gumley said.

“HPH has already invested more than $220 million in developing Sydney’s new international container terminal on the civil works, equipment and IT systems that will combine to deliver a sophisticated and modern operation.

kms of underground drainage and 13 kms of underground services have been installed.

Work has also started on the new rail terminal that will be linked by dedicated rail freight to the new intermodal terminal we will develop at Enfield.

“In the order of 500 people are working on the site and work is moving forward apace.

Apart from some 30,000 cubic metres or concrete already being poured, more than 7

“All of this is a significant investment. We are confident that it will deliver value to the NSW freight task and the port,” Dr Gumley said.

HLA achieves tough rail safety accreditation for IMT at Enfield

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UTCHISON Logistics Australia has achieved accreditation from the Office of the National Rail Safety Regulator (ONRSR) in New South Wales to carry out railway operations from its Enfield Intermodal Terminal.

The IMT, located in metropolitan Sydney’s inner west, is due to start operations in 2014. It will offer importers and exporters a distribution and receiving facility with premium access to Port Botany international container terminals and the NSW State rail and road network.

NSW law requires rail transport operators to be accredited by ONRSR to demonstrate they have the competence, capacity and systems to manage the safety risks associated with railway operations.

HLA National Health, Safety, Environment and Quality Manager, Trevor Ballantyne, said: “This is a significant milestone for HLA and an achievement for which all the Australian team can be proud. The ONRSR accreditation is by far one of the most challenging safety accreditation processes in Australia, and considered among the most stringent in the world.”

The

accreditation

process

required

documented evidence that the Hutchison Ports Australia (HPA) integrated HSEQ Management System appropriately addressed the scope of the HLA rail operations and comprehensively exemplified the 29 fundamental elements of a rail safety management system as set out in the National Rail Safety Guideline - Preparation of a Rail Safety Management System 2008 (NSW).

“That HLA achieved accreditation in just under six months from lodgement, well ahead of the industry benchmark and three months in advance of operational requirements, demonstrates the strength of our HSEQ management system,” Trevor said. “It

illustrates the company’s commitment to providing a workplace that is healthy, safe and environmentally sustainable, while delivering efficient and effective services to our customers” HLA General Manager Allan Flynn said: “This accreditation ensures that the necessary handover of Enfield from the construction Rail Infrastructure Manager to HLA will be smooth and efficient. Gaining the accreditation is a major milestone for the company on the path to starting operations at our first intermodal terminal in Australia.”

Australian Ports News - Page 21

Darwin Port recognised as top achiever D

ARWIN Port Corporation was recently awarded a prestigious Silver Medal in the Public Sector Category of the 2013 Australasian Reporting Awards (ARA) for its 2011/12 Annual Report.

Established in 1950, the ARA awards provide an opportunity for organisations to benchmark themselves nationally and internationally against the strict ARA criteria.

The ARA presentations was a gala affair attended by around 500 private, public and government organisations; special awards, bronze, silver and gold awards are presented, along with the esteemed Annual Report of the Year award.

Melissa Reiter, General Manager Corporate Services, who received the award with Chief Executive Terry O’Connor said, “It was great to be able to represent the Northern Territory amongst the likes of highly respected companies such as Santos, Australia Post and NAB.” In June, Darwin Port Corporation also received further recognition for its Annual Report from the Institute of Public Administration Australia (IPAA NT), and was awarded the ‘Best Corporate Governance Reporting.’ The Corporation received a special mention for its structured approach to corporate governance, particularly regarding balancing conformance requirements with commercial performance.

Another notable achievement for the Corporation is the reclamation of Pond F, a large tidal pond 110 m by 250 m located within the Port of Darwin’s East Arm Wharf, which was recognised with a Civil Contractors Federation of the Northern Territory (CCFNT) Earth Award for Excellence in Civil Construction (Category 3) following a joint submission by the contractor (Ostojic Group) and the designer (Aurecon Australia).

Pond F was reclaimed in 2012 using a combination of advanced filling, ground improvement and traditional earthworks techniques. Sand was placed on soft, saturated, compressible in-situ muds using a ‘raining technique’ and a small cutter suction dredge.

This was followed by accelerated consolidation of the muds using prefabricated vertical wick drains; a first for Darwin. The surcharge is expected to be removed by the end of 2013 and ready for pavement construction by early 2014.

The innovative methodology undertaken in this design has allowed the land to be available for use by the Port in the shortest possible time with the least risk and most importantly, within budget. The additional economic benefits of not interrupting daily wharf operations and bringing forward the availability of the hardstand are difficult to quantify but arguably would be measured in millions of dollars.

The creation of valuable additional hardstand in record time, in such a prime location within the East Arm Wharf, has increased the Port of Darwin’s cargo storage capacity to meet the growing demands of major projects.

Right: Chief Executive Terry O’Connor and General Manager Corporate Services, Melissa Reiter at the DPC Annual Report Silver Award Presentation Page 22 - Australian Ports News

Darwin’s East Arm Wharf Pond F Reclamation Area

Darwin Port Open for Business

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ARWIN Port recently took another significant step towards being established as the gateway to Asia.

Chief Minister Adam Giles said the site opening ceremony at Shell’s Prelude Onshore Supply Base represented real economic opportunities for Territorians.

“The Darwin Supply Base will act as the major onshore location to support the operation and maintenance activities for the onshore Prelude Floating LNG Facility, and shows industry is hearing our calls that the Territory is open for business,” Mr Giles said.

“Shell chose Darwin because of the existing industry support services available.

It will employ 30 people during construction and 20 during ongoing operations.

“The Prelude Darwin Onshore Supply Base will be the main onshore support facility for the world’s first Floating LNG project – Prelude FLNG.” Shell is pioneering its revolutionary Floating LNG technology in the Browse Basin, off the coast of Western Australia.

Shell Australia General Manager Production, Michael Schoch, says he hopes the project will stimulate local business in the Territory.

“Darwin will play a vital part in the success of Prelude through the operation of the Prelude Darwin Onshore Supply Base,” Mr Schoch said.

“The base will house spare parts and equipment. It will also receive and dispatch equipment requiring maintenance from the Prelude FLNG facility.

“We hope to help support local businesses through subcontracting opportunities during construction.

“The first gas from Prelude is still a number of years away, but we’ll be seeing progress at the supply base site very soon.”

Flinders Logistics Concludes Long-Term Deal With Cristal Mining LINDERS Logistics has struck a long term logistics services deal with Cristal Mining Australia.

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Using purpose built containers, Cristal Mining will utilise Flinders Logistics’ award winning containerised system for the transportation, storage and loading of their mineral commodity at Port Adelaide.

“We are delighted that Cristal Mining has

chosen Flinders Logistics to manage this key supply chain and we look forward to working with them on a long term partnership basis.” said Andrew Pellizzari, General Manager of Flinders Logistics.

Flinders Logistics has more than doubled the tonnages of bulk minerals it has handled over the last 18 months and demonstrated a willingness to commit to the latest equipment and technology.

Andrew Pellizzari added, “Investment is supporting these expanding throughputs. A new mobile harbour crane has been ordered and should be delivered by the end of 2013.

This crane is the second mobile harbour crane that Flinders Logistics has purchased in two years – the first was commissioned in January 2012.”

Cristal Mining’s supply chain will benefit from Flinders Logistics’ unique D F-Misting System. This system, which has a patent pending, provides a consistently effective method for minimising dust emissions when bulk cargo is being loaded onto a ship. A fine mist matching the size of the mineral dust particles is generated by nozzles around the loading hatch and this creates a natural barrier across the ship’s hold - preventing dust from escaping.

Another plus is Flinders Logistics’ tippler guidance system. This is a fully automated process, which is used on the wharf to direct the tippler onto the full container. Crucially, it has removed the injury risk to personnel from guide ropes attached to the tipping spreader, but it has also improved productivity and reduced damage to containers.

“Safety for people on site and for the wider environment is the ethos at Flinders Logistics.

We are pleased to provide Cristal Mining and our other mining customers with a logistics service that enables their safety, environmental and economic goals to align,” Mr Pellizzari said.

Above: Container Spreader Guidance Apparatus

Flinders Logistics Cleans up Another Award F LINDERS Logistics has won the South Australian Premier’s Award for Excellence in Environmental Management 2013. The inaugural award, which was presented at the Annual Resources Dinner on 30 April 2013, was given in recognition of Flinders Logistics’ development of dust control technology for mineral bulk handling.

South Australian Premier, Jay Weatherill, praised Flinders Logistics’ approach to community engagement. The Premier emphasised that the company’s technological advancement allows environmental, economic and social goals to align for the benefit of the wider community. Andrew Pellizzari, Flinders Logistics’ General Manager said, “Providing a highly effective dust management system for mining customers is our focus. Being recognised for it by Premier Weatherill is an honour.”

By using specially designed containers and developing the DF-Misting system, Flinders Logistics has created a consistently effective method for minimising dust emissions along the pit to port supply chain.

Bulk minerals are loaded into containers at the mine site. They remain there until loading directly from the container into the ship’s hold.

This contrasts with conventional bulk loading which has several transfer points where mineral product is disturbed producing dust particulates which could enter the environment.

Inside the ship’s hold, Flinders Logistics uses its innovative D F-Misting technology, which has a patent pending, to create a fine mist

DF Misting System in Full Swing

matching the size of the mineral dust particles.

This creates a natural barrier across the ship’s hold and prevents dust escaping.

The prestigious environmental award was

presented to Flinders Logistics’ General Manager, Andrew Pellizzari, by Premier Weatherill at the Annual Resources Industry Dinner, hosted by South Australian Chamber

of Mines and Energy (SACOME). The award for Environmental Management is the fourth award that Flinders Logistics has received for business excellence since 2011.

Australian Ports News - Page 23

Inspections vital to prevent corrosion related disasters Marine casualties such as the ERIKA off the coast of France in 1999 highlighted the importance of corrosion control to regulatory bodies worldwide.

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USTRALIAN Maritime Safety Authority (AMSA) Ship Safety Division North principal regional marine inspector Greg Witherall said corrosion control on vessels is very much considered a maritime safety issue.

“Corrosion on a ship generally indicates the amount of wear and tear on a vessel, but could also be the result of poor workmanship, the use of inadequate materials and coatings, vibration fatigue and design faults,” Mr Witherall said.

“It is the natural habit of metal to corrode, unless prevented by human endeavour.

“Experience has shown that corrosion is often greater in areas where the corrosive agent (sea water) is ever present, such as inside ballast tanks that have not been or are no longer sufficiently coated and tanks that are fitted with sacrificial anodes but are not permanently used for ballast.”

In 2006, SOLAS II-1 Regulation 3-2 was amended to apply a provision relating to ‘corrosion prevention of dedicated seawater ballast tanks in all types of ships and double side skin spaces of bulk carriers.’

AMSA inspectors undergo Hull Inspection training with an emphasis on Structural failures and Corrosion.

“During port State control inspections there are many types of corrosion that an inspector needs to be familiar with.

Page 24 - Australian Ports News

“Rust is often the most common tell-tale sign of corrosion to an untrained eye and this is why port State control inspectors will occasionally find a vessel’s maintenance was more devoted to appearance than on the real needs of the vessel,” Mr Witherall said.

“For example a 17-year-old Bulk Carrier that was detained by AMSA in late 2011, when numerous leaks were identified from the Topside ballast tanks into three of the vessel’s six cargo holds,” he said.

“Externally the vessel looked well maintained with a fresh coat of paint from its recent dry docking.

“Inside the cargo holds there were pools of water and evidence of visual rust stain indicating severe corrosion inside the topside tanks to the point of failure.”

The port State control officer focused on the condition of the Ballast tanks and holds after and subsequently identified a lack

of planned maintenance records available onboard, though regular ballast tank inspections were required to be carried out by the vessels crew.

“What was disturbing was that none of the ship’s crew considered these leaks to be important to the safety of the vessel,” Mr Witherall said.

“They did not understand the concept that wastage from corrosion, leads in turn to more stress being placed on an area of the vessel and therefore more corrosion, it’s cyclical and the affected area becomes worse and worse over time.”

Sea water ingress in the cargo hold is a major safety concern for many types of cargo in terms of stability and the acid formed by wet sulphur bulk cargos (ie coal) can eat through good steel plating in the course of a single voyage.

When conducting a port State control inspection, AMSA inspectors often determine the level of ballast tank inspections required based on several elements such as, but not limited to, types of cargos being carried.

“High Sulphur cargoes are prone to accelerated wastage rates,” Mr Witherall said.

“The vessel’s current and previous loading plans may indicate high hull stresses, which could cause stress related corrosion and a breakdown of the protective painting.

“Eventually the wastage will lead to loss of thickness of steel plating, thinning of edges of stiffeners and ultimately to cracking.”

These problems are more common in bulk carriers of 15 years of age or more but may occur at earlier ages in ships built with a high percentage of high tensile steel.

Other documents examined by port State control inspectors during inspections are Class Survey reports, Enhanced Survey reports and thickness measurements (SOLAS Ch XI-1 reg 2), overdue and planned maintenance records, and the Coating Technical File as per SOLAS regulations II-1/3.2 for applicable vessels and that the Administration or Recognised Organisation have reviewed it as required.

The Coating Technical File includes specification of the coating system; record of the shipyard’s and ship owner’s coating work, detailed criteria for coating selection, job specifications, inspection, maintenance and repair for vessels for which the building contract has been placed on or after 1 July 2008, or for which the keel was laid on or after 01 January 2009 or for which the delivery is on or after 01 July 2012.

Above and below: photos illustrating various forms of rust and corrosion.