Marine & Maritime Gazette March 2022

MARINE & MARITIME

GAZETTE Commercial Marine & Renewables Worldwide

ISSUE 85

MARCH 2022

INSIDE: 12

26

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Spring across the maritime world...

Are we all living and coping with the new world and changing regulations?

Welcome to the March 2022 issue of Marine & Maritime Gazette the monthly magazine aimed at Worldwide coverage of the commercial marine, shipping and waterbased renewables markets.

With the Maritime World now much more settled ‘Covidwise’, are different continents coping in different ways?

Will the recent conflict affect more than the individual countries concerned? Of course it will, so, as Spring approaches, all of us can be rightly forgiven for a distinct sense of caution.

Inside this issue, we are, as usual, covering a vast amount of topics, from ‘Windfarms, Renewables & Crew Transport’ on page 26, to the ‘ins and outs’ of ‘Navigation, Communication & Radar’ from page 20. There is also a quick look at ‘Ports Facilities & Usage’ on page 36 and from page 40 we also have a ‘peek’ at ‘Deck Equipment, Lifting & Commercial Ma rine & Renewab les Worldwide Winching’.

Anyway, we would like to wish you all the best for the coming season and, of course, happy reading.

If you have any news, reviews, product launches or absolutely anything else of interest across the whole marine market, please email it through to me at info@-.plus.com for future consideration in our forthcoming issues.

MARINE & MARITIME

GAZETTE

Arthur Peaches - Editor

www.marineandmaritimegazette.com

ISSUE 85 MARCH 2022

INSIDE: 12

26

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New CEO Appointment at Hundested Propeller

Cover story Ad Hoc Marine Design - the future is here and now!.

p18 Further investment Hydroscand install new production line at the Nottingham, UK, branch.

p10 Damen dredger The second Damen MAD 3500 class dredger completes sea trials.

p17 Port contract Williams Shipping sign new 15 year lease with the Port of Milford Haven.

Hundested Propeller A/S recently announced the appointment of Henrik Hamann Juel as CEO with immediate effect.

Hamann Juel brings a wealth of experience from his prior work within the manufacturing of marine generators, aquaculture, and wind energy.

His roles have included CEO, COO, Factory Manager in both medium-sized businesses and large international corporations. His understanding of technical automation and sales, strategic marketing and internal processes will look to further grow and develop the business.

“I am looking forward to working with the team hereat Hundested Propeller,” comments Henrik Hamann Juel. “Towards the end of 2021 the company underwent a strategic restructure to further meet the needs of our customers, this is a very exciting time for Hundested Propeller, and I am delighted to be leading this team of experts in the field.”

Last year Hundested Propeller reached 100 years of producing and supplying controllable pitch propulsion systems and thrusters for commercial marine

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EDITORIAL Arthur Peaches - Editor Tel 01322 352648 Email info@bljournals.plus.com

SALES & PROMOTIONS David Peters - Publisher Tel 01322 352648 Email info@bljournals.plus.com

Brian Wakefield - Advertisement Director Tel 01622 682667 Mob 07973 139959 Email brian_wakefield2003@yahoo.co.uk

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applications and superyachts. With the celebrations to mark this milestone postponed due to Covid-19, the focus has been on meeting the significant increase in the demand for hybrid power solutions and power regeneration, particularly over the last 12 months.

Hundested Propeller is part of the BSI Group of companies and is located in Hundested, Denmark. www.bsidk.com/hundested-propeller/

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ISO 9001: 2015 accreditation

Approvals: ABS, GL, DNV, RINA & LRS

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Brunswick Corporation and Boston Whaler intensify sustainability commitment with Arkema to develop fully recyclable fiberglass boat

Brunswick Corporation (NYSE: BC) has announced that it is expanding its partnership with Arkema, a leader in speciality materials, to develop a fully recyclable fiberglass boat that integrates Arkema’s Elium® liquid thermoplastic resin on all the vessel’s composite parts, core, and adhesives.

EST-Floattech delivers battery systems to 3 Damen Patrol Vessels 1304 Electric

Three new electric patrol boats were delivered to the City of Amsterdam and the Amsterdam Police. Two additional patrol boats are under construction for which EST-Floattech will also deliver the battery packs.

Damen Shipyards Group handed over three new electric-powered patrol boats in a series to the city of Amsterdam. The Waterpieper and Waterhoen will sail under the name of the City of Amsterdam and are outfitted with a battery pack of 273kWh. These are full electric patrol boats. The hybrid P55 will be sailed by the Amsterdam Police and is fitted with a 136,5kWh battery pack.

The 1304 Damen design is 13,5 metres long and can reach a speed over ground with their 130kW electric motors of 8,6 knots. Sailing at average speed will allow full-day operations on a single charge of the batteries. The P55 also has a diesel generator to extend its range if needed.

“It was a tough puzzle to get 273kWh of batteries on board the 13,5 meter long patrol boat, but the flexible modular system of EST-Floattech enables this in a very space-efficient way”, says Koen Boerdijk of ESTFloattech. The hulls for the vessels were built at Damen Shipyards Kozle in Poland and were shipped to Damen Shipyards Hardinxveld for outfitting and delivery.

“We’re very happy with the cooperation we have with EST-Floattech.

Therefore they will come onboard again on our newbuilds which will be delivered in 2023”, says Roel Foolen of Damen.

In 2023 Damen will delivery another two patrol boats of the 1304 full electric series and these will also be equipped with the Green Orca 1050 series of 273kWh each www.est-floattech.com

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The project is part of Brunswick’s enterprisewide sustainability program and is expected to allow for hull and structural components to be fully recycled at end of life and reintroduced into production processes, reducing the amount of disposable material and sourcing of virgin raw materials.

The first prototype is expected to be displayed at the 2022 Fort Lauderdale Boat Show in October, and will be developed in conjunction with Boston Whaler, leveraging the brand’s unique construction to validate the technology.

“We are delighted to expand our partnership with Arkema, marking an exciting milestone in our sustainability journey,” said Kris Neff, Boston Whaler president. “By combining next-generation materials with the legendary safety and durability of the Boston Whaler brand, we are ensuring we continue to meet boaters’ diverse and changing needs while reducing our environmental footprint.”

Arkema’s Elium® resin is particularly suited to the marine industry and the production of composite watercraft; in addition to being fully recyclable, it is specially adapted to the resin infusion process of large parts with a low viscosity, long reactivity, and a low exothermic reaction.

“Elium® resin is our solution for the new era of sustainable composites,” said Nicolas Valloir, Arkema business manager.

“Through our partnership with Brunswick and Boston Whaler, we’re helping to shape a more sustainable future and circular economy for the marine industry. This is fully aligned with Arkema’s commitment to develop innovative solutions tailored to support our customers in their quest for sustainable performance.” w w w. b r u n s w i c k . c o m / c o r p o r a t e responsibility/sustainability

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Fugro’s Geo-data supports future development of Hornsea offshore wind farms and UK’s energy transition

Ørsted has awarded Fugro a marine geotechnical site investigation contract for its Hornsea Three and Hornsea Four offshore wind farm developments. Located off the East Coast of England in the North Sea, this forms part of the broader Hornsea Project - which includes the two current world’s largest offshore wind farms – Hornsea One and Two.

With operations set to run from May to August 2022, Fugro will be mobilising multiple vessels from its industry-leading fleet to combat challenging ground conditions and deliver large volumes of Geo-data within the required project schedule. The detailed site investigations include, downhole cone penetration testing (CPT), seismic cone penetration testing (SCPT), downhole sampling and high-quality rock coring as well as borehole geophysical logging. This will not only enable reliable and efficient foundation designs, but also help derisk the project’s future developmental phases.

Dennis Koenen, Fugro’s Global Director Geo-data Acquisition Marine Site Characterisation, said: “Our site investigation services are crucial for ensuring the long-term performance of offshore assets, such as the Hornsea Project. With an array of specialised vessels and equipment, we are committed to supporting the UK’s energy transition and we’re proud to continue working with Ørsted, building on our past success, to provide critical support that will help move this project forward.”

Fugro has been extensively involved in the development of the Hornsea Project sites since 2011, completing a range of geophysical, geotechnical and environmental services. www.fugro.com

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Fugro’s Geo-

data supports

future

development of Hornsea

offshore wind

farms and

UK’s energy transition

Fugro is building a remote operations centre (ROC) in the company’s St. John’s office, located in the province of Newfoundland and Labrador, Canada. The ultra-modern communications hub is scheduled for completion in Q4 2022 and will complement Fugro’s global network of ROCs, which make it possible to complete offshore operations onshore via remote and autonomous technologies. For Fugro’s clients in eastern Canada, this will mean safer, more efficient and more sustainable delivery of marine Geo-data and related services.

The St. John’s ROC is being funded in part by the Newfoundland and Labrador Offshore Oil and Gas Industry Recovery Assistance Fund, a programme of the provincial and federal governments. It was selected for funding based on the ROC’s local employment opportunities, environmental benefits and support to existing oil and gas installations. In addition to building the onshore communications hub, Fugro will upgrade their equipment on selected offshore client assets to facilitate remote services. Fugro will also offer their remote and autonomous services to non-oil and gas clients both locally and abroad, while expanding a diverse and inclusive local employment pool.

Pat Byrne, Fugro’s Marine Asset Integrity Manager in Canada stated: “We are thrilled to have the government’s support on building an ROC in our St. John’s office and we are proud to help lead the region’s digital transformation, accelerating and enhancing the application of remote operations in the region to reduce the carbon footprint of energy development. Fugro has been moving in this direction for some time and we have seen tangible and significant benefits from our advances in digital technology worldwide.” www.fugro.com

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Damen Maaskant delivers Beam Trawler Avanti to Belgian fishing fleet

Beam Trawler Z-26 Avanti is designed for great hauling power with less fuel consumption and better seagoing properties due to reduced drag in the water. The 38-metre long fishing vessel was officially handed over to the Depaepe family of the Devan Shipping Company on Saturday 29 January in Zeebrugge, Belgium.

The design of Avanti spans the maximum length and tonnage allowed by Belgian maritime regulations. The Z-26 is the second vessel built to Damen Shipyards’ BT3808 design. Specific modifications for Devan Shipping Company make the vessel specifically suited to the Belgian fishing company’s methods – without customisation, Damen Maaskant would not live up to its name. It was built to the latest standards of comfort, technology, sustainability and the customer’s wishes.

“Devan Shipping Company aimed for a highly efficient and profitable ship. Damen Maaskant modified the design together with SIP Marine to reduce fuel consumption and increase hauling power. The ship also has an imprinted anode system on board, ICCP, eliminating the need for anodes on the hull. This has the main effect of reducing drag,” says project manager John van der Maas. New and unique on this fishing cutter is the cold room instead of refrigerators for provisions. “Cooperation with all subcontractors went like a well-oiled machine. This ultimately lead to an excellent end result.”

The hull was built and launched in Gdansk in Poland and then finished at the yard in Stellendam. The trawler was quickly finished within the agreed timeframe despite all the consequences of the pandemic.

Steve Depaepe, owner of Devan Shipping Company, is impressed. Depaepe: “As a 14-year-old boy, I already dreamed of a real Maaskant Beam Trawler . Childhood dreams come true in Stellendam. A new fishing cutter for our Flemish fleet gives young fishermen hope for a future at sea and inspires new childhood dreams. My captain and crew are eager to go to sea with this magnificent vessel, equipped for comfortable and safe fishing trips.”

The uncompromising choice for quality, service and their partnership with customers are frequently mentioned characteristics of the Damen Maaskant Shipyards family business in Stellendam. The shipyard is determined to maintain those qualities and develop them further in the years to come. Commercial manager Jeroen van den Berg says: “It is our goal to remain a leader in the development and production of innovative and sustainable vessels for growing, harvesting and catching food from the sea. In this way, we want to secure the future of our industry for generations to come.” www.damen.com

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Further investment in increases capacity and improves customer service

Hydroscand recently installed a new production line at their Nottingham, UK, branch which is now fully operational.

Jason Byrne, Branch Manager and Deb Wardle, Assistant Branch Manager at the branch, explain why a new production line was needed.

“As our business has grown considerably over the past 12 months, it became apparent that to continue to provide our excellent levels of customer service and efficiency, we would need to invest in restructuring our team and equipment.

“We decided that the most suitable long-term solution would be to create a space, within the right-hand side of the warehouse. This would allow us to install an additional production area, that could be used solely to produce hose kits and hose assemblies for our Original Equipment Manufacturer (OEM) customers.”

Once the area had been identified, the products and racking were cleared to give a blank canvas to work with. The necessary machines and equipment were then ordered.

“Over the course of the next 2-3 weeks, we had many exciting deliveries that arrived. These included: two new cutters, plenty of hose rail and stands to create the two production lines, a H120 swaging machine and a brand new H60 swaging machine, with a 350-ton crimping force for hoses up to 4” diameter. We also installed a new turntable and crane lift.

“There was a lot of electrical work that needed to be installed, to enable both 240v and three phase machines to work, as well as a new extractor system. All machines and electrics were in place after about six weeks.”

The decision was made to paint the floor to finish off the new install. The team applied three coats of Epoxy Floor Paint over a weekend.

“Once this was cured, we were able to create areas for components, kitting and completed orders prior to shipment. After 8 weeks we were finally set to make use of this fantastic new investment.

“The introduction of the lines has meant that we can use the equipment in the branch area purely for our walkin customers at the trade counter, meaning that we can provide a fast, efficient and uninterrupted service.

“The production side of the business has continued to grow, and the new dedicated lines have been in constant use every working day since being installed.”

Jason added: “It has made the process of making hoses and hose kits faster and more efficient.”

Rebecca Galley, Managing Director added, “It has been great to work with the team on this project. They have identified the need for dedicated production space and designed the solution themselves. The new facility gives more than double the capacity we had previously as well as meaning we can work safely and efficiently to serve our customers. Well done to everyone involved!” www.hydroscand.co.uk

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The Wight Shipyard Co announces merger with multinational shipbuilder OCEA

Britain’s leading aluminium shipbuilder, The Wight Shipyard Co. today announces an all-share merger with the complementary multinational shipbuilder OCEA to create a combined group to capitalise on the fast ferry and offshore renewable energy markets opportunities.

The deal is scheduled to complete this month and will see The Wight Shipyard Co. nearly double in size, providing significant employment opportunities at the East Cowes yard.

Speaking about the merger, Peter Morton, CEO of The Wight Shipyard Co. commented: “This is a transformational deal for The Wight Shipyard Co. and for the Isle of Wight, confirming the resurgence of the shipbuilding industry in the United Kingdom. We have been working with OCEA on a number of projects and it was very clear from the outset that we complemented each other in terms of skills and experience and, going forward through the business cycle, both companies can benefit from the synergies and opportunities that this deal presents. We have enjoyed a first-class working relationship with OCEA to produce vessels and solutions to the highest standards, pushing the boundaries in terms of fuel efficiency, the environment and modern shipbuilding practices.”

The Wight Shipyard Co. has rapidly built a considerable reputation in the fast-ferry market, selling its innovative, high-tech, environmentally friendly vessels both domestically and internationally and was recently awarded a Queen’s Award for Enterprise for Export in 2021. OCEA similarly, was awarded the Baird Maritime award in 2020 for best large patrol boat (Offshore Patrol Vessel OPV) and is an innovator in the aluminium vessel market with high quality builds for the maritime security, passenger vessels, multipurpose workboats, transoceanic yachts and hydrographic research markets. The strength of OCEA’s international export market has driven its multinational expansion. Both companies also have complementary expertise supporting the offshore renewable energy sector.

Combining the two together will produce a truly global aluminium shipbuilding operation with an order book that offers the business security and sustainability well into the future.

Roland Joassard, CEO and founder of OCEA is excited by the deal saying: “OCEA is expanding internationally to respond to strong demand in these markets and appreciates the new ‘Global Britain’ and refreshed National Shipbuilding Strategy outlook. Wight Shipyard Co. shares the same DNA, passion and high quality of workmanship as OCEA and its expertise in the fast ferry market complements OCEA’s qualities in other markets.

Having worked with the Wight Shipyard Co. and Peter’s team in a number of ways already, we feel that they are the perfect partner to develop global orders for the fast ferry and offshore renewable energy markets.”

Based at their primary yard in Les Sables d’Olonne, OCEA employs more than 500 skilled operators with further facilities in France, including the Caribbean and the Philippines.

Following the merger with the Wight Shipyard Co., the Group will share resources and operations in East Cowes that will ramp up significantly, helping the Isle of Wight to ‘level up’ with the creation of much-needed employment opportunities.

Speaking about those opportunities, Peter Morton further commented: “For East Cowes and the Isle of Wight, this is a step change in terms of future employment and security for the outstanding team at The Wight Shipyard Co. We will be able to bring in more high-skilled shipbuilders and technicians as well as providing career pathways all through the production chain. It’s a deal that secures livelihoods and is transformational for East Cowes as the epicentre of aluminium shipbuilding in the UK.” The merger comes on the back of the news that The Wight Shipyard Co. has secured the contract for two new ‘Uber Boat by Thames Clippers’ with the shipyard already into the design and build of the next generation of Clipper-class vessels utilising the very latest battery-power technology and re-charging options. www.wightshipyard.com

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Teledyne Marine announces

sale of three Gavia AUVs to

Terradepth

A global leader in the manufacture of Unmanned Maritime Systems, Teledyne Marine - Vehicles announces that Terradepth, a disruptor in maritime data collection and management space, has greatly expanded its survey operations capabilities by acquiring three Teledyne Marine Gavia autonomous underwater vehicles (AUVs) to support the rollout of its Ocean Data as a Service and Absolute Ocean data platform.

“We’re excited that Terradepth chose our AUV as the best solution to meet their goals,” stated Brian Maguire, Marine Chief Operating Officer and Vehicles Business Unit General Manager. “Terradepth’s application is a perfect fit with our purpose of enabling humanity to understand the marine environment like never before to explore, preserve, and protect the world.”

The Gavia AUVs are highly configurable and carry a depth rating of up to 1000 metres, making them ideal components to meet the growing demand for Terradepth’s survey services in shallow and medium depths. To help achieve these services, the three Gavia AUVs are each equipped with an Edgetech 2205 600/1600 kHz Module that retrieves both Side Scan Sonar and Bathymetric Sonar data, RDI DVL-aided IXBlue PHINS C3 Inertial Navigation Systems for accurate navigation, and field-replaceable battery modules from Teledyne Energy Systems for longer endurance. Future updates include Teledyne T20 Multi-beam Sonar and Sub-bottom profilers. The Gavia AUVs were also delivered with a Science Bay Module in anticipation of installing scientific sensors based on operational need. Terradepth’s expanding services have also received a boost with the introduction of Absolute Ocean, which combined, comprise Terradepth’s survey-as-a-service offering.

Absolute Ocean (AO), a cloud-backed, browser-based, geospatial data platform, enables storage, search, visualization and analysis of ocean data, whether collected by Terradepth or a third party. This unique capability allows users to leverage geospatial ocean data on a petabyte scale to view, search and query from any web browser.

“These moves bring Terradepth closer to its goal of creating a comprehensive and highly accurate virtual ocean model. Our vision is to allow humans to make better, faster decisions with respect to the underwater sector at large,” said Joe Wolfel, co-CEO at Terradepth. “This will help predict atmospheric weather patterns, build underwater energy and telecom infrastructures, and protect and ensure our coastal communities’ future.” www.teledynemarine.com

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Furetank secures biogas supply as

step towards fossil-free shipping

Liquefied biogas is one of the keys to fossil-free shipping, but lack of supply is a major issue. The Swedish shipping company Furetank has signed a letter of intent with Eskilstuna Biogas, enabling the development of a new biogas plant producing around 5,000 tonnes of LBG annually.

Furetank commits to buying at least 75% of the produced fuel for 10 years. The gas will be extracted from manure and food waste from the municipalities of Eskilstuna and Strangnas. It is upgraded to a 100% waste-based, fossilfree and renewable biofuel, LBG. Furetank strives to be a leader in climate and environmentally efficient shipping. They have developed a new series of vessels that are best in class globally, according to the climate standards for shipping set by the IMO. Today these vessels operate mainly on liquefied natural gas, LNG, but the ambition from the start has been to switch over to LBG as soon as possible. Now Furetank takes the first big step towards making the shift.

“It feels fantastic to access liquefied biogas in Sweden. With LBG produced in the right way, we can run our vessels completely without emitting CO2 or harmful particles. This is a strategic move. We developed the new efficient vessels, chose gas as a fuel and offset remaining emissions. Now we move on to securing our own supply of LBG, says Furetank’s CEO Lars Hoglund.

Multi-million state support

The biogas plant will be the largest environmental investment in Eskilstuna in 20 years and corresponds to almost 10% of the municipality’s total greenhouse gas emissions, according to Kaj Wagdahl, Eskilstuna Biogas AB Chairman of the Board.

The project receives approximately SEK 140 million in grants from the Swedish Environmental Protection Agency’s support for climate investments. An agreement with a large customer was a requirement for obtaining financing.

“In addition to these grants and public production support for biogas, a long-term agreement with a strong partner is required to make this big investment and achieve the large-scale biogas production that we are planning. It is also very gratifying to find a partner who sees business opportunities in leading the way towards climate neutrality.” says Kaj Wagdahl.

One step ahead for the ETS

Before giving the new plant the final go, the production support for biogas recently decided by the Swedish government needs to come into force and all permits need to be in place.

Production is planned to start in the last quarter of 2023, likely well-timed with the launch of the EU Emissions Trading System for shipping. When all shipping companies need to start paying for their carbon dioxide emissions, Furetank will be one step ahead.

“We became the first shipping company in Sweden and second in the world to bunker LBG in 2018. For us it was a statement; we want to head in this direction. Now we have a clear plan for the transition and are negotiating more contracts in Sweden and other European locations. It feels incredibly good. The whole organization enjoys being involved in pushing this development forward and showing that it is possible, says Lars Hoglund. www.furetank.se

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Damen Shipyards to build four

RoPax ferries for Penang Port

Sdn. Bhd., Malaysia

Damen Shipyards has been contracted by Penang Port Sdn Bhd., Malaysia, to build up to five RoPax ferries to replace the current fleet that has reached its end of life. The new vessels have been specially designed to meet the requirements of the client and its passengers. They will operate on the ferry route that links the Malaysian Peninsula (Butterworth) with Penang Island and its city of George Town, Malaysia’s third largest, just a ten minute journey away.

Designated the Damen Ferry 3508, the new class is designed to carry a maximum of 250 passengers both sitting and standing and 50 vehicles (scooters and motor bikes) in a mix of air-conditioned and open but sheltered areas.

Damen has worked closely with Penang Port Sdn. Bhd. to ensure that their new vessels are configured to meet the needs of their customers in the most efficient and cost-effective way possible. To achieve this Damen conducted a thorough assessment not only of their operations and infrastructure, but also their customers’ wishes.

The new fleet will deliver a combined passenger and vehicular service with departures every 15 minutes in peak periods while, at quieter times of day, it will be perfectly feasible to take a ferry out of service, bringing further cost savings with minimal inconvenience to the travelling public.

Standardising the design also delivers a wide range of operational efficiencies when it comes to redundancy, maintenance, spare parts, crew training and operating costs, not to mention the cost and duration of the build itself without any compromise on performance or quality.

The new ferries will, pandemics permitting, be delivered in mid-2023 ready to serve an estimated 2.5 million pedestrians and 1.5 million two-wheeler vehicles each year. Damen will also be assisting in upgrading the ferry terminals with time-saving technology such as auto berthing and berthing pontoons with fast ramp control.

As part of the overall package, Damen will provide one year’s technical support for Penang Port Sdn. Bhd’s new fleet once it is delivered. To ensure 24/7 operability, Damen will establish a local maintenance hub to keep the vessels in top working condition. Over time personnel will be recruited and trained so that local engineers will have all the skills and knowledge necessary to maintain the vessels into the future.

Gysbert Boersma, Damen’s Regional Director Malaysia, said: “In a joint effort with Penang Port we have achieved a cost-efficient solution while maintaining the daily schedule of the ferries, and we look forward to seeing them making a significant contribution to the area’s transport infrastructure. Furthermore, our maintenance hub will bring local employment and a transfer of skills that will make a positive contribution to the regional maritime sector.” www.damen.com

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Damen’s second Marine Aggregate Dredger 3500 enters service

The second vessel of Damen’s new Marine Aggregate Dredger (MAD) 3500 class has now completed her sea trials. As of January 2022, she has entered service with her owner, Hanson UK, a leading supplier of building materials to the UK market, replacing an obsolete vessel. With a large part of the English dredging fleet that is now several decades old, the MAD 3500 presents an opportunity to other operators in this sector. It enables them to take advantage of the major advances made in aggregate dredging design and technology, and the efficiencies that come with it, via a proven format from a leading shipbuilder.

The design team at Damen sought input from experienced operators in the sector as well as from its own repair yards, which have been maintaining dredgers for many years, and its dredging mission equipment production subsidiary. These, together with its own ship design and building capabilities, makes Damen a one-stop-shop for all things dredging. As a result, while the new design is similar in size to its twentieth century equivalents, the MAD 3500 is a completely new class that is a quantum leap ahead, both in the quantity of product it can carry (20% more) and operational costs per tonne.

These are achieved not only by the latest propulsion systems delivering greater fuel economy, but also their ability to conduct operations while running on a single engine. It is also designed to operate 24/7 with just nine crew. At any one time, dredging can take place with only two personnel on the bridge plus an engineer on duty. Unloading the entire vessel can be achieved in just two to three hours and is fully automated.

With ease of maintenance designed into the vessel from the earliest stages, operability is maximised. This is achieved partly through the use of modular systems that allow faulty components to be swapped out for new ones while the defective unit is sent away for testing and repair. This in turn is supported and enhanced by the use of Damen’s Triton remote monitoring and analysis system that enables continuous optimisation and pre-emptive maintenance. This is achieved using ship-wide sensors to deliver operational data to both the bridge and managers onshore for real-time analysis.

The Hanson Thames began her build at Damen Shipyards Galati at the end of 2019 and, while being based on the original MAD 3500 design, she benefited from the experience already gained from an earlier build and had some adjustments to meet her own particular operational requirements. Damen has always maintained the ethos of combining standardisation where possible with customisation where required, and the MAD 3500 class can be modified to meet the needs of individual operators without any loss in performance.

Key technologies on board the MAD 3500 include the modular screening tower which allows material brought up from the seabed to be sorted as it comes aboard rather than once it reaches land. This enables it to retain only the grades that are in demand while returning the rest to the seabed. This makes it yet more efficient and profitable. Another is the application of the Damen Offshore Bow. This fully encloses the foredeck, protecting equipment and cargo as well as delivering excellent seakeeping. The mooring system also sets a new standard. It is designed around flow lines to ensure safe and efficient mooring at all times, and the addition of telescopic spud poles enables the MAD 3500 to hold position without the use of lines or the need for constant adjustment.

The Hanson Thames was launched at Damen Galati Shipyard in September 2020 and, with COVID-19 at its height. The project was successfully completed with minimal disruption aided by the close proximity of many of the suppliers and sub-contractors.

To support the Hanson Thames and other Damen vessels, Damen has recently established a Service Hub in the nearby Port of Southampton to enable it to provide full, through-life support and to act as a repository of knowledge as well as critical components regarding these specialised vessels. With much of the existing North Sea fleet of aggregate dredgers due to be retired soon, and many of them based in the UK, the value of this resource is expected to grow over time. www.damen.com

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Ad Hoc Marine Design Ltd – The Future is here and Now!

For many the future seems a long way in the distance, it is, well, in the future, so it does appear distant, to the point of well, that is tomorrows problem, not todays. Nothing could be further from the truth! When the UK Government announced that new ships ordered from 2025 must have zero-emission technologies if they are to be used on British waters, changes everything! Coming off the back of Operation Zero at the COP26 summit, no one can wait for the future, it is here today.

What this means is that the current design model of CTVs and other vessels is no longer sustainable. Using large heavy polluting diesel engines to run out fast to the windfarms is coming to an end. Diesel pollutes, no matter how the fuel is used or altered. This has spawned a new industry of filters of sorts to remove the particulates from the exhaust gases to reduce the pollution from the engines. It is not perfect and it is not 100% effective. These propriety pieces of add-on filters mostly from the engines manufactures themselves have reduced the pollution and particulates considerably, but it still has a long way to go to be zero. Coupled to this, from 2030 internal combustion engine (ICE) cars will no longer be sold in the UK. What this means in simple language fossil fuel will not be available for transportation by conventional means from 2030, and if you factor in the zero emissions requirement by 2025, any design today that has diesel or any form of it being used as a means of propulsion shall become a white elephant before it even hits the water.

The whole design of a vessel, in this case the CTVs used to service windfarms must be totally redesigned using an approach that requires bold and courage decisions. The arguments of range, weight etc to use batteries for the source of power are well understood.

Current hybrid vessels are an example of this misguided disconnect with reality. The amount of power on-board a hybrid CTV, from a battery, amount to no more than several hundred kWh at best, weighing in at around several tonnes for the pleasure. This power lasts no more than 10-15mins if used for propulsion, and around 1 hour or so if on loitering at the tower, or if used for ‘peak’ shaving.

All designed to help reduce their emissions. The reality is that taking any laptop computer on-board a vessel will instantly transfer the class of vessel to a ‘hybrid, simply because it now has a rechargeable battery on-board and is about as practical too. It is well intentioned but a totally misguided attempt to reduce emissions, and all it does it add weight and is charged by diesel-powered generators anyway! Thus what has been gained other than “image” of being green – whatever that means?

As such, Ad Hoc Marine Designs Ltd, has taken the bold set of designing a new class of vessel that are focused purely on the power source, the battery. The whole design, is centred on what can be achieved with a battery and maximising this new approach. This ultimately means starting a whole new way of thinking and operation. No one ever considered the classic milk-float delivering early morning milk as innovative, but that is the way forward. And since the future is here now, it needs a futuristic styling to create the future. The Faraday Class ePTV styling and livery was crafted by DESIGNOVA to distinguish itself from the crowd. AHMD previously collaborated with DESIGNOVA when designing the 100m Stabilised Monohull Power Ark, for PowerX, utilising the creative flare of J. David Weiss at DESIGNOVA to provide their vision. The Power Ark is a vessel transporting energy via batteries, to and from the Windfarm The Faraday Class of e.PTV (electric personnel transfer vessels) uses as much battery power as possible, to get 4-5 hours of service. Current battery technology has a low energy density which prevents greater range and duration, thus minimise both and then design around this new norm and become the milk-float of today. Once the battery is spent, lift out and replace with a newly charged one, just like the milk float. This is zero emission, zero carbon and zero ICE, simple! Does it tick all the boxes, no, of course not, new and emerging technologies never do, but they must start somewhere. But to para-phrase Bill Clinton - the future, it’s electric stupid! As we can already see the size, weight and power of batteries improving year on year, perhaps there will be a battery version of Moore’s Law. So what of the operational size, surely you can’t expect a small e.PTV running on just limited batteries alone to travel from the port to the windfarms...of course not! This then addresses the how it is achieved, the Mother-daughter ship concept. Each Faraday Class is stowed on the deck, when not in use. In addition the mothership also charges the batteries in advance (tapping into windfarm grid, to top up when required) waiting for the arrival of each Faraday Class e.PTV. The Mothership is the hotel and charging station and does not transfer technicians to the tower. The Mothership merely loiters around the area of operation for the day. This increases the level of safety for the technicians when compared to existing SOV operations. In an emergency situation, such as a lightning storm, a maximum of 12 technicians (on the tower) can quickly disembark back to the ePTV. Whereas attempting the same on a SOV with up to 60 technicians, is not so straightforward. Manoeuvring a large 80-100m SOV means transfers are slow and time consuming and can only occur at around 1-2 times per hour owing to their size, unlike the nimble Faraday Class that can get in transfer and out in just minutes.

The Faraday Class ePTV available exclusively from AMC on the Isle of Wight with AHMD/AMC being part of a Consortium that won the clean marine Department of Transport Grant. The other members of this are: MJR power, Turbulent Marine Simulations, Stirling Batteries and the ORE Catapult. This is currently being engineered by all parties in the consortium ready for the next chapter. The future and next generation … is here now, today.

The Project Barracuda is part of the Clean Maritime Demonstration Competition, funded by the Department for Transport and delivered in partnership with Innovate UK. Announced in March 2020, and part of the Prime Minister’s Ten Point Plan to position the UK at the forefront of green shipbuilding and maritime technology, the Clean Maritime Demonstration Competition is a £20m investment from government alongside a further c.£10mfrom industry to reduce emissions from the maritime sector. The programme is supporting 55 projects across the UK, including projects in Scotland, Northern Ireland and from the South West to the North East of England. As set out in the Clean Maritime Plan (2019), Government funding has been used to support early stage research relating to clean maritime. The programme will be used to support the research, design and development of zero emission technology and infrastructure solutions for maritime and to accelerate decarbonisation in the sector.* www.adhocmarinedesigns.co.uk

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THE WORLD LEADING TYPHOON CLASS OF SWATH

From concept to build to delivery

Proven designers of: High Speed Passenger Ferries, Patrol Boats, SAR and Crew Transfer Vessels

To satisfy any requirement In monohul, catamaran, trimaran and SWATH hull forms

www.adhocmarinedesigns.co.uk www.marineandmaritimegazette.com

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Update for

C-Map

Navigation App

C-MAP®, a leader in digital marine cartography and cloud-based mapping, launched a range of key updates for free and premium subscribers of its CMAP app this month, for both iOS and Android. The updates provide even more features to one of the most highly rated marine navigation apps in the marketplace including satellite view capability, weather overlay, track sharing, personalised notifications, and the new anchor alert safety feature.

The C-MAP app now offers satellite overlay view for premium subscribers, enhancing situational awareness with the option to choose between full view or land-only. In addition, users can select the transparency level of the layer.

Another popular update for boaters and water-lovers is the weather overlay on the charts which includes such data as wind, gust, precipitation, air temperature and pressure. During route planning, users can see what weather is predicted at a specific time and location during the route, opting for the weather overlay both from main charts or during route creation.

“Adding satellite view option and the weather overlay makes C-MAP charts even more dynamic within our App for the benefit of route planning and general boating safety,” said Max Cecchini, Executive Vice President, C-MAP. “We’re also pleased to introduce a host of enhancements that make it easier for C-MAP app users to interact, post and engage with friends as well as introducing Anchor Alert.”

When anchoring, premium users can set their location and receive push notifications when the boat is drifting, while they're busy or sleeping on the boat. Using GPS data, a breach of the geofence will result in the sound of alarm.Other new sharing and engagement capabilities include updates like sharing tracks with friends and followers in other applications (i.e. Facebook, WhatsApp, Text), sending and receiving referral invitations to the C-MAP app and push notifications for key events like weatherrelated alerts.

“The C-MAP app notifications are completely customizable by category within your settings so choose only the notifications that you want to receive and are relevant to your boating and on-water experience,” added Cecchini.

The C-MAP App is free to download and easy to use, delivering subscription-free access to the latest global charts of the earth’s land and sea along with a range of features including personal waypoints, routes and tracks, weather updates, points of interest, planning tools and many ways to personalize. The C-MAP App can function as the complete solution to your nautical planning and on-water navigation needs, or for those using a Chartplotter, it’s a great back-up. The C-MAP charts are carefully optimized for the App, highlighting the most important data and maintaining accuracy with a clean, uncluttered view.

Plan your route from your computer, tablet or smartphone, and the data will sync across all devices. Then when you’re out on the water, save your favourite places to drop anchor or fish and follow the same safe passage every time with the breadcrumb trail that shows up in your personalized map. Plus check out thousands of points of interest included in the maps like marinas, harbors, beaches, and fuel. www.c-map.com

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Guide sets out future of maritime communications

GTMaritime, a leading provider of secure data communications software to the maritime industry, has released a new publication which offers a guide to the background, current state and future development of satellite connectivity and communications at sea.

Available to download free of charge, the Maritime Communications - A look over the horizon guide is split into three sections, covering Basics of Marine Communications, The Connected Ship and Special Services. It examines the different types of satellite systems and network configurations, regulatory requirements, commercial communications and crew connectivity, and highlights key considerations for future communications planning.

Mike McNally, Global Commercial Director at GTMaritime, said: “The GTMaritime guide to maritime communications provides ship owners and operators with comprehensive insights into the full spectrum of connectivity and communications considerations at sea. As the maritime industry continues to become increasingly connected, it is important to have a thorough understanding of satellite communications and the opportunities greater connectivity can bring to a range of operations at sea.”

The guide offers perceptive commentary on the impact greater connectivity will have on the maritime sector, considering issues such as cybersecurity, performance monitoring and remote operations. It also looks at the role communications systems can play in online training for crew on-board and the advantages enhanced connectivity can have in areas such as telemedicine.

“Already we are seeing huge increases in the amount of data being transmitted between ship and shore,” adds McNally.

“As technology continues to expand into new areas of ship systems, there is a need for greater connectivity and satellite bandwidth to ensure communications systems can cope with the volume of data being transmitted.

A comprehensive understanding of ship to shore connectivity today and tomorrow is fundamental to planning for the future needs of our industry, and essential for meeting its aims on ship efficiency, safety and compliance.”

Echomax EM325

SPECIFICATIONS

o download the guide, visit: https://bit.ly/3tKMNk9

T

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CALL NO W FOR MO RE INFORM ATION ON OUR 2022 RANGE!

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Sonardyne launch wireless seabed unexploded ordnance disposal capability Marine technology company, Sonardyne, is aiming to improve the safety and efficiency of unexploded ordnance (UXO) clearance during offshore energy projects with the introduction of a secure, wireless underwater initiation capability.

PICTURES SHOW: (Upper): Sonardyne IT 6: IT 6 is used with Sonardyne’s new IP67-rated, touch-screen Deck Topside case and cabled dunker, which can be used without any need for an external power source.

(Lower): With IT 6, mine clearances operations can be performed wirelessly and remotely, making site preparation work safer and more efficient.

(Artist’s illustration).

The company’s new Initiation Transponder 6 (IT 6) is designed to be connected directly to a remotely deployed, non-electric mine neutralisation device, such as a Viper MDS from ECS Special Projects. This allows explosive ordnance disposal (EOD) teams to send a wireless, acoustic command from their vessel, safely initiating a shock tube detonator. Recent demonstrations were conducted over distances in excess of 1,000 m away.

IT 6 is based on Sonardyne’s field-proven Wideband 2 digital signal technology, which offers a reliable and long-range underwater wireless communications link. The development of IT 6 means that technicians no longer need to wire UXO neutralisers up to signal relay buoys on the surface and are not restricted to good weather and daylight for setting up an initiation operation.

IT 6 is small, lightweight and designed to be placed by an ROV or diver for both high order detonation and low order deflagration. It features multiple layers of security to prevent unintended activation, including a hydrostatic switch, which only allows the unit to be armed when a pre-determined depth has been reached.

Operations using IT 6s are controlled using Sonardyne’s new rugged Deck Topside case and cabled dunker. Environmentally rated to IP67, the case features a daylight readable interactive 7-inch resistive touch screen and rechargeable battery, for when operating on small boats with no external power.

The user interface was designed in close co-operation with EOD technicians and enables operating parameters to be set and multiple IT 6s to be configured prior to deployment. During a live operation, two physical buttons provide an additional layer of security, requiring users to hold one button to arm, then simultaneously press the other to initiate.

The dunker, which is supplied with 10m of cable, provides a secure two-way communications link between the surface and IT 6, and is simply lowered over the side of a vessel.

John Houlder, Product Manager at Sonardyne said; “European waters are littered with unexploded ordnance (UXO), the result of past military conflicts, training exercises, weapons development and dumping activities at sea. During the construction phases of wind farms, for example, the risk to personnel, assets and project timescales are significant.”

“When disposal rather than avoidance is deemed necessary for turbine or cable route placement, our new IT 6 and topside will help those involved with the hazardous task operate entirely wirelessly and in any weather, day or night. Underwater acoustic command and control is a core Sonardyne capability, so IT 6 can be considered as reliable and as secure as traditional methods involving shock tubes and a lot safer than electrical detonation lines.” www.sonardyne.com

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Buoy deployment in Bristol Channel

JD Marine & Sons Ltd vessel ‘Alec D’ recently completed a twelve buoy deployment project in the Bristol Channel, UK.

The buoys were supplied and installed by Ebbw Vale, Wales-based Navmoor Navmoor were also asked to upgrade two of the buoys to benefit from a full data package - Met Hydro, Wave, Water Temp and Current, as well as integration back to Navmoor’s online portal. This also includes a retrofitted data system.

Working closely with project partner and vessel supplier JD Marine, as well as the client, has enabled Navmoor to deliver every step of the contract on time and on budget.

J.D. Marine & Sons Ltd, who obviously worked very closely with Navmoor throughout the four-day project, is a UK-based specialist marine company that operate a fleet of vessels from a strategic position covering the Bristol Channel and surrounding areas.

Navmoor Limited installs and refurbishes aids to navigation of any type or manufacturer, be they new or used. They hold an extensive stock of lanterns, buoys, moorings, sinkers and monitoring equipment. www.jdgroupservices.com www.navmoor.com

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Your partner for Ship Maintenance, D

Over thirty years of specialist service With roots dating back to 1987, Dales Marine has been servicing the shipping, oil and gas, chemical, and power generation industries with bespoke engineering services, within the shortest lead time to the highest standard.

Providing specialist shipping solutions in dry dock and steelwork, maintenance and ship repair, Dales Marine is located within major Scottish ports and provides unrivalled access for clients 24/7, 365 days a year.

“The Dry Dock and Fabrication Specialists”

Dockings Dockings and and Alongside Alongside Services Services MARKET SECTORS MARKET SECTORS SHIP REPAIR & CONVERSION REPAIR & CONVERSION •SHIP Steel repairs and renewals • •

Steel and repairs and renewals Main Auxiliary Engine strip down and overhaul Main andand Auxiliary stripequipment down and repairs overhaul Ancillary Deck Engine machinery and renewals

• •

Ancillary and Deck machinery Blasting, coating and material equipment preservationrepairs and renewals Blasting, equipment coating andmobilisation material preservation Offshore installations

• •

OffshoreWater equipment mobilisation installations Ballast Treatment System installations Ballast Water Treatment System installations Maintenance and repair work on generators, pumps, winches, hydraulic systems, cranes, hatches etc.

Maintenance and repair work on generators, pumps, winches, hydraulicGas systems, cranes, hatchesand etc.MGO conversions Exhaust Scrubber installation

• • • • •

Exhaust Gas Scrubber installation and MGO conversions Eco-efficiency modifications and retrofits Eco-efficiency Collision repairmodifications involving hull and steelretrofits work to complete engine overhaul Collision repair involving hull steel work to complete engine overhaul

FABRICATION FABRICATION Dales marine offer full Fabrication, Build, Test,

Load & Mobilisation services from ourTest, yards.

Dalesout marine offer full Fabrication, Build, Load out & Mobilisation from our Capabilities include, but services are not limited to; yards.

•Capabilities Modularinclude, Integrated but Decks are not limited to; • Living Quarters, Offshore Modular Integrated DecksLink Bridges • Offshore Flare Booms Living Quarters, Offshore Link Bridges • Pipe racks, Lifting Beams, Sea fastening Offshore Flare Booms • Design Interface Pipe racks, Lifting Beams, Sea fastening • Supply of Material Design Interface • Supply of Equipment Material • Fabrication of structures inclusive of pipework Supply of Equipment • High Integrity Fabrication of Welding structures inclusive of pipework • Non-Destructive Testing High Integrity Welding • Sub-contractor Non-DestructiveManagement Testing • Loadout, logistics and Shipping Sub-contractor Management • Storage Loadout, logistics and Shipping • Storage

DECOMMISSIONING DECOMMISSIONING One of the only few yards in the UK with capabilities to recycle ships in a controlled One of theand onlyenvironmentally few yards in thefriendly UK withmanner. capabilities to recycle ships in a and environmentally manner.environment •controlled Drydocks to recycle ships friendly in a controlled • •

Drydocksand to recycle a controlled environment Storage sales ofships spareinparts Storage and saleson of EU spare Approved facility, listparts for ship recycling facilities

• •

Approved facility, Equipment sales -on EU list for ship recycling facilities http://www.dalesmarine.co.uk/equipment-sales Equipment sales http://www.dalesmarine.co.uk/equipment-sales

ENGINEERING SERVICES •ENGINEERING Engine OverhaulSERVICES & Replacement • • • • • • • •

Bow thruster installation Engine Overhaul & Replacement Propulsion shaft repairs Bow thruster installation Steering gear repairs Propulsion shaft repairs Gear Box repairs Steering gear repairs Pump refurbishment Gear Box repairs Generator replacement Pump refurbishment Thruster Generatorrepairs replacement Thruster repairs

VESSEL MOB/DEMOB VESSEL MOB/DEMOB Dales Marine provides an extensive quayside service with regards to vessel mobilisation, including man hire and Dales Marine provides fabrication an extensive quayside service withequipment regards hire. to vessel mobilisation, fabrication including man hire and equipment •hire. We offer onshore and offshore fabrication and installation services.

We offer onshore and offshore fabrication and installation services.

• Work in-situ and alongside • •

Work in-situ and ability alongside Voyage Repairs: to mobilize flying squads, to conduct steel welding, piping or mechanical work’s Voyage Repairs: ability to mobilize flying squads, to conduct steel welding, piping or mechanical work’s

Dales Marine is one of the leading UK DalesRepair Marine&is one of the leading UK Ship Maintenance companies, Ship Repair & Maintenance companies, operating 5 drydocks providing operating 5support drydocks providing dedicated to the global Marine dedicated support to the and Oil & Gas industries. global Marine and Oil & Gas industries.

Drydocks Drydocks

Aberdeen..........................112m x 21m Aberdeen..........................112m x 21m Leith Imperial Dry Dock......168m x 21.3m Leith Imperial Dry Dock......168m x 21.3m Grangemouth.................... 105m x 16m Grangemouth.................... 105m x 16m Greenock.......................... 200m x 21m Greenock.......................... 200m x 21m Troon................................ 120m x 17m Troon................................ 120m x 17m

ABERDEEN I LEITH ABERDEEN I LEITH GREENOCK GREENOCK

I II I

GRANGEMOUTH GRANGEMOUTH TROON TROON

T: +44(0)1224 212778 T: +44(0)1224 212778 E: info@dalesmarine.co.uk E: info@dalesmarine.co.uk

www.dalesmarine.co.uk www.dalesmarine.co.uk

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ILV GRANUALIE Adaptable Vessel for Hire for Marine Support Services

Adaptable, multipurpose vessel

Granuaile is a versatile DP 1 vessel that serves Irish Lights Aids to Navigation management and maintenance programme and it is also available for contract charter hire.

A multipurpose and capable vessel that is equipped to a high standard and has a skilled crew experienced in supporting a wide variety of contract work. It provides a platform for a range of work activities, has a modern and spacious bridge equipped to a high standard.

Key Features:

• • • • • • • • •

Hydrographic Surveying Suite including track guidance and post processing capabilities (Konsberg 2040 Multibeam) 2Ot on board crane (Constant Tension) large aft deck 300m2 Operational draft 4.6m 40t Bollard Pull Moon Pool (0.5m diameter) Overnight accommodation for a 11 personnel Large conference room Recreation room and facilities including two mess rooms

Services/Capabilities:

• • • • • •

DP1, 20T Crane, Flexible Support Platform www.irishlights.ie for enquiries

• • • • •

ROV Pipeline/Platform member inspections Cable Route Survey Hydrographic and Seismic Surveying Vibracore Sampling/Seabed excavation Diving Support for Salvage/Wreck Inspection and Filming Deployment and Maintenance of Buoys for aids to navigation and oceanographic data acquisition Recovery and Deployment of Offshore Devices Standard and Emergency Towage SAR Coordination and Response Helicopter Land-on and Under-slinging Marine Equipment Testing

To discuss availability and daily rates please contact the Commercial Services team: dave.ward@irishlights.ie www.irishlights.ie

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Van Oord deploys iXblue LBL subsea positioning solution for offshore wind farm piles installation

Global marine contractor Van Oord recently deployed iXblue new LBL subsea positioning solution to conduct the installation of 190 offshore wind farm piles in the Bay of Saint-Brieuc, France.

Already used on major Oil & Gas and Renewables projects, iXblue Canopus transponders, Ramses transceivers and Delph Subsea Positioning Software have been used by Van Oord to conduct metrology operations. Those aimed to ensure the laid-out piles had been positioned as per the requested specifications.

Instant pile positioning verification was made possible by installing the Canopus LBL transponders on top of a centreing frame which was placed on top of each of the pile that made up the wind turbine foundations. (3 piles per turbine). The Canopus transponders then measured and logged the distance separating them by sending acoustic interrogations to each other. The logged data was then transferred to the Ramses LBL transceiver and sent back to Delph Subsea Positioning global supervision software that generated reports from all received baselines.

“Thanks to our global subsea positioning solution, Van Oord was able to retrieve highly accurate measurement data only 20 minutes after the Canopus transponders had been installed on the piles. This enabled the overall baseline measurement to be conducted in less than 3 hours for all four piles installed at the time,” explains HansWillem Deleeuw, Sales Manager at iXblue.

Delivering operational efficiency and flexibility, iXblue LBL subsea positioning solution indeed offers plug & play, easy to deploy and to operate systems. Versatile, they can be used on multiple offshore applications such as metrology or ROV/AUV positioning and are easy to integrate to existing pool of equipment thanks to their open protocols. When used in combination with iXblue Inertial Navigation Systems, innovative SLAM and Sparse LBL modes can be used, deploying a reduced number of transponders, and thus enhancing operational efficiency and cost-effectiveness.

“The intrinsic qualities of our LBL solutions, together with the comprehensive remote training of Van Oord personnel, as well as 24/7 support from the iXblue teams made this wind farm metrology operation a real success.” Hans-Willem continues. “We would like to thank Van Oord for once again trusting our technology and are now looking forward to our next deep water subsea positioning project with them providing cost-effective LBL and sparse LBL operations.” www.vanoord.com

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Seabed mobility and scour assessment underway for new offshore wind farm

RWE Renewables has appointed ABPmer to support the design of the Awel y Mor Offshore Wind Farm in the Irish Sea.

ABPmer is assessing the sediment mobility and scour potential at the wind farm site, located in a dynamic area of seabed off the north Wales coast. The work will be used to help support export cable route selection, as well as inform the ongoing wind turbine foundation and array/export cable design process.

To map the behavioural characteristics of the seabed across the wind farm site and export cable corridor, ABPmer will analyse oceanographic data from its SEASTATES metocean database, recent and historic seabed surveys, and geophysical data specifically collected for the project.

High resolution hydrodynamic and sediment transport modelling are also being used to map the detail of long-term regional scale sediment transport pathways.

Heidi Roberts, ABPmer Project Director, said, “Building on our local knowledge from Awel y Mor and adjacent windfarms along with OWF expertise around the UK, our specialists are completing detailed statistical analysis, modelling and interpretation of oceanographic and geophysical data.

Our seabed mobility risk mapping tools are helping RWE understand present and future bedform migration, providing vital information in support of the cable route selection and design.”

GIS analysis of coastal data will also be undertaken to consider the potential for coastal erosion and vertical change in beach levels at the landfall over the project lifetime, supporting the landfall selection and design process.

The Awel y Mor detailed design will continue through 2022, with the wind farm targeting 2030 to be fully operational.

A recognised Development Service Provider offering a wide range of services that support clients throughout renewable project lifecycles, ABPmer has provided input to most of the UK’s offshore wind developments, including technical input to engineering design that satisfies both consenting requirements and international standards. www.abpmer.co.uk

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Revolutionary Damen Fast Crew Supplier 7011 begins final commissioning

The last phase of the commissioning of the first of Damen’s groundbreaking Fast Crew Supplier (FCS) 7011 class – the Aqua Helix - is now underway with its Ampelmann gangway installed and integrated with the ship’s systems during the last days of last year.

Custom designed for the FCS 7011, the S-type motion-compensated gangway is a critical element in this next generation fast crew supplier. Engineered for minimum weight and fully electrical operation, the gangway plays a vital role in offshore crew transfers along with the VEEM gyrostabiliser and a range of other state of the art systems. Together they ensure safe, rapid and cost-effective personnel transfers to and from the vessel in a wide range of sea states.

Following the installation of the gangway, the Aqua Helix is now in the final stages of its sea trials, conducting a full shakedown of all its systems. The first transfers using the gangway will take place this month and, with those successfully completed, the 74-metre, 40-knot, 122-passenger vessel will then be available for customer demonstrations as a fullyintegrated offshore crew supply solution. While some prospective customers have already visited the vessel in harbour, this will be the first time that interested parties will have the opportunity to experience her full potential out on the water. Operating out of Den Helder, the initial focus of the Damen FCS 7011 will be on offshore wind and oil and gas operators in the North Sea.

www.damen.com

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CUSTOM UMBILICAL FOR POWERFUL ROV

When a powerful Remotely operated vehicle ROV has to face tough offshore conditions, it has to be connected with the proper reliable umbilical cable.

This is why Copenhagen Subsea addressed Novacavi for its Gorilla ROV new cable solution and Novacavi developed a custom neutrally buoyant fibre optic data umbilical cable for fast and noise immune transfer of data.

The perfect mix of materials, correct configuration and production capabilities sort out in an umbilical cable able to guarantee manoeuvrability and reliability while supporting ROV operations in harsh and demanding environments such as offshore wind farms where strong currents activity is the norm.

Specialist in custom cable design & manufacturing for advanced technology since 1975, Novacavi develops any cable solutions with engineering expertise, comprehensive knowledge of materials and a high degree of manufacturing. www.novacavi.it

Evolution in action.

FAST CREW SUPPLIER 2710

The Twin A xe is back! And this time it ’s bigger than ever.

4HE NEW &# 3 FEATURES INCREASED COMFOR T ÛEXIBILIT Y DECK SPACE A N D A C C O M M O D A T I O N ! N D W I T H A N E X T R A M E T R E I N H E I G H T F O R I M P R O V E D SEAKEEPING THIS 3EA ! XE IS TRULY A CHOPPER SUITED TO CHOPPY SEAS DAMEN.COM

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Milford Haven contract

Williams Shipping have signed a new lease with the Port of Milford Haven which will keep them operating and providing marine services from Pembroke Port for the next 15 years, continuing the company’s commitment to long-term investment in the area.

Diver R.O.V. & Crane Operated Dredging Systems. Multipurpose & Mini dredging systems for the removal of fines, silt, mud’s, drill cuttings, sand, grit, gravel, shingle, shale & general debris. Suitable for confined space operations or locations where access is a problem. All on-shore civil applications. Shallow & deepwater offshore support operations.

Renewables. Complete ready to use self operational systems available for use worldwide. Stillage packed or deepwater offshore containerised units. Long & short term rentals. Sales. Wide scope of operations.

Lightweight, road & air transportable environmentally friendly units.

Leading marine and logistics company Williams Shipping provides a wide range of key services to the marine industry and is a recognised supplier to the Port of Milford Haven at the heart of the UK’s energy supply and development industry.

“We have had a marine operation in Pembroke Dock and Milford Haven since 2004,” says Philip Williams, Managing Director. “We provide many different services to the port which are contributing to the economic growth of the region.”

Williams Shipping provides the port with services and solutions including stores deliveries to ships at the oil and gas terminals, crew transfers, navigation mark servicing, oil pollution prevention services, offshore renewable energy support, marine civil engineering support including providing crane barges, towage services and supplying containers through their subsidiary Willbox.

Williams Shipping is committed to continued investment in Pembroke Port, supporting local industries, recruiting skilled staff and apprentices from the region, and contributing to the marine economy.

The signing of the lease confirms Williams Shipping’s long-term commitment to the port and allows them to invest further into the infrastructure and the vessels that they will operate from there.

“We have mobilised a 22m multicat, “Willendeavour”, to Pembroke Port where it will now be based alongside our existing fleet including a 15m multicat and 16m tug,” says Philip Williams. “In addition, we have invested in a replacement 70t crawler crane to operate from one of our flat top barges and will soon be basing one of our fast passenger launches in the haven to enable faster crew changes.”

Steve Edwards, Commercial Director at the Port of Milford Haven, said “The services and expertise offered by Williams Shipping adds real value to what we can offer our customers not just at Pembroke Port, but across the Milford Haven Waterway. We are the UK’s largest energy port and the supply chain around us has over sixty years of experience in providing excellent services to the oil and gas sector. As we transition to Net Zero, the skills developed here are proving increasingly vital for the development, logistics, operations and maintenance of renewable energy devices and an increasing number of developers are basing themselves here to take advantage of these skills as well as our natural environment and proximity to the Celtic Sea. Our collaboration with Williams Shipping will therefore be important as we grow this sector on the Haven.”

One of the biggest benefits of this facility, for Williams Shipping, is the deep-water quayside within the secure facility of Pembroke Port.

Philip adds, “Together with the Port we will also be investing in improving the berthing pontoons at Quay 3, further enhancing our capabilities in supporting marine activity.”

The port is also committed to developing the marine and renewables sectors, something that Williams Shipping is keen to support.

“We hope to continue a long and collaborative relationship with the Port of Milford Haven and the wider community for the next 15 years and beyond.”

EQUIPMENT AVAILABLE FOR RENTAL WORLDWIDE.

www.williams-shipping.co.uk

Tel: +44(0) 2392 472710 Mob: +44(0) 7850 473713 E-Mail: info@fdsukltd.com Web: www.fdsukltd.com

F.D.S. Offer for Rental & Sale

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Terminal in Valencia orders more Konecranes RTGs to strengthen fleet capacity

CSP Iberian Valencia Terminal, S.A.U. in Spain (Valencia Terminal) has ordered two Konecranes RTGs to strengthen the capacity of their RTG fleet.

Valencia Terminal is a customer of long standing, with a fleet of 39 Konecranes RTGs and support from the Konecranes Port Services hub in Valencia. This order was booked in October 2021 and the cranes will be delivered in Q3 2022.

The RTG cranes on order are similar to the Konecranes RTGs already operated by CSP Spain. They have a lifting capacity of 40.6t, lifting containers 1-over-5 high, 6 rows wide plus truck lane. They will have Stage V diesel gensets, fulfilling the latest EU emissions standards.

The General Manager of Valencia Terminal, Gustavo Ferrer, said: “We’ve been working with Konecranes for years. They have always followed through on their commitments with excellent local support. This is very important to us. I look forward to receiving the new Konecranes RTGs – they’ll be reliable and productive and help us to drive our business forward.”

A strong focus on customers and commitment to business growth and continuous improvement make Konecranes a lifting industry leader. This is underpinned by investments in digitalization and technology, plus our work to make material flows more efficient with solutions that decarbonize the economy and advance circularity and safety. www.konecranes.com

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Green light for next phase of Enterprise Zone

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Multi-million-pound plans to make swathes of land at Port of Sunderland shovelready for development have been given the green light.

The final phase of the port’s Enterprise Zone enabling works, funded by the North East Local Enterprise Partnership, is expected to get started at Hendon Sidings - which has been renamed Trinity - Rail, Road & Sea, by this spring, after a planning application was approved recently.

The work will ready the 11-acre site - which enjoys unrivalled access to open sea, the rail network and road connections - for the arrival of developers in a wide range of industries and is part of a wider strategy to attract more investment into the municipally-owned hub.

The planning application was lodged for a range of works that will put in place vital infrastructure to prepare the site for development. It is the last of three projects delivered at the port thanks to the backing of the North East Local Enterprise Partnership (LEP) and is designed to attract potential investors and provide an incentive to those looking to establish a long-term operation at Port of Sunderland.

As well as benefiting from significant infrastructure improvements, the development will also benefit from the reintroduction of commercial rail freight services to the port, which last year saw the first commercial cargo train load up at the hub in over two decades.

Cllr Graeme Miller, leader of Sunderland City Council and chair of Port of Sunderland, said: “Continued investment into Port of Sunderland has seen occupancy rates swell over recent years, creating hundreds of jobs, and the development of Trinity - Rail, Road & Sea will play a key role in helping us build on our success as we plan for the future.

“From global maritime services giant Boskalis to sustainable recycling specialists Wastefront and Quantafuel, the expansion of the port and ongoing infrastructure improvements have made the estate a highly investible proposition for businesses looking to capitalise on its strategic position on the North Sea coast and the city’s skilled workforce and this latest development will ensure we are able to maximise the economic advantage the port can provide the city and the wider region.”

Located to the west of the port, Trinity offers a range of advantages for investors who choose the site, including enhanced capital allowances. It is the final phase of work, after programmes of infrastructure works were rolled out on the port’s East Shore site, as well as improvements to road connections around the estate.

Andrew Moffat CBE, chair of the investment board at the North East LEP, said: “I’m delighted to see Port of Sunderland, with its revitalised development sites and re-connected rail freight facility, now offering a range of attractive portside investment opportunities and importantly, regional facilities that are enabling freight to move from road to rail.

“This final phase of enabling works will open the door to significant inward investment opportunities and support the growth of many of our key sectors, including energy and advanced manufacturing.

“Trinity - Rail, Road & Sea is one of 21 sites that make up the North East Enterprise Zone. Since 2014, the North East LEP has invested £69m through the Enterprise Zone programme to create strategic development zones across the region that deliver more and better jobs and improve the economic prospects of the North East.”

www.portofsunderland.org.uk

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Crane cracks and fatigue

There is a trend for ports to push their container cranes harder for longer, which can lead to cracks and other fatigue-related issues, says Richard Phillips, mechanical engineer, Casper, Phillips & Associates Inc. (CPA).

This forestay crack was discovered just in time.

Lately it seems that ports have been putting off crane purchases and want to use their existing cranes past their design life.

Additionally, cranes have been pushed harder than ever as they move record amounts of container traffic. These two factors have led to an increase in maintenance issues related to fatigue on older container cranes.

Although steel can have an infinite design life if the stresses are low enough, designing cranes to have infinite life would increase the cost to the point where it is not competitive.

Ports compete for shipping lines, so if a port pays a much higher cost for a container crane, the box cost will be higher to repay the port's investment. The shipping lines will go to a port with lower operational costs unless there is some other hourly operational benefit. Even if crane structures were designed to have infinite life, they would still eventually become obsolete due to the increasing size of container ships.

Container cranes 20 years ago did not service ships as large as they do today, so it was unheard of to have a crane with an outreach over 200 ft. (approx. 61m) because container ships weren’t that big. Back then, the largest cranes could pick up a single 40 ft. or twin 20 ft. containers, whereas today the largest cranes can lift tandem 40 ft. containers or four 20 ft. containers.

In addition, the largest cranes have a second trolley to help sort the containers when the primary trolley places them on the dock, which speeds up the yard operations. Today, cranes with outreaches that extend beyond 230 ft. (70m) are common on big ship-to-shore cranes, made to service the largest container ships with beams of 202 ft. (61.5m) with some room to spare for the future growth of container ships.

All that said, crack and fatigue issues may be present in cranes of all sizes.

Steel fatigue

Subsurface cracks are only detectable with non-destructive tests, such as ultrasonic or radiography testing.

Stress concentrations on a container crane forestay led to crack formation.

Many people think of fatigue as “wearing out” of the steel but this is not quite right. Fatigue failure occurs in components subjected to a high number of fluctuating stresses. Under these conditions it is possible for failure to occur at a stress level that is significantly less than the tensile or yield strength for a static load. If the fluctuating stresses are low enough and in an ideal environment, steel has infinite fatigue life.

Cracks can initiate from many sources, such as high cycle fatigue, poor manufacturing, corrosion, or overload events such as snag, earthquake, or storm winds. The initial flaws may be microscopic or macroscopic. Growth rate increases with crack size so a flaw that has grown from microscopic to a detectable size is well along toward reaching critical size. However, if the steel lacks reasonable notch toughness, the critical crack length will be significantly smaller than a steel with excellent notch toughness.

It is very unlikely that someone without training would be able to detect the first signs of cracking or fatigue. It is also unlikely that the operator would notice a change in the performance of the crane, even if they are very familiar with it.

Further, not all cracks are equal—it’s all about risk management. If failure of a structural beam would cause catastrophic failure, it is considered a fracture critical member. If a fracture critical member has a crack, it is not worth the risk of a catastrophic failure to continue operating until the crane can be taken out of service and the crack is repaired.

Fatigue and corrosion failure of container cranes have been rare, but there has been at least one incidence of total collapse and several close calls where imminent failure was avoided because cracks were discovered just in time. Numerous fatigue failures of individual members and connections have occurred but usually loads shift to an alternate load path, avoiding total collapse. Therefore, alternate load paths are an important fatigue design consideration.

Fatigue issues are not always a by-product of overuse. Sometimes the crane design is not robust enough for its specified duty class, while other times there are manufacturing defects that were not caught by the quality assurance / quality control (QA/QC) programs. Also, accidental overload cases such as collision, stall, snag loads as well as high wind events and earthquakes can reduce a crane’s fatigue life. From our perspective, fatigue problems appear to be increasing due to the record amounts of container traffic.

Managing cracks

Just how critical is the problem when cracks appear? The answer depends on how much damage the area can safely withstand and the consequences of its failure. Damage due to a crack is directly related to how fast the crack can grow. The study of crack propagation is called “fracture mechanics”. Fracture mechanics combines analytical methods with experimental research to quantify a crack’s grow potential.

The consequences of a member or joint’s failure also plays a part in determining the criticality of a crack. A member or joint that has no alternate load paths and whose failure would cause a crane to collapse is called fracture critical. Within fracture mechanics, one methodology to manage cracks and other defects is using “damage tolerance”.

Pioneered by the aerospace industry, the idea behind damage tolerance is that the engineer assumes there is a crack of the smallest size with a given inspection method. From there, the engineer can calculate the crack growth rate that will occur during normal use. This analysis is then used to set the appropriate inspection intervals based on the criticality of the member or joint.

By calculating the crack damage tolerance of a crane and implementing the resulting inspection program, chances are much better that repair work can be identified and scheduled to minimize operational down time.

Much like your car, the oil needs to be changed more often than the timing belts. The same is true about cranes; some areas need more attention than others. It is typically dependent on both the duty cycle the cranes were designed for and how the cranes are operated. A damage tolerance program integrates these parameters to provide a rational basis for effective inspection intervals.

Design specifications for container cranes

Design specifications for container cranes have been developed by consulting engineers, port authorities, and shipping companies. The specifications usually require that the design of various elements comply with domestic and international design codes.

A consultant is often hired to validate if the crane structure and its components meet the specification requirements. The consultant must have the engineering expertise and knowledge of both local and foreign codes. Ensuring a crane design meets the design specifications reduces the risk of structural failures by ensuring appropriate materials and loads are used.

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Unlike other industries, the container crane industry has no formal body for investigation, documenting and reporting structural failures. These failures are often a source of embarrassment, liability, or litigation and therefore remain confidential. If an accident occurs, disputes are usually settled through private litigation. This is unfortunate because the entire industry would benefit from sharing such information.

Best practice is to prevent accidents, so it is always a good idea to have a qualified engineer review the crane manufacturer’s design before construction, as well as having a good maintenance program once the crane is in service.

High cycle fatigue, corrosion

Finite element analysis model of boom brace connection on a container crane. Two cracks were discovered in this location.

Typically, cranes are designed only considering high cycle fatigue. Overload events are checked for strength but are not typically included in the fatigue analysis. Several moving load locations are considered and an equivalent lifted load for fatigue is decided based on the crane classification or specified by the purchaser. The more realistically the moving load paths model how the crane is used, the more accurate the results of the analysis will be.

However, even the most thorough calculations have their limitations. They have many built-in assumptions that may not be accurate. For instance, if a weld has poor fusion or porosity, it may not be detected by a surface inspection such as a visual, dye penetrant, or magnetic particle testing. This weld can have subsurface cracks or defects that can grow to the surface much faster than calculations predict. Design to a fatigue criterion is no guarantee that fatigue will not occur. On a statistical basis, fatigue design does provide reasonable fatigue protection.

Another vital point to consider is corrosion. Of course, container cranes exist in a relatively hostile environment surrounded by saline and acid laden air. Corrosion is an ever-present enemy that is no mystery to any maintenance department or owner.

Techniques and materials for preventing corrosion are well known and the failure to maintain a corrosion-free crane is tantamount to accepting a reduced life for the affected crane components.

With advancing age, poor structural maintenance programs become obvious at an exponential rate. For some container cranes it is too late, and they should be retired. In other cases, it is possible to increase the life of cranes well beyond the original purchase specifications. If the design of a structural component is controlled by strength and not fatigue, its design life may well exceed the required minimum fatigue life.

Life extension of container cranes

A single trolley ship-to-shore crane with forestay (a structural member that supports the cantilevered boom that sticks out over the water), and other parts labeled.

In this current economic environment, there is a lot of uncertainty surrounding steel fabrication. Steel prices, component availability, labor prices, workforce availability, etc. are all extremely volatile. Crane owners want to protect themselves by procuring cranes on a firm fixed fee contract. Such a contract includes all costs associated with crane procurement including delivery and commissioning for a single price (you’ll forgive me for not publishing figures). Likewise, crane manufacturers protect themselves by building in a lot of costs due to the uncertainty surrounding steel fabrication.

This has further increased the number of crane owners taking interest in extending the life of cranes. A crane may have been designed for two million cycles, but the crane owners want to study the business case for upgrading the crane structurally and mechanically to extend the life up to three or even four million cycles.

As cranes are used beyond their original design life structural strengthening is a common method to extend the useful life. After the initial investment, strengthening will lower the stresses in critical areas, which in turn decreases both downtime and inspection costs. If a critical area has been properly strengthened, it will be less likely to develop cracks and will require less frequent inspections.

Crane upgrades come in many forms. The most common crane upgrades CPA get involved with are: • Crane raises • Boom extensions • Rated load increases • Increasing the useful life of the crane Raising the crane and extending the outreach helps extend the useful life of the crane by allowing the crane to service larger vessels. If the cranes are large enough to service the vessels calling at the berth, the cranes may need structural strengthening to allow them to be used longer. Strengthening can help prevent issues like cracks; this minimizes downtime, and the crane can be more profitable to operate.

However, some cranes begin having significant structural issues and, like a used car, become too expensive to operate because the maintenance costs and down-time are too high.

Repairing cracks

A double trolley ship-to-shore crane with forestay (a structural member that supports the cantilevered boom that sticks out over the water), and other parts labeled.

If a crack is detected it can be repaired. However, due to residual stresses, and other limitations from the on-site crack repair, detectable cracks may re-develop after fewer load cycles. If cracks are found, further engineering analysis should be conducted to determine what repairs should be made, plus due consideration should be given to increased inspections and possibly reinforcement. The most common fix for cracks is to grind out and weld repair them.

Remember though, the best solution is preventing cracks from forming. Cranes can benefit from designs by experience engineers who have put in time to learn and master the subject of fracture mechanics. Fracture mechanics and related research have shown which types of designs and connection details are less likely to have fatigue issues like cracks.

Don’t turn a blind eye

The most important defence against structural aging is targeted inspections performed at specified intervals. Of course, operators and maintenance personnel should be trained to inspect constantly at every opportunity. This is the best form of insurance and, like buckling a seat belt, it is free. However, this should not replace inspection by trained technicians working at known intervals.

Periodically, all cranes should be examined by a technician that has broad, generic experience with structural maintenance problems. Dangerous cracking and deterioration can escape even the most conscientious visual inspection. A sizeable fatigue crack can close so tightly that it may not be visible to the naked eye even if known to exist. The only reliable way to find fatigue cracks is by non-destructive testing (NDT) methods by a qualified technician.

An engineered inspection manual can tell inspectors where and how often to look for cracks. A good inspection manual will show which NDT tests to run on the welds most likely to have fatigue cracks develop. For container cranes, maintenance windows are available in between berthing vessels. During this time, the cranes are not in service, and NDT can be performed.

The inspection methods most used are visual, magnetic particle, or ultrasonic, and will depend on how critical the member is to the load carrying capacity of the crane.

Inspection by outside technicians is expensive but can save property and lives. Like all other risk / benefit alternatives there is no universal answer to how much one should spend to reduce risk. The key to getting the best life out of these cranes is to have a good inspection manual and a responsive maintenance program. Creating post design life structural inspection manuals is a widely accepted service many crane owners currently utilize. Discovering a crack early can not only limit the scope of the repair but also limit unscheduled downtime. www.casperphillips.com

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MacGregor selected to supply FPSO offloading systems for CNOOC’s Liuhua 11-1/4-1 redevelopment project

MacGregor, part of Cargotec, has been selected to supply two FPSO offloading systems for the Liuhua 111/4-1 redevelopment project located in the east part of South China Sea. The contract has been awarded following the successful cooperation and delivery of the mooring system and riser pull-in system for CNOOC’s Lingshui 17-2 project.

The cylindrical FPSO for CNOOC’s Liuhua project

The order was booked into Cargotec’s 2021 fourth quarter order intake. The offloading systems are planned to be delivered to Offshore Oil Engineering‚Äôs construction site located in Qingdao, China in January 2023.

This is China’s first 60,000T cylindrical FPSO, and MacGregor’s offloading systems will play a critical role in ensuring the safe and efficient discharge of oil from the FPSO to a shuttle tanker.

The offloading systems will be customized to store either a 16-inch catenary hose or a 16-inch floating hose that allows the operator flexibility with shuttle tanker selection. The rated oil flow is up to 3600 m3/h for each offloading system. The two sets of offloading systems share a common hydraulic power unit, with this redundant solution providing high-efficiency operation.

“During the past two years we have delivered the 16-point mooring system, the north and south modular riser pullin system for the CNOOC Lingshui 17-2 project in the western part of South China Sea. Despite unprecedented challenges and difficulties caused by the Covid situation, our teams from China, Singapore and Norway worked together to achieve delivery punctuality and continuous responsive service, which was highly recognised by the CNOOC project team,” says Tor Eide, Vice President, Offshore Energy Solutions, MacGregor.

“Based on the trust gained and many years of excellent cooperation, we are proud to again have the opportunity to support CNOOC’s gas field development and make our contribution to the Liuhua 11-1/4-1 project,” adds Eide. www.macgregor.com

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Damen Shipyards delivers

Hybrid Crane Vessel 1804 to

Amsterdam’s Waternet

Damen Shipyards Hardinxveld has delivered a Damen Crane Vessel 1804 WN25 to the “bagger en drijfvuil” (dredging and floating debris) department of Waternet Amsterdam, the organization responsible to delivering fresh water and associated management services to 1.3 million people in and around Amsterdam. The 18metre vessel is equipped to undertake a range of roles including detecting and removing rubbish and abandoned derelict boats, as well as towing and pushing barges when required.

Designated the WN25, the Crane Barge has been adapted to meet Waternet’s exact requirements. Its hull shape has been modified to reduce the suction effect when sailing close to the side of a channel and through bridges. To minimise emissions, it has a hybrid propulsion system with lithium ion batteries installed in a dedicated air-conditioned section of the vessel, charged by an EU Stage 5 certificated engine. With a capacity of 138kwh (108kwh DOD) the batteries deliver a maximum speed of 8 knots and a range of 3.5 hours at 6.5 knots, plus a bollard pull of 2.1 tonnes. In addition, the wheelhouse has been redesigned, allowing it to be dropped in order to minimise the air draught and both it and the accommodation are also air-conditioned.

“While Waternet was already an existing customer of Damen Shipyards, having bought some Damen Patrol Vessels over the years, this latest contract was awarded to us via a European tender process that pitched our proposal against those from other leading shipbuilders,” said Jeroen van Woerkum, commercial manager at Damen Shipyards Hardinxveld. “We were of course delighted with the outcome.” www.damen.com

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Damen Cutter Suction Dredger 450 delivered to the Russian Arctic

A customised Damen Cutter Suction Dredger 450 has been delivered to the Russian Arctic region on time, despite a very tight schedule and the extremely remote location. The new CSD has to perform various capital dredging projects within the ice-free, short time window available.

The contract for the CSD450, named Zephir, was signed in December 2020. However, the standard stock dredger had to be adapted to the particular Russian circumstances in just three months. Due to the short spring and summer season in the Far North, the delivery time was critical and had to take place before the ice started to return.

Assembled while ground still frozen Additionally, as a further challenge, the shore assembly of the dredger had to be done whilst the ground was still frozen and the launch, on the other hand, had to be performed as soon as the ice had thawed.

The outfitting and upgrade of the CSD450 was carried out at the specialist Damen Dredging yard in the Netherlands. This included increasing the dredging depth to -14 m, plus classification and standard stock additions such as a deck crane, anchor booms, a spud carriage and an accommodation unit.

Zephir was transported fully dismounted due to the complex and challenging journey it was about to take to the Gulf of Ob, which is located over 2,000 km North East of Moscow. First, the CSD had to travel on a truck to Antwerp before it was shipped to Saint Petersburg, and then it was transported by train to Salekhard. On the final leg of its journey it was trucked over the frozen tundra to the assembly site. Having arrived there in May, the dredger could still be assembled, although the ground was still frozen. The launch was successfully performed once the ice had cleared in early June.

Performing to full satisfaction of the operator The Damen CSD went straight to work and has since performed a number of capital dredging jobs in the region, including deepening small rivers and stretches of the Gulf of Ob. The dredger pumps some 3,000 m3/h of mixture through its floating pipeline.

Zephir has performed its duties to the full satisfaction of the operator. Now, as winter has fallen in northern Russia, the dredger is currently on its winter stop until the ice melts again. www.damen.com

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TSI helps marine

business run silent

Engineering service supplier’s technology ensures vessels meet European Union Directives

To help ship builders meet increasing demands to reduce the impact of noise on marine life,Técnicas y Servicios de Ingeniería, S.L (TSI) has obtained technology especially for the construction of ‘silent vessels’.

In addition to environmental effects, the health of staff and the vessels themselves can also be affected by a loud ship. Noise is often an indicator of onboard vibration problems that can lead to equipment and system damage.

In response to these issues, TSI has invested in state-of-the-art technology from noise specialist, Hottinger Brüel & Kjær (HBK) which enables measurement of the exterior noise generated by all types of ships; in particular, underwater radiated noise (URN) and its impact on marine fauna and ecosystems.

TSI’s technical department has three HBK sound level meters (Types 2270 and 2260), an OmniPower Sound Source Type 4292, Power Amplifier Type 2734, Sound Intensity Probe Type 3599 and three Type 8104 hydrophones, to tackle the different measurement and test campaigns that are regularly carried out in the development of newly built ships and operational projects.

With this technology, TSI has a leading role in the construction of ‘silent vessels’, becoming a specialist consultant on noise and vibration for shipbuilders in Spain.

The full case study is available on HBK’s website: www.bksv.com/en/customers/construction-consultants/tsi

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