Ivormatie magazine (May 2023-EN)

SUSTAINABLE SOLUTIONS

“THE CALL FOR ACTION IS MOUNTING ”

The climate and its changing state is the topic of today’s society. And rightly so; the need to do something about it is increasingly growing. The consequences of it are becoming more evident worldwide: more floods, more droughts, breaking heat records, and melting ice caps. The result is a shortage of fertile land and climate refugees. Nature is also in turmoil: polar bears are losing solid ground from under their paws, and elephants have to travel greater distances to find water and food. And the problem is growing; our goal of limiting warming to 1.5 °C is slipping away. So the call for action is mounting. Action to prevent further warming. To end greenhouse gas emissions by reducing the use of fossil fuels or through adapting industrial processes. But the problem is already irreversible. So action is also needed to prepare for a warmer world. Dikes will need to be higher, rivers will have to carry more water, and freshwater distribution during periods of drought will need to be quicker and more efficient.

Plans have been drawn up, and much money has been made available to implement these actions. The plans are ambitious. Perhaps too ambitious. For is it really possible to do everything that is required? The necessary changes will significantly impact how our country is currently organised and demand many new technical solutions. And all this while the technical capacity is limited: delivery times for materials are increasing, raw materials are becoming scarcer, and the labour market is overstretched.

All this makes the climate problem a huge mountain to climb. But I don’t think we have any choice other than to start climbing. Day by day, step by step, we will have to work hard to ensure future generations have a habitable planet. As they say, there is only one way to eat an elephant: a bite at a time.

Maarten van de Waal CEO Iv-Groep

Volume 37, No. 1, May 2023

Editorial Staff

Iv-Groep, Corporate Development & Marketing

Ivormatie

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Cover: P. Vanhopplinus (Nieuwe Sluis Terneuzen)

Photo: Escher Process Modules

CONTENT

6 New generation of pylons to deliver green energy across the country

12 Intensive cooperation in Indonesia for frigate modernisation

16 Nieuwe Sluis Terneuzen: ready for the future

22 Major sustainabilty advancement in the Baltic Sea

26 Climate control in buildings should be taken much more seriously

30 Ammonia: the accelerator of the energy transition!

36 A fleet with lower emissions thanks to vessel electrification

40 Reinventing industry

New generation of pylons to deliver green energy across the country

The production of green solar and wind energy at sea and on land is gaining momentum. As a result, the Netherlands is increasingly focusing on using sustainable energy sources. It has to because the world agreed at the climate summit in Paris that greenhouse gas emissions must be reduced by at least 95% by 2050. However, this growing demand brings new challenges because how will all this green energy be brought into our homes and businesses?

High-voltage connection Borssele-Tilburg

The electricity grid is currently quite congested, which is why network operator TenneT is working on a new high-voltage connection between Borssele and Tilburg. TenneT has commissioned Iv-Consult to provide the implementation design of eighteen types of high-voltage pylons between Rilland and Tilburg. This is a first for both TenneT and Iv-Consult, as the implementation design was outsourced to the contractor in previous projects. However, TenneT has now decided to conduct this phase of the project itself before awarding the contract. Iv-Consult is responsible for the detailed design of the pylons.

This new generation of pylons will be used for the planned 380 kV (380,000 volts) high-voltage line between Borssele and Rilland. For the first part of the high-voltage line, steel tubular pylons of the Wintrack type have been applied. TenneT chose to use lattice pylons in consultation with the local community for the second part. Due to strict requirements concerning the electromagnetic field, existing lattice pylon designs could not be used, and thus a new generation of pylons had to be designed.

A single lattice pylon consists of hundreds of components and thousands of bolts that have to be assembled into a whole.

Never before has Iv-Consult conducted such an assignment for TenneT. The project is extensive: a single lattice pylon consists of hundreds of components and thousands of bolts that have to be assembled into a whole. The complexity is even greater with multiple types of pylons, whereby some elements are repeated in the various types. A lot of engineering work, calculations, and drawings are

“ THE START-UP WORK WAS FUNDAMENTAL ”

required to produce a final implementation design and workshop drawings. The engineering and calculations are taking place in Papendrecht, and the workshop drawings at Iv-Consult in Kuala Lumpur (Malaysia).

Many factors

Casper van der Pol, Project Manager at Iv-Consult, reflects on the project: “The planning was quite tight, but we met all the deadlines. I’m very proud of that.” As the project manager, Casper was responsible for meeting deadlines and providing technical support. “It’s a nice role. And the project sounds quite straightforward, but in reality, it is extraordinarily complex. TenneT considers safety an important factor in every facet, not only in strength but also in the use and implementation. Safe climbing routes and platforms are obvious, but so are the avoidance of sharp edges, the safe lifting and mounting of components, and other such aspects.

TenneT also expects a high level of safety awareness from the people it works with, and requests all involved to participate in the Safety Culture Ladder with the attainment of Level 3 certification. We are currently working on this process.”

Performing the implementation design in-house has led to a shift in implementation risks.

Due to the radical nature of the project, the TenneT team has many other aspects to consider, besides technical support, during the first phases of implementation: some of the pylons along the Rilland-Tilburg line are new, and could also be placed where previously there were no pylons. Even now, it may be necessary to

change the course slightly, which would require further consultation with stakeholders and may result in design changes.

Communication is crucial Casper: “What is exceptionally good is that TenneT is always open to dialogue with us and those in the surrounding environment. We will be asked to examine the project critically, technically and in terms of planning. Preparing a realistic and logical schedule is also part of it. Of course, it helps that we have already demonstrated for a year that we can do what we propose. As a result, this part went very well.”

TenneT is also satisfied with the cooperation and work of Iv-Consult. “Performing the implementation design in-house has led to a shift in implementation risks to the client, which normally lies with the contractor. It requires specific knowledge and expertise to cover all risks”, says Edmon Gharh Beklo, Chief Engineer at TenneT.

“We are very satisfied with how Iv-Consult approached the project and delivered the products systematically. Clear communication was of great value in quickly resolving adjustments and other design changes. Thanks to Iv-Consult’s expertise, TenneT has every confidence that the end product in the form of 3D models, drawings and thousands of workshop drawings will contribute to the rapid production of the required pylons.”

It begins and ends with coordination

A considerable amount of coordination is required when designing new electricity pylons. Rick van Andel coordinates the drawing work of Iv-Consult, from checking models to switching between Papendrecht and Kuala Lumpur. Rick finds it very dynamic. “The transfer of information is crucial. For example, suppose the client changes something; this needs to be passed on to our colleagues in Malaysia because the drawings will have to be adjusted. Whether it concerns adding a new panel to a design or changing the thickness, it has to be implemented throughout the chain. Because at the end of the day, critical work is being undertaken in Malaysia: these drawings will soon be used to manufacture and construct.”

Working on lattice pylons is a new adventure for Iv-Consult. Steel is steel, so for that matter, it is right up the engineering company’s street. Rick: “Eighty percent is steel, the other twenty percent is very specific to pylons.”

It’s a big project, but if you think within the broader context of TenneT, it’s much bigger.

Regarding engineering, Iv-Consult is responsible for the implementation design based on a main design previously prepared by DNV in Arnhem, formerly KEMA. Colleague Jeroen Alblas, Lead Engineer within the TenneT project, adds: “Pylons are complicated steel structures because they are very detailed at certain points. For example, at the connections. Because we work in such fine detail, keeping a constant overview and eye on the bigger picture is crucial. Especially in the first few months, we really took the time to get it right

from the beginning. The start-up work was fundamental to the progress of the project. Moving too quickly in the beginning would certainly have come back to haunt us with subsequent pylons. But, in my opinion, we got that right.”

The bigger picture

Iv-Consult is currently working on the implementation designs for three other types of high-voltage pylons for TenneT, which in principle did not fall within the scope of the contract. “This is a huge compliment”, says Casper. “It was new for us, but we kept calm and didn’t panic. We weren’t concerned about the shape of the steel. What was interesting for us was the way of working. It’s a big project, but if you think within the broader context of TenneT, it’s much bigger. Therefore, it’s incredibly dynamic.”

Casper reflects fondly on the time that has passed. “Of all the projects I’ve implemented in eighteen years, this was probably the most fun. It was a lot of work, and the pressure was on, but the communication with TenneT and the open culture made it very pleasant. It’ll never be too much for me if it’s always like this.” •

3D laser scan of the KRI Usman Harun

Intensive cooperation in Indonesia for frigate modernisation

“During the mid-life modernisation of the KRI Usman Harun, more than 6,000 components will be removed from the frigate, reintegrated or added”, says Mark Moene, Marine Engineer at Nevesbu. The Indonesian frigate KRI Usman Harun is a vessel with an extraordinary history. It is twenty years old but has only spent six years in active service with the Indonesian Navy. It is currently undergoing a mid-life overhaul at the PT PAL shipyard in Surabaya (Indonesia). As a specialist in this field, Nevesbu is involved from A to Z: from the initial designs to delivery. The fact that this project is for the Indonesian Navy makes it even more dynamic.

Advanced fleet

To ensure the Indonesian fleet remains one of the most advanced in the region, all mission systems will be replaced with modern advanced systems, almost all supplied by Thales Netherlands. Nevesbu is performing the complex integration engineering work and will be in Indonesia throughout the construction phase to provide technical advice. Mark is one of the Nevesbu specialists who was involved in the engineering and spent seven weeks in Indonesia advising the shipyard during the implementation activities.

Mark says: “One of the biggest challenges at the beginning of the project was that there was almost no reliable information on the vessel’s existing situation. We, therefore, began the project by performing inspections and 3D laser scanning on board. We used the data we collected to make a digital copy of the existing vessel. Without this input, we would not have been able to do our job. The drawings did not always correspond with the onboard situation, as adjustments made to the vessel during its construction and following delivery to the Indonesian Navy were not included in the drawings. For example, there was a silo on board with a pipe running around the outside on the drawing, but in reality, the pipe passed through it. These were unexpected issues that were revealed by the 3D scans and inspections. Fortunately, this pipe did not cause any problems in this instance. But when you fit new systems into an existing situation, you must be aware of such things in advance to eliminate any potential clashes.”

A structured understanding of the vessel KRI Usman Harun is one of three Bung Tomo class Multi-Role Light Frigates. It is the first of the three to be modernised. PT LEN Industri is the prime

contractor for the project, and Nevesbu is providing the platform system integration engineering on behalf of PT LEN Industri. “In other words, as the Platform Systems Integrator, it is Nevesbu’s job to ensure that the vessel and all its systems perform as intended”, says Maurice de Koning, Nevesbu’s Project Manager for this project. “Nevesbu has extensive deep-rooted experience and unique expertise in this field. And thanks to our knowledge, we have a structured understanding of the composition of the vessel: where combat systems should be placed, the requirements to which everything must conform, and how all interfaces and technical interfaces should be managed.”

This will easily amount to 30,000 components.

Thousands of puzzle pieces

Everything the KRI Usman Harun crew uses daily is undergoing major modifications. For example, the vessel will have a completely new command centre, and all critical mission systems, such as radars, sensors, navigation and communication systems, will be replaced by advanced systems.

Configuration management is crucial to the design process to fit all these systems into the existing vessel. Mark: “To put it bluntly, this involves creating an overview of all the components that make up the entire vessel. Each component has a unique number and is provided with metadata in the overview, indicating where the component is located in the vessel and what needs to happen with it. All components that no longer meet the requirements must be removed from the

vessel and replaced with new components. Again, all new components are assigned a unique number with metadata. This will easily amount to 30,000 components. Bringing all of this data together is called configuration management. Based on this, layout drawings, electrical diagrams, stability calculations, etcetera can be prepared, and internally we have made decisions with the relevant disciplines about where systems can be optimally positioned.”

Mark Moene and Maurice de Koning

Working with short lines of communication

Since the summer of 2022, PT PAL’s shipyard in Surabaya has been working hard to remove all systems from the vessel. Also, since then, a representative from Nevesbu has been continuously present at the shipyard to provide technical advice.

You can’t always do everything as specified.

“Carrying out a conversion project like this is very complex. Many different types of activities are performed at the shipyard, from demolition and dismantling to welding, construction and the installation of new software. Nevesbu’s strength is that we have vast experience with such complex modernisation projects and can bring this knowledge to the shipyard”, says Maurice. “For example, for us, it is second nature to register what is removed and its weight. This was not standard procedure at the yard in Indonesia, so we developed procedures for managing this. It’s good to transfer our knowledge of how we do things according to European standards. By doing this, we are not only ensuring a smooth transition from design to the final product but also providing quality control that reduces the risks for the shipyard. You can’t always do everything as specified with such a complex and large-scale renovation project. Sometimes items do not fit, and we have to improvise and figure out a solution on-site. It’s a huge puzzle, and if you maintain short lines of communication and work well together, also with Thales Netherlands, then it all works very well.”

At present, the engineering works are almost complete. If everything goes according to plan, Usman Harun’s conversion will be completed by mid-2024, followed by a series of sea trials to test all the upgraded systems. Nevesbu will remain involved, at least until this point. •

Nieuwe Sluis Terneuzen: ready for the future

A lock as big as that of the Panama Canal, only closer. The giant lock gates and bascule bridges are now in place in the Nieuwe Sluis (New Lock) in Terneuzen, improving the accessibility of the ports of Ghent and Terneuzen. Iv-Infra composed the design of the four lock gates, the two bascule bridges and the operating mechanisms of the gates and bridges.

The existing lock complex in Terneuzen for inland and seagoing navigation consisted of: the Eastern Lock, the Western Lock and the Middle Lock. The latter will make way for the Nieuwe Sluis (New Lock), which will enable larger vessels to enter the Ghent-Terneuzen Canal through the lock complex and improve the accessibility of the entire canal zone.

The wave forces on the lock gates

from the Western Schelde estuary (Westerschelde) is specifically a unique aspect.

An essential part of the Nieuwe Sluis are the four lock gates that open and close via rolling guidance. In addition, two of the lock gates function as a backup should one of the other gates need to undergo maintenance or have suffered damage (due to a collision).

A comprehensive portfolio

The design of the lock gates adds yet another large lock project to Iv-Infra’s portfolio. Iv also designed the lock gates for the Panama Canal and the IJmuiden Sea Lock.

Because of their immense dimensions, the lock gates of the Nieuwe Sluis in Terneuzen, like those of the projects mentioned above, are based on the same principle as roller shutters, but all the gates are unique. While in Panama, the design is strongly influenced by the necessary earthquake resistance; the IJmuiden design is characterised by the area’s limited space, which demands ingenious solutions to build the world’s longest lock gates.

Wave forces

In Terneuzen, the wave forces on the lock gates from the Western Schelde estuary (Westerschelde) is specifically a unique aspect. The gates are designed to be strong enough to absorb waves from passing seagoing vessels without causing damage or fatigue. In addition, a centrally positioned rolling guide ensures the gate can open and close under high stresses. Not only are the lock gates for Terneuzen unique, but also the bascule bridges. In terms of span, the two bridges are among the largest in the

country, comparable to the Erasmus Bridge and the Van Brienenoord Bridge in Rotterdam.

Wave loads are much higher than wind loads, so the bridge cannot be designed according to wave criteria.

The gates must function amid waves and extreme conditions, and so must the bridges. In this respect, climate adaptation (how we deal with climate change) is reflected in both designs. The bridges have an extraordinary mechanism and operation because in a socalled ‘perfect storm’, the bridges will not remain closed but instead be opened. “In the event of a storm surge, a tidal wave can occur, potentially severely damaging the bridge or sweeping it away in a single strike. Wave loads are much higher than wind loads; the bridge cannot be designed according to wave criteria”, says Michel Koop, Head of the Steel & Movable Structures sector at Iv-Infra. “To prevent this kind of scenario, the bridges will be opened and secured accordingly when the weather forecast predicts a storm surge. The bridges can also withstand high wind loads.”

Working with BIM

Digitalisation is an essential factor in the design phase of the bridges and gates. Therefore, all designs are placed in a Building Integrated Model (BIM): an information model in which everything is spatially represented. This helps facilitate maintenance and management when the Nieuwe Sluis is in operation. Dennis: “All components are included, and additional data and information can be added. Moreover, the BIM model is a practical way of demonstrating the correctness of all the interfaces.” All disciplines within Iv-Infra have been included in this model to ensure all sections and components fit

seamlessly. “We already used the BIM model in the preparation phase”, adds Michel, “to present the phases of the work to the client so that throughout the project, the client could gain an increasingly completer picture of the entire lock.”

You can see the influence of the Netherlands and Flanders in this project.

As far as maintenance is concerned, Iv-Infra will continue to be involved in an advisory capacity. This aspect was also taken into account in the engineering phase, especially given the size of the two bascule bridges. “The huge dimensions meant that maintenance needed early consideration. The components of smaller bridges are always relatively easy to replace. But, replacing, for example, a hinge pin of a hydraulic cylinder on a bridge of this size is quite a challenge, also because of the weight”, says Michel. “As designers, we must demonstrate in detail that sufficient space is available to reach and replace components. Sometimes we will also need to develop the appropriate tools, as these may not be commercially available.”

The best of both worlds

The Nieuwe Sluis in Terneuzen is an exciting, crossborder collaboration between various Dutch and Flemish institutions and companies. The client, the Flemish-Dutch Scheldt Commission, consists of the Directorate-General for Public Works and Water Management (Rijkswaterstaat), and the Flemish equivalent: The Department of Mobility and Public Works, because of its economic interests on both sides. The Sassevaart consortium comprises major Belgian and Dutch construction companies such as BAM, DEME, Stadsbader and Van Laere.

This Flemish-Dutch combination appeals to Dennis Alsemgeest of Iv-Infra. As Lead Structural Engineer, he has been involved for many years in the design of the four gates installed earlier this year. “You can see the input from both countries in this project. Both in the contract, the technical requirements for the gates and the design elaboration. The Netherlands and Flanders have considerable experience in constructing sizeable hydraulic engineering projects, such as the Afsluitdijk

(a major dam in the Netherlands), the IJmuiden Sea Lock and the Kieldrecht Lock in Antwerp. It is genuinely fantastic to see the knowledge and skills of both countries coming together in this project.”

The Nieuwe Sluis Terneuzen has proved to be a unique project in which mutual communication and close collaboration in the integral design team of the Sassevaart consortium has played a crucial role. •

“IN A SO-CALLED ‘PERFECT STORM’, THE BRIDGES WILL NOT REMAIN CLOSED ”

WHAT MAKES IV SO SPECIAL?

Friendly and open culture

Iv feels like a family business: you can always drop by other colleagues to discuss your ideas. You receive a lot of freedom as well as room for entrepreneurship.

Unique projects

At Iv we work on projects that challenge us to push the boundaries of what is technically possible.

Down to earth

Instead of just following trends, we examine the content critically. We innovate because we really want to contribute to the world of tomorrow.

Work hard, play hard

We like to have fun at Iv, which is why, for example, it has become a tradition to attend the UEFA European Championship and FIFA World Cup.

Diversity

From infrastructure to submarines: we are the most diverse engineering company in the Netherlands.

Major sustainability advancement in the Baltic Sea

Iv-Offshore & Energy is working in the Joint Venture HSI with HSM Offshore Energy and the Belgian Iemants (Smulders) on the engineering, construction and installation of three platforms in the German Baltic Sea. The realisation of Ostwind 3 and Gennaker OSS Zingst and OSS Darß represents a major advancement in the energy transition. But also a big step for Iv-Offshore & Energy in its ambitions to grow within the offshore wind market. There’s a lot of work to be done, says Frank Slangen, Project Director at Iv.

1.2 GW of green energy

The Ostwind 3 project includes an offshore substation with approximately 300 megawatts (MW) capacity. The platform can collect enough green energy from the windfarm to power approximately 260,000 households, equivalent to the annual energy consumption of the province of Zeeland (source: CBS). The recently won tender for the Gennaker project is a multiple of this figure: the two transformer platforms have a planned capacity of no less than 450 MW each. The German network operator and client for this project, 50Hertz, will operate these offshore substations.

These projects mark the beginning of a new era for Iv-Offshore & Energy: never before has Iv been part of a project of this magnitude. It is the biggest to date. Project Director Frank Slangen is delighted. “It’s fantastic to be able to use our knowledge. We built a solid track record, which positioned us with HSM and Smulders to submit this proposal. In addition, we responded well to the market needs, listened critically to the client and won the contracts.”

It’s being built on our doorstep, and as an engineer, you’ll be able to just visit!

Primarily built in the Netherlands

Work on Ostwind 3 is well underway, with which the consortium is responsible for the engineering, procurement, construction and installation of the Ostwind 3 platform for the Windanker wind farm. Most of the platform will be built in the Stormpolder in Krimpen aan den IJssel, the new facility of HSM Offshore Energy. This is particularly exciting for new and future colleagues involved with Ostwind 3 or Gennaker. Such platforms are often built outside the Netherlands or Europe, but this is happening here due to the cooperation within the joint venture.

“We are used to designing and engineering and seeing it all unfold on a screen”, Frank continues, “but this is being built on our doorstep, which is extra special. We get to see the result of our engineering work with our own eyes.”

Reduce dependency

The fact that we are even involved in the Netherlands in designing and constructing three platforms with a total capacity of around 1.2 gigawatts is extraordinary. For economic reasons, much of this type of work has left the Netherlands in recent decades, but several major events have shaken up the Netherlands and Europe.

The fact that these giant steps are being taken is a victory in itself, says Frank: “I recently read an article from twenty years ago. It was about wind turbines and how there wasn’t much of a future in them because we didn’t have the raw materials. And look where we are now. So this gives me a positive vibe. We want and need to become more sustainable, and these are promising signals that things are moving in the right direction.”

According to Frank, the blockade of the Suez Canal in March 2021 is one such event. As a result, the global movement of goods was delayed for weeks, significantly impacting the global economy. Reducing transportation dependency and gaining control of the supply chain is therefore critical. In addition, devising, designing, engineering and producing locally (in this case for offshore transformer platforms) is crucial in becoming less dependent on overseas supplies. Frank: “But incidents such as the war in Ukraine and the outbreak of the corona pandemic have also brought about great change. Together we decided to become less dependent and this is an excellent example of that.”

We want to and have to become more sustainable.

K adetBanke

Hiddensee - reser ve area for wind energy

EnBW Baltic 1

Gennaker

Tromper Wiek

Close cooperation

The HSI Joint Venture will work together in the coming years to develop Ostwind 3 and Gennaker OSS Zingst and OSS Darß. There is a lot of work to be done. Iv-Offshore & Energy is mainly responsible for the design and procurement of components. HSM and Smulders will handle the construction, and the joint venture will be jointly responsible for commissioning, installation and connection. It goes without saying that we will work closely together to make the project successful.

For an engineer, this is the icing on the cake.

Ostwind 3 will be installed as part of the Windanker wind farm: 42 kilometres northeast of the German island of Rügen. The two Gennaker platforms will be installed 15 kilometres north of the German peninsula of Fischland-Darß-Zingst.

With both projects, the Baltic Sea is becoming an increasingly important offshore wind energy production location for 50Hertz. At the time of writing, Gennaker is the largest offshore wind project in the region. Ostwind and Gennaker’s teams will be significantly expanded with new personnel. Again, a great opportunity, says Frank. “For an engineer, this is the icing on the cake. With projects like this, you can give your career a real boost.” •

Arcadis Ost 1

Baltic Eagle Wik inger Süd

Arkona

Bomholn I

Sports complex De Altis in Rijswijk uses radiant panels as a waterborne climate system. The radiant panels and airbags are the same colour as the roof.

Climate control in buildings should be taken much more seriously

It is mandatory to perform an energy performance calculation for new or renovated homes or buildings such as sports halls, swimming pools and schools. In other words, the energy value of a building must be determined and an appropriate energy label assigned. This calculation is based on NZEB criteria: Nearly Zero Energy Buildings. But for Jaco Mooijaart, Head of the Electrical and Mechanical Engineering department at Iv-Bouw, the mandatory calculation takes too few factors into account, which results in an ‘on paper’ reality in which some of the climate targets can only be met in theory.

NZEB criteria

As of the 1st of January 2021, calculations based on these NZEB criteria are mandatory for permit applications. As a specialist in utility construction, Iv-Bouw is often involved in such calculations, for example, for schools, public swimming pools and multifunctional sports halls. Until 2021, calculations were based on a so-called Energy Performance Certificate (EPC). The new NZEB criteria are assessed in three parts: the annual energy demand (number

of kilowatt hours per year), the fossil energy consumption (heating, cooling, ventilation, etcetera) and the percentage of renewable energy.

‘On paper’ reality

Iv-Bouw is legally required to apply these calculations but observes an overly simplistic representation of reality in practice. For example, the annual averages of a building are taken from the NZEB criteria without sufficient consideration being given to the peak capacity, the type of use or, for instance, the loss of efficiency due to climate control through air ventilation. A ventilation system occupies much more space and has higher transport losses than a waterborne climate system. This is rarely reflected in the results of EP calculations for clients. A cheaper method of climate control using an air conditioning system is often preferred. Yet, this option consumes much more energy than the figures suggest and is, therefore, more expensive in operation.

I think it is our responsibility as consultants to remain very critical in our observations.

“Schools and sports halls often opt for an all-air system, whereby the indoor climate is controlled solely with air. While in principle, ventilation is intended to prevent people from exposure to high levels of CO2 in a building”, explains Jaco Mooijaart. “But these types of spaces are usually in constant use. In our opinion, you can control the indoor climate perfectly well with water, plus it is more advantageous from an energy point of view. It may be a slightly higher initial cost because this option requires more systems, but it will ultimately pay off.”

Much is still to be achieved, as well as raising awareness among clients.

The fact that this is not clearly reflected anywhere in the calculations for a permit application concerns Jaco because important decisions are being made based on incomplete information. “This means that, in theory, (nearly) energy-neutral buildings are being built, but in reality, this may not be the case. I think it is our responsibility as consultants to remain very critical in our observations. It is good that there is a national standard for applying for a permit, but it must reflect the whole story. After all, such criteria were created to prevent energy-guzzling buildings from being built. Which now somewhat defeats that purpose.”

Customise per building

As far as Iv-Bouw is concerned, the uniformity of the calculations also does not accurately reflect customisation. Average consumption for an average building is assumed. But each building is different. “This model can also be applied to a swimming pool, also a building with a sports function, but I don’t think I need to explain to anyone that heating a swimming pool in an

energy-neutral way is almost utopian. A swimming pool consumes much more energy than a normal sports hall, and yet the results of an EP calculation are the same. So something has to be done, beginning with recognising the problem. Our market runs on this, but the coverage is not sufficient.”

These NZEB criteria will still apply for the time being. But fortunately, Iv-Bouw can lean on its many years of experience and highly specialised knowledge in utility construction and consulting on (sustainable) installations. Moreover, Iv-Bouw can use its expertise to substantiate advice to school boards or municipalities during the preparation phase of new construction or renovation plans. Jaco: “Much is still to be achieved in this area, as well as raising awareness among clients. It’s a shame our advice is not derived from these criteria, but clients can rely on our expertise.”

Examining the surrounding environment closely is interesting and useful. How can it be utilised?

New buildings achieve more

Making public buildings more sustainable is a major challenge and depends on numerous other factors. But, as stated above, new buildings can achieve a higher result. And that’s needed. According to the Paris Climate Agreement, global CO2 emissions must be reduced by at least 95 percent by 2050 to ensure the Earth does not warm by more than 1.5 degrees Celsius.

The more energy a building consumes for indoor climate control (heating, cooling and ventilation), the harder it will be to achieve this target by 2050. Nevertheless,

Jaco believes Iv-Bouw can play a vital role in advising property owners and providing well-founded advice and recommendations that extend far beyond the NZEB criteria. “You have to include variables if you want to tell a fair story, for instance”, he continues. “If you’re showing that a swimming pool is almost energy neutral ‘on paper’, but it’s not, you could include other suggestions or proposals.”

Heat from outside

Think bigger is the opinion of Iv-Bouw. And above all: think outside the box. This also applies, for example, to

municipalities that are responsible for school buildings, sports halls and libraries for the community. These types of facilities are, of course, bound to a place or region. “But examining the surrounding environment closely is still interesting and useful. How can it be utilised? For example, the possibility of using residual heat from a neighbouring (production) building or cooling a building with surface water. Of course, not every municipality will have this luxury, but we are increasingly seeing this happening.” •

Jaco Mooijaart

Ammonia: the accelerator of the energy transition!

Hydrogen can be produced in many places in the world. However, getting it where it is needed is very complex. If you want to transport hydrogen from A to B to use it as a (green) alternative to fossil fuels, you will soon discover that much energy is lost along the way. But the world is working hard on finding solutions. Escher sees nitrogen in the form of ammonia as a carrier of hydrogen and a major opportunity to accelerate the energy transition.

The facts: hydrogen has now been identified as ‘the’ alternative to fossil fuels. In the industry sector and, for example, as fuel for city buses, inland waterway vessels or heavy goods vehicles. But for the time being, the hydrogen used for these applications still has one drawback: it is often grey or blue hydrogen, not green. Grey hydrogen means that it has been produced using fossil fuels whereby the CO2 has been emitted into the atmosphere, thus contributing to climate change. Blue hydrogen is produced in a similar way, but the released CO2 is captured and stored. Both methods of production are, therefore, not green.

Fortunately, the market for green hydrogen is growing. And as the name suggests, this hydrogen is produced using wind or solar energy, so its production is also sustainable. Problem solved? Not quite, says Martijn In der Maur, Director of Escher.

Less dependence on fossil energy

“The basis is that we all want to use green energy. However, not everyone in the Netherlands can switch to green energy; there is simply not enough available to cover the entire demand. As a result, we are still largely dependent on fossil energy for our ever-increasing energy needs. The use of fossil energy is the part that needs to be replaced, but our own supply of wind and solar energy will never be enough.”

Hydrogen is 99.999 % pure and a suitable fuel for fuel cells.

And so Escher is exploring beyond our national borders. At present, the areas with many more hours of sunshine and wind than the Netherlands are slowly moving towards producing and exporting green energy as much as possible. The Middle East, Australia, the west coasts of North and South America, North Africa, South Africa and Central Asia all offer enormous opportunities for the production of green hydrogen.

Ammonia, as an energy carrier for hydrogen, can facilitate transport from these areas. Moreover, ammonia (NH3) is composed of nitrogen (N2) and hydrogen (H2) and is highly suitable for this process. It can be transported at higher temperatures and lower pressures than hydrogen. In addition, ammonia does not contain carbon, unlike some other energy carriers.

To make a significant difference to the energy transition, it is vital that small and medium-sized users can also switch to green hydrogen in the short term. From a logistical point of view, a few things are required. Transporting hydrogen from large port companies to this target group is complicated and less sustainable. According to Martijn and Commercial Manager Maarten Brandenburg, decentralisation (local production of hydrogen from ammonia) is the solution to reach smaller users.

Membrane reactors ‘crack’ the ammonia into hydrogen and nitrogen, which are then separated.

Decentralised hydrogen production

Escher Process Modules has developed a technology for the decentralised production of green hydrogen from ammonia. The advantage is that production would be closer to the end user, such as inland navigation, transport companies or petrol stations. As a result, there is no need for the technically more complex - and therefore less efficient - transport of hydrogen by heavy goods vehicles. Instead, the hydrogen is produced where it is most efficient, from ammonia, close to the end user. The energy needed to produce hydrogen would be produced abroad using solar energy, where it is converted into ammonia. Here in the Netherlands, only a fraction of this energy would be needed to convert the ammonia back into hydrogen.

no emissions. Furthermore, the production is entirely green. In addition, Escher uses membrane technology instead of the traditional method (electrolysis). As a result, energy consumption is reduced by a factor of twelve. Escher is working with a scale-up specialising in producing green hydrogen locally. This company uses membrane reactors to ‘crack’ the ammonia into hydrogen and nitrogen, which are then separated.

“We see the market moving towards hydrogen”, says Maarten. “The larger companies are signing contracts with countries where copious amounts of solar energy can be generated, but for the time being, the developments we are seeing will still be limited to the industrial sector, for example, for the port of Rotterdam. Nevertheless, we’re seeing a market emerge where hydrogen is needed locally. Of course, this could be solved by building huge import terminals and getting it there, but there is another problem: transport.”

The biggest challenge for the future of green hydrogen lies in closing the loop, predicts Maarten.

Your own ‘filling station’

The technology developed by Escher splits the ammonia back into hydrogen and nitrogen. About 80% of this nitrogen is already in the atmosphere, so there are

Maarten: “What we aim to achieve is that transport companies, port companies, inland navigation, service stations or, for example, municipalities wishing to run everything on hydrogen will have their own ‘filling station’. In a safe place outside the city. If you want to use hydrogen on a larger scale, a few heavy goods vehicles for transport will no longer be enough.”

Martijn In der Maur and Maarten Brandenburg

The green hydrogen value chain: hydrogen is produced using sustainable energy sources and converted to ammonia as an energy carrier to facilitate its global transport.

The ammonia is brought ashore, to where the energy is needed, then converted back to hydrogen using the Escher solution (and then delivered to end users of hydrogen).

Nitrogen vs Nitrogen

Ammonia is split into hydrogen and nitrogen (N2) using the technology developed by Escher and its partner. The emission of this nitrogen is not harmful to the environment. And yet we hear and read a lot on the news, in newspapers and on websites about the problems with nitrogen emissions in the industrial, construction and livestock farming sectors. So, what is the situation?

People generally talk about ‘nitrogen’, but what they are really talking about is nitrogen oxides (NOX), a compound of oxygen and nitrogen. Nitrogen oxides are formed at high temperatures where oxygen and nitrogen are present. Exhaust fumes from cars and lorries are a major source of nitrogen oxides, as are emissions from power stations.

Nitrogen itself, N2, is a colourless and odourless gas that surrounds us and is present all over the world. Almost eighty percent of the air we breathe is nitrogen. This nitrogen is not harmful to the environment and can be safely emitted during the conversion of ammonia into hydrogen.

Opportunities for less-developed countries

But the story is not entirely one-sided. Green hydrogen is perhaps the best and cleanest alternative to fossil fuel energy needs. But it can also have a positive impact on prosperity in less developed areas. Martijn: “The areas in Africa, Asia and South America where a huge amount of solar energy can be generated are not typically wealthy countries. This aspect also appeals to us.”

The biggest challenge for the future of green hydrogen lies in closing the loop, predicts Maarten. “In fact, the whole trading platform has yet to emerge. A barrel of crude oil is traded on the open market at bargain prices, with intermediaries bringing producers and buyers together. This would also be necessary for ammonia and must be a condition. That would make it interesting for everyone. The good news is that the first signs are already there.”

What does the future hold for hydrogen? It’s positive, according to Maarten and Martijn. “In any case, it is certain that we are dependent on other countries and areas if we want to switch completely to green energy. It is utopian to think that we can do it alone.” •

On the engineering side, Escher has a wealth of inhouse knowledge in systems integration: getting all the auxiliary systems to work as desired using this specially developed membrane technology. Hydrogen is also 99.999 % pure and a suitable fuel for fuel cells. “The technical concept is there. It just needs to be put on the market. How it will develop further is uncertain. But we do know that the demand is growing”, Martijn continues. “It is up to us to involve clients in our story.”

A fleet with lower emissions thanks to vessel electrification

Amsterdam’s canals are cleared of debris, inspected, dredged and cleaned almost daily. Waternet is responsible for this on behalf of the municipality of Amsterdam and the Water Board Amstel, Gooi and Vecht. Waternet aspires to navigate the waterways as ‘clean’ as possible and aims for an emission-free fleet. Iv-Water has successfully helped Waternet electrify its fleet over the past few years, as most of the crane barges, tugs, floating debris cleaning vessels and dredgers that navigate Amsterdam’s waterways are already hybrid or fully electric.

Everything on such a vessel has to ‘communicate’ with its counterparts.

In the last decade, the municipality of Amsterdam started a program to reduce emissions from boats and vessels within the city boundaries. Waternet, the municipality’s fleet owner and contractor, took the initiative to make its own fleet more sustainable. Not only to keep the canals clean and safe but also to get the job done in the most sustainable way possible. Moreover, the vessels were in need of replacement: both economically and technically, the fleet had reached the end of its lifespan.

Framework contract

The timing of this programme could not have been better for Iv-Water. In 2017, a framework contract was signed with Waternet, which included various types of assignments directly related to Iv-Water’s activities, such as the adaptation of drinking water production companies and wastewater treatment. However, one of the requests was for something completely different: the electrification of one of the boats that cleans the canals. This was a fantastic challenge, that was already in full development in 2017. But that wasn’t all. In the end, nine different vessels were modernised and/or built. In addition, Iv-Water was responsible for project management, including the provision of technical expertise. In short: an extensive, long-term project with much responsibility.

Extensive project

In many ways, this project for Waternet proved to be unique. Firstly, because of the client, Waternet manages the entire water cycle within Amsterdam, from wastewater treatment to drinking water preparation, from water level management to controlling bridges remotely. Waternet is furthermore responsible for waste and dirt removal.

In addition to the overall project management, Iv-Water played an advisory role in the definition, design, preparation, and implementation phases for the electrification of the fleet. In this last phase - the (re) construction of the Waternet fleet - Iv was specifically asked to manage and supervise the implementation, including the testing.

All

disciplines under one roof

A unique commission for Iv-Water, says Deputy Director Paul Kloet: “We hadn’t anticipated a task like this when we signed the framework contract. It is not something we do very often. But we do have the expertise within our EI&A (Electrical Instrumentation & Automation) department to help Waternet with this task. In addition, we can draw upon various other disciplines within Iv-Groep, not only in terms of expertise but also in terms of capacity.”

The majority of the Waternet fleet now passes through the Amsterdam canals silently and with no emissions.

Robert Hamelink works at Iv-Industrie and was appointed Project Manager. “As a project manager, it is particularly challenging and informative to communicate with the different people, companies and departments, including stakeholders within the Waternet organisation and beyond. You have to be able to explain every step you take to all concerned. Both in terms of process and project control: to demonstrate the project is under control, the figures in the reports need to align. I love that.”

Advanced programming

In terms of content, Robert finds the Waternet project complex but rewarding. “Electrification involves a lot more than you might think. You can replace a diesel engine with an electric motor, but that’s not enough. In the past, such a vessel had - irreverently put - an engine and a lever. Now: a complete electric propulsion system, including a software system with advanced programming. Everything on such a vessel has to ‘communicate’ with its counterparts: from software, all the necessary types of (emergency) batteries, inverters, steering systems, shoreside charging facilities, to the VHF marine radio, everything. And to ensure that the system does not easily fail, the programming must be such that a robust system is delivered.” Paul: “And on an existing vessel, integrating all the necessary components is quite challenging, especially given the limited space for a hybrid installation and the required battery packs.”

Because of the diversity of the parties involved and the coordination, how designs are delivered has become crucial over recent years. After all, the computer design must be correct and coherent regarding the engineering and realisation (construction) thereof.

“From an assignment that involved one boat, we ended up with this full programme”, Paul explains, “and we were also asked to manage the project and coordinate all the phases properly within all the involved parties.

So I am both proud and grateful because that kind of opportunity doesn’t come along often.”

The result

The result is that the majority of the Waternet fleet now passes through the Amsterdam canals hybrid or fully electric. The project is now mostly complete for Iv: although much work still needs to be done on the last boat, the bulk of the task has been accomplished.

Robert and Paul look back on the project with great satisfaction. Paul: “For us (Iv-Water), this project is exceptional. EI&A were keen to get us involved, but our role grew simply because of the expertise and capacity within Iv as a whole. Quite an advantage.” Robert agrees: “Within Iv-Groep, we are used to reaching out to other divisions and tackling projects together when necessary. We became a single team that tackled the challenges together and achieved a magnificent result!” •

F.l.t.r. Louk Eskens, René Beuting and Ruud Verheul

Reinventing industry

The energy transition is keeping the industrial sector on its toes, as it has much to gain from reducing its dependence on fossil fuels. Reductions are possible, but the transition is not as easy as it seems.

Natural gas and steam are used specifically for industrial processes that require higher temperatures. But as part of the energy transition, we want to move away from using natural gas or steam generated from natural gas. Electrification using green electricity is a sustainable alternative. However, the path to electrification presents significant engineering challenges. In the following article, Louk Eskens, René Beuting and Ruud Verheul of Iv-Industrie explain the opportunities and limitations of electrification of high-temperature processes.

High process temperatures

When we talk about the electrification of processes, heat pumps generally come to mind. And rightly so, but these are not suitable for higher process temperatures. Many industrial processes operate at temperatures well beyond the temperature range of a heat pump. And although a 1:1 electrification of a steam boiler is a relatively simple modification, grid limitations and higher electricity costs make it unviable and unprofitable. Moreover, no significant reductions in energy consumption and peak power would be achieved.

Let’s examine a batch process where the product is first heated and then cooled. Let’s assume we heat the product to 160 °C and then cool it down to 35 °C. A batch process is a production method in which a complete lot or quantity of a product is produced each time: a batch. Batch processes are used in the process industries to make all kinds of products that are difficult or impossible to make in a continuous process.

Optimal heat recovery

In principle, there are a number of challenges with the electrification of the above process. Although green electricity appears to be a sustainable solution, it proves to be an obstacle to achieving heat recovery because the peak power for electrical preheating in a batch process is substantial, and the capacity of the electrical connection is not continuously available. In addition, heat recovery will be difficult to achieve because electricity is used for heating instead of a warm medium.

By applying a heat buffer, the heating time range is also lengthened, resulting in much lower peak power than direct heating.

A characteristic of a batch process is that heating the new raw materials entering the reactor cannot occur simultaneously with the cooling of the finished product leaving the reactor. In practice, this would mean waiting until the product is complete before heating the raw materials for the new batch, or vice versa: waiting for the finished product to cool before the raw materials for a new batch are needed. This is often undesirable due to equipment utilisation or the characteristics of the product.

The temperature difference is the driving force for heating or cooling.

Direct heat exchange is, therefore, not possible. In our example, we will buffer the heat so that the available heat is not lost. The temperature difference is the driving force for heating or cooling. It is, therefore, essential to keep the hot buffer as warm as possible and the cold buffer as cool as possible. A batch is often heated or cooled by pumping the contents around through a heat exchanger. However, this has a negative effect on heat recovery because the pumping also produces an average temperature; the return temperature is low at the beginning of the heating process and high at the end. So, a better approach would be to heat the raw materials feeding into the reactor and cool the product stream coming out. This method would ensure the hot buffer is kept at the highest possible temperature and the cold buffer at the lowest possible temperature.

Low temperature loss due to heating and cooling product streams

To compensate for the temperature drop in the hot buffer (caused by heating the product), the hot buffer needs heating; electrically with a heater. But because we heat the raw materials feeding into the reactor rather than pumping the product around, the temperature loss is relatively low; a favourable effect. By applying a heat buffer, the heating time range is also lengthened, resulting in much lower peak power than direct heating. By cooling the product, the cold buffer becomes warmer and needs cooling. The required cooling capacity is

Source: Crystal Kwok on Unsplash

minimised by cooling the product stream leaving the reactor rather than pumping the product through a heat exchanger. The concept described above minimises peak electrical power and maximises heat recovery.

Savings can also be made by reducing cycle times, preventing malfunctions and downtime and, for example, increasing reliability through comprehensive and accurate asset management.

Industrial Internet of Things

But is it enough? Electricity is more expensive per kilowatt hour than natural gas. It is, therefore, necessary to explore further savings, for example, in the efficiency of the process.

Switching to green energy is not our only focus. Savings can also be made by reducing cycle times, preventing malfunctions and downtime and, for example, increasing reliability through comprehensive and accurate asset management. Collecting and processing accurate data is essential for all these aspects.

Redesigning the process based on today’s technology can achieve many gains.

In the factory of the future, workers will be responsible for monitoring and collaborating with advanced

automation systems to produce efficiently and safely. These systems will be connected and monitored via the Industrial Internet of Things and will be capable of collecting and analysing data in real-time. Thus optimising business operations and identifying any potential problems, and thereby offering excellent opportunities for far-reaching process optimisation.

Many existing factories were designed in the 1960s and 1970s. So whether we would still want to manufacture products in the same way is highly questionable. Moreover, redesigning the process based on today’s technology can achieve many gains. After all, today’s requirements and possibilities are a world apart from those of the past.

Factory of the future

This article focuses on the electrification of a single batch process. But maybe there are opportunities within the factory where processes can be combined. And what will the new reality of the energy transition bring when it comes to the self-storage of electrical energy generated from solar panels, wind turbines or other sustainable sources? We love to think ahead when brainstorming the factory of the future with our clients.

These are exciting times. However, designing with today’s possibilities and conditions means that conceptually different designs are needed than in the past - reinventing industry. Long live the energy transition! •

Engineers with Passion for Technology

Iv-Groep is a globally operating multidisciplinary engineering company. Since 1949, Iv has been devising technical solutions for projects of any size and complexity within the following sectors: Industry, Infrastructure & Traffic, Buidings & Installations, Handling, Maritime, Offshore & Energy and Water. No challenge is too complicated for us. We are a team of specialists with a genuine passion for our specialisms: with our knowledge of technology, we can achieve the most for our customer.