The latest edition to Damen Shipyards’ Groups Compact Tugs range, the ASD Tug 1810, is just 18.25 x 10.23 metres. Despite its size, the vessel is able to deliver 30 tonnes bollard pull ahead, and 28 tonnes astern.
Safety is a theme running throughout the ASD Tug 1810. It features, for example, a high freeboard to minimise water on deck, as well as the characteristic Compact Tugs tumblehome, allowing it to get safely up close to an assisted vessel.
The wheelhouse, too, is a safe place to work thanks to the shatterproof Damen Safety Glass, ergonomic controls and 360-degree views over the clutter-free decks below.
23 Volvo Penta double launch
A new partnership and IPS are unveiled 24 Marine supercaps Supercapacitors enter the market
26 Simpler foiling
Chartwell's foiling vessel has a third hull
28 Disaster averted Blazing oil tanker towed to safety
32 Technology insight
First electric ship-assist tug for the US
42 Floating wind
A report says it's the 'opportunity of the century' for industry
44 Northern Lights
Norway's carbon transport and storage project completed 46 FLIP vessel saved
A 'flipping' research vessel saved from the scrapyard 48 Deep-sea mining
A better alternative?
The vessel is also prepared to play a role in the maritime energy transition. The ASD Tug 1810 can be outfitted with a Damen Emissions Reduction System to provide IMO Tier III compliance.
The onboard Damen Triton IoT system further advances efficiency, collecting data from sensors all around the vessel to inform optimal sailing behaviour.
The ASD Tug 1810 is an example of Damen’s tried and tested approach to tug construction. It represents the combination of the latest innovation with proven technology to provide a robust answer to the challenges of the modern port operation.
■ For further enquiries https://www.damen.com/
BRIEFS
Storm in a teacup
After a media frenzy over what would happen to the bulk carrier Ruby, which was moored offshore Kent, England with a cargo of ammonium nitrate, things have quietened down and her fate will be an undramatic one, with a trip to a drydock for repair once she is unloaded.
The Port of Great Yarmouth will safely welcome the MV Ruby in order to fulfil our obligations as Statutory Harbour Authority and assist the vessel with trans-shipment of its cargo,” said Peel Ports.
USV developer handed €14m
Reach Subsea won €14 million to scale up its unmanned surface vessel development from the EU Innovation Fund, which hands cash to projects it believes advance zeroemission and innovative technologies. In October, Reach Subsea joined TotalEnergies in qualifying a pilot programme of the Reach Remote USV, and in June it agreed a similar move with Equinor.
Egypt calls on flooding experts
Egypt has enlisted the help of flooding experts from the Netherlands to tackle its sinking Nile Delta. Various factors point to the Biblical delta sinking, such as groundwater extraction, natural subsidence and sea level rise. Feasibility studies will be undertaken to investigate whether sand nourishment could be an effective way to solve the problem. The Dutch are no stranger to flooding issues, given that their land is below sea level – 26% is below sea level and about 60% in constant danger of flooding. A complicated network of dikes and flood defence barriers protect the country, and natural remedies like sand dunes.
US OFFSHORE WIND ‘A STORY OF MOMENTUM’
The Oceantic Network has painted a picture of growth for the third quarter of 2024, dubbing it a story of momentum; however it also says private investment and activity ‘are decelerating’.
The market report says major installation activities have continued across three major projects, with permitting advancements increasing the ’shovel-ready pipeline’ to 15GW, port ground breakings and vessel launches becoming routine.
“People are working,” it says. ”This momentum started building four years ago, when the US had no permitted projects, no projects under installation, and minimum supply chain investments.”
However, blaming uncertainty over the forthcoming election, which takes place next week, the report also says private investment and activities have
decreased, and states are working furiously to recover cancelled agreements.
The figures according to Oceantic are:
● 15.34GW under contract
● 15GW federal approved for construction
● 4.1GW in the installation phase
● 310MW operational
The growing US offshore wind sector is also providing opportunities for European designers and manufacturers, despite the restrictions of the Jones Act.
TURKEY INSTALLS FIRST ONSHORE POWER SUPPLY
Turkey’s largest container port has also become the first in the country to install onshore power supply for container ships at berth.
Asyaport, on the northern coast of the Sea of Marmara, says a three-year project to install the equipment and power supply was completed and its first customer, MSC Oscar, was powered for 48 hours with shore electricity.
It says that 105MW of energy was supplied to the 396m vessel, which has a capacity of 20,000 TEU.
No diesel was used during this period, which saved, Asyaport
says, 69 tons of carbon dioxide, along with methane, nitrous oxide, carbon monoxide, nitrogen oxides and sulfur dioxides (commonly referred to as NOx and SOx).
The system is capable of supplying two container vessels and three feeder vessels simultaneously, the port says.
The port generates 6% of its consumption needs with solar panels, the port says, and ultimately plans to supply the vessels with 100% renewable energy.
From design to infrastructure, the installation cost around $10 million (€9.1 million), and the port
says the target is to reduce a total of 15,000 tons of CO2.
In 2019, the European Bank for Reconstruction and Development (EBRD) loaned the port $12 million, which was the fourth financing for Turkey’s port infrastructure in that year.
The money was earmarked for electric ship-to-shore cranes and other equipment to help increase berth capacity, the EBRD said.
The port is the largest trans-shipment terminal near the Bosphorus Strait and was built between 2013 and 2015, also with partial funding from the EBRD.
GROUND BROKEN ON UK’S FIRST RESERVOIR FOR 30 YEARS
Nearly two years after contracts were awarded to build the first UK reservoir for 30 years, ground has been broken on the scheme.
The Havant Thicket Reservoir – in the southern English county of Hampshire – is being built by the Van Oord subsidiary Mackley and Jones Bros Civil Engineering joint venture ‘Future Water MJJV’.
The 160-hectare Havant
Thicket Reservoir should hold about 8.7 billion litres of water, with a daily supply capacity of 21 million litres, says Portsmouth Water, which is working on the project with neighbouring utility Southeast Water.
Tunnelled pipelines will be dug to transport water from nearby Bedhampton Springs to the reservoir, as well as take water out for supply to customers, when required.
The scheme also includes a new, green leisure hub for the area, with a visitor centre, wetland and network of footpaths, cycle routes and bridleways.
“The reservoir will cost around £340 million to complete and will be funded by payments from Southern Water for water resources over the long term,” say the project leaders.
It is scheduled to be completed by 2029.
BRIEFS
Fremantle Highway returns to Rotterdam
The car carrier that burst into flames last year, with the death of one crew member and loss of 3,000 vehicles including Lamborghinis and Porsches, has been loaded onto a semi-submersible vessel for transport to Asia. The 275m x 70m Shoei Kisen Kaisha-owned Fremantle Highway has been renamed Floor and will be repaired and modified before returning to service. Reports have said Floor is expected to continue her work as a car carrier when repairs are complete.
Lock opens to world’s largest ships
A civil engineering project delayed by 18 months has finally been completed, allowing the world’s largest vessels to sail through the Ghent-Terneuzen Canal. Ten million cubic metres of soil were dredged during canal-widening operations, a middle lock was demolished and replaced and new buildings at the North Sea Port, south of the Port of Antwerp, were build and scour protection added.
Floating wind opportunity
European countries are at the forefront of a new wave of growth in the floating wind industry, a report by RenewableUK has claimed. Italy, Spain, Sweden and the UK are all in the top five countries leading the charge alongside the US, the report says, with a global capacity of 266GW in the pipeline, whether in the planning, lease application, build or approval stages. Currently, the report estimates, there is 77.4GW of floating wind in operation.
CONSORTIUM CREATED WITH H&W PASSES PDR MILESTONE
A consortium that originally included Harland & Wolff says the first milestone along its road to building Navy Fleet Support Ships has been passed.
The £1.6 billion (€1.9 billion) programme was won in 2022 by the consortium ‘Team Resolute’ comprising BMT, Navantia and Titanic builder Harland & Wolff, which has since filed for bankruptcy.
Now BMT and Navantia say they have successfully completed a Preliminary Design Review (PDR), in working sessions with the UK Ministry of Defence.
“This milestone has confirmed the robustness and maturity of the design, marking the progression of the programme,” the press release said. “The FSS now enters a new phase, focused on detailed design and heading towards the start of construction in 2025, according to the schedule.”
Team Resolute was created in 2021 to bid for the design and build of the vessels – primarily for the underway replenishment of dry stores for Royal Navy vessels – by the end of this decade.
It laid out plans for BMT to design the vessels with Navantia assisting with technicalities, design and construction, and Harland & Wolff providing the facilities in which to build them.
No mention of Harland & Wolff was made in the recent press release, and in a coordinated response from BMT and Navantia, a spokesperson said: “We are not commenting on H&W corporate developments but I can clarify, on background, that the fact that H&W is not mentioned in the press release about the PDR does not imply
any change in the programme or the team.
“The design-engineering phase is led by BMT with the support of Navantia UK (H&W is not involved in this phase). What you can see in the press release is the normal development of the programme.”
The success of the PDR follows media reports originating in London’s Daily Telegraph last week that claimed Navantia was in talks with Harland & Wolff, but Navantia and BMT did not confirm the report.
EQUINOR BUYS ALMOST 10% STAKE IN ØRSTED
Norwegian multinational energy company Equinor has bought almost 10% of its Danish counterpart Ørsted.
The move signals a growing enthusiasm by traditional oil firm Equinor for offshore renewable assets, with Ørsted the largest developer in the wind industry in the world. Equinor becomes the second largest shareholder with
9.8% in Ørsted after the Danish government.
Equinor’s oil and gas production amounted to 2,082 million barrels a day in 2023, according to the company’s website, which means a daily power generation capacity of 4,235GWh and an annual capacity of 1.5 TWh. The company is now aiming to fire up its offshore wind assets to increase its share in
renewables generation.
“Ørsted has a net renewable generation capacity of around 10.4GW and a gross portfolio of offshore wind projects in execution of around 7GW,” says Equinor. “The company’s ambition is to achieve a gross installed renewable capacity of around 35 to 38GW by 2030.”
The target includes onshore wind and solar generation, it says.
BOLUDA EXPANDS OPERATIONS INTO FINLAND
Boluda Corporación Marítima has continued its steady expansion programme with the acquisition of Finland’s Yxpila HinausBogsering (YHB), consolidating the Spanish towing giant’s presence in Northern Europe.
The acquisition will see Boluda entering the Scandinavian market so it can serve its clients in the Gulf of Bothnia. It will add six tugs, five of which are ice-classed, to its fleet operating in the ports of
Kokkola, Vaasa, Raahe and Kemi. Kokkola in particular has grown significantly in the last decade, becoming one of the largest facilities in Finland with significance for the mining industry alongside handling dry bulk, chemicals and timber cargoes.
The move will add YHB’s experience of towing operations in the extreme conditions of the Baltic, where ice and low temperatures require the
knowledge and expertise of the Finnish company’s crews to perform manoeuvres ‘safely and efficiently’.
“This purchase is a further step in our consolidation in Northern Europe, a complex market where the experience and expertise of the crews are key to carry out towing and marine salvage operations in extreme conditions,” said Boluda president Vicente Boluda Fos.
■ One of Navantia’s shipyards
FOUR OCVs ORDERED BY UNNAMED EUROPEAN FIRM
An unnamed European company has ordered four 100m offshore construction vessels (OSVs) that can operate at depths of 3,000 metres.
German propulsion system firm Schottel has been contracted to supply the systems, which it says ‘are very specific due to the need to operate offshore at depths of up to 3,000 metres in complex sea conditions’.
The vessels will be used for oil and gas as well as offshore renewable energy such as wind by the ‘undisclosed firstclass European owner’, Schottel says.
Order details
Two Schottel Dynamic Rudder Propellers, with an input power of 2,700kW, have been ordered for each vessel, with the SRP 610 DL type containing azimuth thrusters in a compact design with integrated prime mover Embedded L-Drive and an eight-degree tilted propeller shaft, ‘resulting in less thruster-thruster and thruster-hull interation’.
The propulsion package of five thrusters per vessel will provide the future operator with the very best technology available on the market for dynamic positioning in heavy duty offshore applications
Each vessel will also have its main propulsion supplemented by a 1,500kW retractable rudder propeller type SRP-R 380 in the bow, equipped with an eight-degree tilted propeller shaft for increased efficiency. Finally, each vessel will have two additional transverse
2.050kW thrusters in the bow to provide even greater manoeuvrability.
The vessels are of a new Salt design, the Salt 308 OCV, with a deck area of 1,150m2
“We would like to thank all project partners for the confidence they have placed in Schottel to equip this series of OCVs with our thrusters,” says Roland Schwandt, Deputy CEO of Schottel. “The propulsion package of five thrusters per vessel will provide the future operator with the very best technology available on the market for dynamic positioning in heavy duty offshore applications.”
The first vessel is due to be delivered in 2026 by the Wuchang Shipbuilding Industry Group.
N-O-S orders two hybrid E-Class CTVs
Swedish fleet owner Northern Offshore Services (N-O-S) will expand its fleet of CTVs with new hybrid E-Class vessels.
The company has one E-Class vessel already, the M.V Energizer, a 39m LOA hybrid electric CTV that was built in 2022 and has 24 seats plus crew.
It runs on six Volvo Penta D16C-D MH engines delivering 551kW each, along side 271kWh of installed capacity batteries by Corvus Energy.
The new vessels will be slightly smaller, at 36.5m, but contain more seats, 32, N-O-S says, and will be delivered by Penguin Shipyards in the second half of 2025.
The point of the E-Class is that it is prepared for future fuels, hybrid or fully
■ M/V Energizer, the first E-Class CTV in Northern Offshore Services’ fleet
electric operations, with ’a future-proof platform designed for efficiency and performance, with a flexible engine
configuration intended to use only the power that the current situation requires’.
These new vessels ’will distinguish themselves’ with new features such as an improved hull design, interior comfort for crew, and large capacity, N-O-S says.
“We are proud to continue our journey towards a deepened sustainability and innovation focus by expanding our fleet with new E-Class vessels. This order confirms our commitment to offering our customers the best possible solutions while having future demands in mind”, says David Kristensson, Group CEO of Northern Offshore Group. “We are excited to see how these innovative vessels will ensure the efficiency and flexibility of our services.”
■ Four Offshore Construction Vessels ordered by an unnamed European company
A new design from Danish naval architect
Knud E. Hansen features a jack-up platform on a jack-up vessel, offering enough stability that crew could work on maintenance in any weather conditions.
The ’jack-up on jack-up’ is a 15m wide platform that can be elevated up to the height of the turbine nacelle, up to 175 metres.
It eliminates the need for dangerous rope access to the nacelle or blades, instead providing a safe platform that has a telescopic weather cover fitted to it that can also accommodate turbine blades of 130m in length.
At the aft end of the platform itself is an air-conditioned workshop, which means that when the weather cover is fully deployed, the platform essentially turns into a factory, allowing work to be done on the blades without having to take them back ashore.
Access to the nacelle is given by a cherry picker mounted on a hammer head at the fore end of the platform, and with the option to insert an X-Y motion-compensating system between the work platform and the platform carriers, the platform can remain stationary.
Knud E. Hansen has been designing ships and providing engineering services since 1937. It says more than 800 vessels have been built to its designs, with thousands of studies carried out.
■ Knud E. Hansen’s ’jack-up on jack-up’, with the telescopic weather cover on top of the 15m wide platform that can be raised to the height of the nacelle
BMT UNVEILS SUSTAINABLE HYBRID CTV
BMT has unveiled its new crew transfer vessel developed in partnership with Strategic Marine.
Making its debut at WindEnergy Hamburg, the StratCat is the company’s latest addition to the offshore wind industry, with a strong focus on sustainability.
“The StratCat35 represents a leap forward in vessel technology for the offshore wind sector, blending sustainability with operational excellence,” said Toby Freeman, senior navy architect at BMT.
“We’re proud to work alongside Strategic Marine to bring this innovative solution to the market.”
The StratCat35 represents a leap forward in vessel technology for the offshore wind sector, blending sustainability with operational excellence. We’re proud to work alongside Strategic Marine to bring this innovative solution to the market
The 35m methanol-ready hybrid features a large deck area for improved storage capacity and a Z-Bow hull form giving improved vessel speed and performance.
Additionally, the StratCat 35 incorporates BMT’s latest generation active fender system, ensuring safer and more efficient technician transfers. The design emphasises efficient workflow for the vessel’s 36 passengers and 10 crew members.
The introduction of the StratCat35 CTV highlights BMT and Strategic Marine’s shared commitment to advancing sustainable maritime solutions.
“The StratCat35 is a testament to BMT’s exceptional design expertise and our shared commitment to sustainability,” said James Lewis, business development manager at Strategic Marine.
“Their innovative solutions have truly elevated this vessel’s performance and operational versatility.”
Dover’s first pilot boat for two decades
The Port of Dover has launched its first new pilot boat in almost two decades, taking a significant step forwards in modernising its fleet.
With advanced technology and powered by HVO diesel, DHB Diligent, developed in partnership with Holyhead Marine, is designed to improve fuel efficiency and reduce emissions, in line with the port’s sustainability goals.
“Diligent is a brilliant addition to our important fleet of pilot vessels and we are extremely proud to celebrate today as she officially starts operation,” said Steven Manser, Harbour Master at the Port of Dover.
“Brand new and with the latest features, she will provide exceptional assistance to
■ DHB Diligent has been developed in partnership with Holyhead Marine
our pilots, who do a great job escorting vessels into berth, sometimes during challenging weather conditions.”
New addition
DHB Diligent was christened by godmother Emma Ward, the port’s chief operations officer, and is fully operational after a naming ceremony earlier in September.
It will help guide a wide variety of ships, from cargo vessels to leisure boats, safely into the port, which operates in one of the world’s busiest shipping lanes.
After three years of development and consultations with industry experts, the workboat arrived in July 2024 and has undergone extensive trials before going into operation.
With this launch, the Port of Dover said it continues its commitment to creating a more seamless, sustainable and technologically advanced port environment.
■ BMT and Strategic Marine have unveiled the StratCat35, a sustainable hybrid crew transfer vessel for the offshore wind industry
Bakker Sliedrecht has secured a contract with Jan de Nul Group to deliver an innovative plug-in hybrid power plant for the company’s first 2,000 m³ trailing suction hopper dredger.
The contract includes the supply of a DC-grid, electric motors, generators, and a state-of-the-art battery system to enhance fuel efficiency and reduce emissions.
“A DC-grid configuration provides significant benefits, especially for payload-based vessels like dredgers,” said Marcel Bakker, sales & proposal manager at Bakker Sliedrecht.
“It offers 40% space and weight savings compared to AC grids, with lower energy losses, increasing fuel efficiency and reliability.”
Increased efficiency
The hybrid power plant features Bakker Sliedrecht’s in-house developed DC-power management system, optimising the balance between the battery and generator sets.
It improves the vessel’s fuel efficiency by utilising functionalities like peak shaving, ramp rate control and spinning reserve.
The electrical system is designed to meet Jan de Nul’s goals to limit emissions and noise level as much as possible.
It is one of many initiatives in support of
Fastnet Shipping Ltd
MARINE PLANT SPECIALISTS
JAN DE NUL’s HYBRID HOPPER DREDGER ELECTRICAL PACKAGE
their ambition to reduce the company’s greenhouse emissions with 40% by 2035, in line with the Paris Agreement.
Bakker Sliedrecht’s expertise in hybrid power solutions further strengthens its role in driving sustainable innovation within the dredging industry.
The contract with Jan De Nul follows the
Two New 23m Multicat Workboats being built for major middle east project early 2025
• Vessels with International Load Line for sea bed mapping and sampling
• Tugs & Pontoons
• Jack up Barges
• Windfarm Support Vessels
• Dive Support Vessels
■ Bakker Sliedrecht has secured a contract with Jan de Nul Group to deliver an innovative plug-in hybrid power plant for the company’s first 2,000 m³ trailing suction hopper dredger
recent successful delivery of a comparable DC-electric power plant combined with a battery system for another trailing suction hopper dredger.
Fastnet Rock
essels with International
Fastnet Lír
SIMPLE STINGER SOLUTION FOR SOPHISTICATED BOATS
H. Henriksen’s launch and recovery systems (LARS), on show at Seawork in June, remain very straightforward, even though the latest iterations are fitted to extremely sophisticated boats, writes Stevie Knight.
“When it comes to getting a boat in or out of the water, there are a lot of very advanced ways of achieving the same thing,” says Remi Fjelldal, director of Research & Development at H. Henriksen. “But the key is actually to go in the opposite direction.
“You can always add sensors and other features. However, the more you introduce, the greater the complexity. And the more components you have at sea, the more the potential problems. So we keep asking, how can it be made as simple as possible?”
In fact, the original idea goes back to the 70s: the ‘nose’ of an autonomous underwater vehicle (AUV) pops off when it reaches the surface, revealing a rope that can be hooked by crew.
More recently, H. Henriksen has taken up the challenge to create an unmanned surface vessel (USV) ‘toolkit’ that can be used across a broad variety of scenarios. Because AUV operations leave little capacity for more than mission equipment, power, manoeuvring capability and so on has to come from the surface vessel.
H. Henriksen’s Stinger solution
H. Henriksen’s solution is the Stinger: a sliding frame on rails. On triggering, this extends until it protrudes over the stern and into the sea, releasing the AUV. On return, the USV manoeuvres to bring the slider under the AUV – which can be dead in the water, says Fjelldal – a claw on its nose engaging with a snag line loop positioned across the slider to secure it.
A winch attached to the line brings both slider and AUV inboard so that the entire package fits, once again, neatly inside the USV’s footprint.
It’s a simple system that can be configured for ships with up to 5m freeboard and still remain operational in very rough seas, so it’s not surprising that it’s popular, with more than 100 already delivered to manned and unmanned vessels.
And there’s another reason for its place in the USV market: while these craft currently rely to some degree on combustion power, they require fully electric equipment as there’s simply no room or energy to spare.
Triggering actuators is far, far more efficient than, for example, pumping up hydraulic kit; and keeping the load demand down will remain a central issue even if USVs transition to another, alternative power source.
The tech also yields a pretty slick operation, so if there’s some urgent need to get the AUV back or it simply won’t start, it can be picked up inside five minutes.
Further, while some LARS are directly deck mounted, others are inside ‘lift-on-lift-off’ containers, making rapid deployment changes achievable.
When it comes to getting a boat in or out of the water, there are a lot of very advanced ways of achieving the same thing. But the key is actually to go in the opposite direction ‘‘
Adjustments for USVs
While all this is based on well-established technology, it did take a little more development to make the LARS fit for USVs, admits Fjelldal: steel had to give way to lighter alternatives, bringing the weight (minus AUV) down by around half.
However, it yields a remarkable efficiency: for example, an 11m USV can deploy a comparably chunky 6m Hugin AUV.
This also means that surface vessels can provide a taxi service from a mothership, so that its AUVs reach the field with a full battery. Henriksen also has a variety of USVhandling solutions for the other end of the operation, from integrated davit hooks and painter lines to ramps and floating docks for the larger vessels.
All in all, the drivers appear to be converging: autonomous deployment means smaller, nimbler and more cost-effective boats “with fewer crew in danger”, says Fjelldal.
And the key factor behind this is the growing realisation that remote and autonomous work is probably most effectively supported by robust simplicity.
■ H. Henriksen’s Stinger for AUV launch and recovery
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7-9 October 2025 | Kobe, Japan
As the Association celebrates its seventieth anniversary, IAPH looks forward to welcoming you to Japan and the city of Kobe, where its roots can be found. Following the symbolic idea of establishing world peace through world trade, and world trade through world ports, this 70th annual meeting at the #IAPH2025 World Ports Conference will reunite global port leaders with their counterparts from policy makers, financial institutions, ship and cargo owners, and service providers, delivering a forum for networking, knowledge sharing and debate.
DREDGING INNOVATION FOR VALENCIA QUAY
Jan De Nul Group has signed a contract with the Valencia port authority to construct a new container quay in the port’s northern extension.
The 58-month project will be executed in collaboration with Acciona Construcción and Grupo Bertolín, marking a continuation of Jan De Nul’s longstanding partnership with the Port of Valencia. The new quay is expected to create approximately 5,000 jobs in the region.
“The Port of Valencia entrusting us with this significant contract, in partnership with Acciona Construcción and Grupo Bertolín, is a testament to the quality work we’ve delivered here for decades,” said Yves Van Aken, area director at Jan De Nul Group.
The upcoming container terminal aims to integrate advanced technology, eco-efficiency, intermodality and sustainability, enhancing its service to the Spanish economy while reinforcing Valencia’s position as a key European hub in the Mediterranean.
We’re proud to contribute to the region’s economic growth through this innovative project, and to once again play a key role in a development that prioritises sustainability and electrification ‘‘
The infrastructure will cover about 137 hectares and feature a 1,970m berthing line, significantly increasing the port’s capacity to handle an additional five million containers annually, alongside its existing capacity of seven million.
Designed to accommodate the latest generation of Megamax vessels, measuring up to 430 metres in length and carrying over 24,000 containers, the terminal will incorporate state-of-the-art technology and fully electrified facilities.
The port authority highlighted Jan De Nul’s commitment to environmental sustainability, which includes plans to reuse much of the 25 million cubic metres of dredged material for the quay, minimising the need for additional soil transport.
“We’re proud to contribute to the region’s economic growth through this innovative project, and to once again play a key role in a development that prioritises sustainability and electrification,” said Van Aken.
Scheldt Tunnel construction reaches milestone
The construction of the Scheldt Tunnel, part of the Oosterweel junction project, has reached a significant milestone with the completion of the basic construction of the tunnel elements at a dock in Zeebrugge, Belgium.
Since January 2023, TM COTU has overseen the project, using approximately 200,000m³ of concrete and 50,000 tonnes of steel to create eight massive tunnel elements, each weighing around 60,000 tonnes.
TM COTU stands for Tijdelijke Maatschap Combinatie Oosterweeltunnel in Dutch, and is a consortium comprising the Belgian construction companies BESIX, DEME, Stadsbader Contractors and Jan De Nul.
These elements include two traffic shafts, a six-metre-wide bicycle shaft and an escape shaft.
“This last concrete pour marks an important milestone,” said Gert Osselaer, operational director at Lantis, the project developer that awarded the contract to TM COTU.
“During the past few years, many efforts have been made in this construction dock and progress has been impressive,” he said, adding that the next phase was to tow the tunnel elements to Antwerp for immersion by 2025.
Raymond De Kroon, director of execution at TM COTU, outlined the intricate transport process. “As soon as the tunnel elements are fully waterproof and ready to leave, the construction dock is cleared and flooded. The tunnel elements are equipped with ballast tanks to rise and immerse them in a controlled way,” he said.
The completed Scheldt Tunnel is set to enhance regional connectivity, with traffic expected to flow through by 2030, while cyclists will gain access by 2028.
■ Jan De Nul’s dredger ‘Fernão de Magalhães’ at work in Morocco. The same type of vessel will be used for the port of Valencia
Credit: Jan De Nul
■ The Scheldt Tunnel construction in Zeebrugge has completed its basic elements, with a key tunnel transport phase beginning shortly
Credit: Lantis
A pontoon the size of a football pitch has arrived at Rødbyhavn harbour in Lolland, Denmark for the next stage in sinking the largest tunnel of its kind in the world.
Built at the Polish shipyard of Crist, Gdynia in Polen, the immersion pontoon is actually two vessels that can be used individually or as one piece.
Ivy 1 and Ivy 2 will support the 217m-long elements of the Fehmarnbelt Tunnel from the harbour to their point of immersion between Denmark and Germany, where they will form an 18km subsea tunnel connecting the two countries.
“”The Immersion Pontoon has two main functions: to support the elements and to control the immersion process. The vessel contains winches with over 200 km of steel wire and a control room from where the immersion process will be managed,” said Baris Nacar, Construction Marine Manager for Femern, the contractors building the tunnel.
“Ivy 1 and Ivy 2 will support opposite ends of each standard element. However, the special elements, which are significantly shorter, will be supported by the two vessels coupled together.
“It will require a steady hand and some highly advanced equipment to immerse the tunnel elements with the precision we require.
UNIQUE VESSEL DEPLOYED AT WORLD’S LONGEST IMMERSED TUNNEL
Our Immersion Pontoon, therefore, has been specially built for this purpose.”
In total, 79 tunnel elements, each 217m x 42m, and nine metres high, are being produced from nine castings or segments, each 24m long. Another 10 elements will be cast in different sizes. Once sunk, the elements will be fitted together with millimetre precision, the water pumped out and a partial vacuum lock them together.
A layer of protective stone will cover them,
in turn being layered naturally with gravel and sand. The tunnel will start and finish in Lolland in Denmark and Puttgarden in Germany. As well as containing by road, a railway track will accommodate a 200km/h train that will connect Hamburg with Copenhagen in less than three hours.
■ An Immersed Pontoon has arrived in Denmark to assist in sinking elements of what will be the longest immersed tunnel in the world
NORMANDY’S FIRST OFFSHORE WIND FARM CONNECTED
A two-year project to lay offshore wind farm subsea cable so that Normandy’s first offshore wind farm could be connected has been completed and the wind farm commissioned.
The work involved laying high-voltage cables through a 90m flood defence barrier while replacing a 100-year-old jetty, a tourist icon and therefore quite sensitive.
Despite the complexity and challenge of the works, they were completed without a single disruption to shipping operations at one of France’s busiest ports.
In an interview with Maritime Journal, De Romein Nearshore’s senior project manager Jamie Howard explained how results were achieved despite huge challenges with planning, tides, harsh environmental conditions and mass pouring of marine-grade concrete.
The key task involved digging a trench through the middle of Fécamp Port to lay the end of a 14km export cable from the Fécamp offshore wind farm substation in Normandy, which has now been commissioned.
‘‘
We
had to build through the port, ensuring there were no interruptions
to shipping traffic over two years
But this was far from the only task: at the same time, a 70m section within the existing flood and storm defence barrier had to be carefully removed, reinforced and re-installed, first by dismantling the 100-year-old timber jetty and rebuilding its foundations.
“We had to build through the port, ensuring there were no interruptions to shipping traffic over two years,” said Howard. ” We had to deal with huge tides and 8m unforgiving waves, which is why the wind farm was built there. It all required careful coordination with the harbour master, sometimes a tense process, but we proved it could be done.”
Equipment and vessels
Once the cable was laid from the wind farm substation to landfall, De Romein Nearshore, with a 120t C57 jack-up barge at its disposal equipped with cranes, a cherry picker and long-reach excavator for dredging and demolition, assisted with the trenching and cable installation.
De Romein’s fleet also includes the Capall Mara (Seahorse) back hoe dredging vessel, which completed most of the dredging campaign.
For the flood defence, pre-fabricated caissons were stacked up ‘like Lego’ and reinforced with steel rebar. Trucks were brought in to mass pour the concrete into them – which had to be done while it was still wet, so within 45 minutes of leaving the concrete facility.
France’s largest concrete and cement firm, Lafarge, was called in for the task of pouring and pumping concrete in two procedures – which, Howard said, the firm had not done before.
“The caissons also formed the foundations for the timber jetty – which as a tourist icon is very sensitive – to make way for the ducts for both cables,” said Howard.
The seabed had to be level within 1o of tolerance, Howard said, and all dredged material was taken 6nm out to sea to a pre-determined site and dumped.
“We had to clear every single piece of debris that could potentially get in the way of shipping operations, so we needed multiple vessels, multi-beam surveys at every opportunity and dive support,” he said.
France’s offshore wind scenario
France was late to offshore wind, only beginning its first one four or five years ago, in which Howard was also involved, he said. In a bid to strengthen its own energy supply and remove reliance on imports, the government decided to ramp up this development, setting a target of 45GW by 2050 and an interim target of 18MW by 2035, according to the association WindEurope.
This will be a steep task, and one which Howard says is keeping De Romen Nearshore’s order books healthy for years to come.
“Our workload is primarily offshore wind,” he said. “There has also been a lot of red tape removed, so it is much quicker to get the necessary planning and approvals in place.
“We are struggling to find enough people.”
The Fécamp wind farm consists of 71 turbines with a total generation capacity of 500MW, over an area of 60km According to owner EDF Renewables, it began generating electricity in May 2024.
It is the first one in Normandy and the third fully operational one in France, which has more than 50 in the planning stages.
■ The Port of Fécamp after cable landing and installations to reinstate original infrastructure
■ De Romein Nearshore senior project manager Jamie Howard
The UK government has rubber-stamped spending £22 billion (€26 billion) on projects to capture and store CO2.
Secretary of State for Energy Security and Net Zero Ed Miliband made the announcement today, at the same time calling time on the UK’s last coal power station.
Without going into many details, the Labour government’s announcement of the project, which was kick-started by the previous Conservative government, says carbon dioxide will be captured and stored under the seabed.
The commitment comes after a number of Final Investment Decisions were moved four or five times, says Gari Harris, director at the Net Zero Industry Innovation Centre in the northeast of England, where a lot of research is going into CCUS, green hydrogen and other projects.
“In the North Sea there are the Northern Endurance Partnership Fields. Back in 1972, when BP and everyone were drilling for oil, they went there but didn’t get oil – it’s a saline aquifer. It’s perfectly suited to store CO2 – there is about a billion tons worth of storage there.”
The commitment is in line with the government’s target to reach ‘net zero’ by 2050.
As part of the announcement, the government’s Department for Energy Security and Net Zero says its mission to tackle climate
UK GOV PLEDGES £22bn FOR CARBON CAPTURE
change comes ‘at a time when the UK has seen a year of record-breaking temperatures’.
The claim might come as a surprise to many UK residents, given the lower than average
temperatures throughout the summer of 2024, according to the Met Office.
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GREENING THE GREY: HARBOUR WALLS BECOME MARINE HABITAT
’Living seawalls’ can offer huge benefits for sea water quality, providing habitats on structures that would otherwise be hostile to marine life.
The concrete and brick structures of harbour and quay walls have been transformed into ‘havens of biodiversity’ following work initially started by Sydney-based Living Seawalls and now taken on by the UK’s University of Plymouth.
Modular panels that mimic foreshore and intertidal habitats are affixed to harbour walls, with each one designed to create different features suitable for different species.
An example would be a rock pool panel, which retains a small puddle of water when the tide is low for species that need to remain submerged at all times.
On hearing about the Sydney project, Tina Robinson from the ocean conservation charity Our Only World joined up with Louise Firth, at the time associate professor of Marine Ecology at the University of Plymouth, to create a similar environment.
Installing the panels at Sutton Harbour took two weeks over multiple tides and a year later, marine species are flourishing on the living seawall after initial biofilm prompted algae growth and then animals such as mussels and oysters.
Benefits of bivalves
“Living Seawalls have been shown to transform structures along our coastlines, turning flat, lifeless walls into havens of biodiversity, by combining decades of ecological and engineering knowledge,” said PhD student Jess Allen, who has written a thesis on eco-engineering and is working on a project to assess the effectiveness of such engineering solutions.
“Ecological engineering is a way of encouraging biodiversity back onto our artificial coastlines. When used effectively, it can bridge the gap between our human requirements of the coast and the requirements of our local ecosystems.”
Oysters, mussels and other bivalve animals are known to
have incredible water-purifying capabilities, with one mussel able to filter up to 150 litres of water in a single day, says Louise Firth, who is now a senior lecturer in Environmental Sustainability at University College Cork.
A single oyster is even more effective, able to filter 200 litres in a day, removing pollutants from the water.
“The purpose of Living Seawalls is basically to make space for nature on a structure that it wouldn’t normally survive on,” said Firth.
Sustainable panels at Seawork Marine civil engineering firm Inland and Coastal Marina Systems partnered Living Seawalls to make the panels, repurposing industry waste into construction material, it said.
ICMS and Jess Allen exhibited the Living Seawalls at the commercial marine exhibition Seawork in June.
Ijmuiden sea lock project nears completion
The new sea lock in Ijmuiden in the Netherlands is nearing completion of its crucial salt dam project, designed to mitigate ecological impacts caused by saltwater intrusion into the North Sea Canal.
While the lock – the largest in the world –can accommodate larger vessels, it also introduces challenges, notably the influx of saltwater that threatens the canal’s ecosystem and drinking water supplies.
To address this, the salt dam will employ ‘selective extraction’ techniques to sluice saltwater back to the sea. A section of the Binnenspui Canal is being deepened to a depth of NAP -23 metres, allowing saltwater—heavier than fresh water—to accumulate at the lowest point. Engineers will install pillars and walls within this
deepened section, creating a ‘letter box’ to manage saltwater flow effectively.
Engineering firm Witteveen+Bos was commissioned by Rijkswaterstaat to prepare the design and build contract and is advising Rijkswaterstaat during its execution.
Construction began in October 2022, and significant progress has been made, with the 27m-high pillars installed by Europe’s second-largest crane vessel, the Gulliver, in March 2024. This summer large concrete walls and necessary infrastructure will follow, ensuring the dam is operational by the end of 2024.
The project will also include four fish passages, enabling migration between the sea and inland waters, crucial for species like eels that rely on both environments.
■ Jess Allen with Inland and Coastal Marina Systems at Seawork
■ The Ijmuiden sea lock’s salt dam project is nearing completion, addressing saltwater intrusion and enabling fish migration by late 2024
GUIDE TO SINGLE VESSEL CLASS APPROVAL & COMPLIANCE
Emissions compliance for IMO Tier III and Stage V Inland Waterways is necessary for many vessel owners and operators; however, challenges can be met when faced with the choice of engine types and space envelopes in vessels.
Dr David Phillips, Engineering Director with Eminox, explains how innovative solutions and years of industry experience now enable naval architects and boat builders to achieve Single Vessel Class Approval and the required emissions compliance, and how this methodology can benefit the maritime industry.
What is Class Approval?
First, it is prudent to understand what Class Approval is and the impact it has on maritime sectors.
Classification societies award Class Approvals and are recognised advisers to the maritime industry. They are responsible for enhancing safety, quality, energy efficiency and environmental performance for all vessel types, globally.
To that end, it is important to ensure all parts of a vessel have appropriate Class Approval where required. Doing so ensures a seamless route to full vessel approval. Furthermore, class society approvals for emissions compliance are measured against Annex 13 of Resolution MEPC 291(71) guidelines, with two schemes to choose from: Scheme A and Scheme B.
Scheme A is used to obtain approval for a range of engine types, typically undertaken on a test bench, for serial supply into the market whilst Scheme B is for single vessel or a limited number of engine approvals where using a test bench would not be cost effective. Eminox supports its customers through both schemes depending on the specific customer needs.
Why is it important to the maritime industry?
Class Approval is required before a vessel can be launched and one part of the approval process includes ensuring the propulsion or auxiliary engines and their exhaust systems are fit for approval.
Aside from choosing new systems that meet the latest emissions standards, it is also possible to upgrade the emissions compliance of engines that are currently noncompliant. This emission control solution provides naval architects and boat builders with the flexibility to choose the brand and size of engines they prefer for their specific project, without compromise.
When considering IMO Tier III emissions regulations, in force across multiple emission control areas (ECAs), it is possible to upgrade an IMO Tier II engine to successfully achieve IMO Tier III, with class approval.
Fitting an approved controlled exhaust after-treatment system significantly reduces harmful PM and NOx to achieve IMO Tier III emissions levels and gain class approval.
In practice
A recent project completed by Eminox, exhaust aftertreatment and emissions compliance experts was based on an engine out NOx limit of 6.0 g/kWh and a targeted tailpipe NOx mass of 1.96 g/kWh. The exhaust after-treatment system was required to reduce NOx by a minimum of 67.5%
to ensure tailpipe NOx emissions met the limits of the IMO Tier III NOx emissions regulations.
Using industry-approved Portable Emissions Measurement System (PEMS) testing, it reported this system reduced NOx emissions by 87.1% at 25% load, 80.6% at 50% load and 90.6% at 75% load, far exceeding the IMO Tier III requirements.
Full classification society certification was received for this exhaust after-treatment control system, tailored for the marine industry, and the certification allowed Eminox’s customer to obtain full on-vessel approval and receive single vessel emissions approval on the first occasion.
The success of the project means that by implementing the Scheme B approval process, it is possible to upgrade the emissions compliance of an engine to IMO Tier III regulations by specifying Selective Catalytic Reduction (SCR) technology, designed specifically to suit many engines and vessels, including those with challenging space envelopes.
And for vessels operating in Stage V Inland Waterway regions, the reduction of PM is achieved by adding a diesel particulate filter (DPF).
How to achieve full vessel approval
Naval architects and boat builders can choose any recognised classification society, such as DNV (Det Norske Veritas), Bureau Veritas (BV) and Lloyds Register, to seek full vessel approval.
As part of class society approval processes for emissions compliance of a single vessel, Eminox will provide customers with the type approval number, which forms part of the full vessel class society survey.
Together with Scheme B emissions testing, this certifies a vessel is fitted with the latest emissions reduction technology and that it complies with maritime emissions regulations such as IMO Tier III and Stage V Inland Waterways.
This Eminox process to achieve the latest emissions standards, from design concept through testing and then installation, provides naval architects, boat builders and owners with a real-world proven process in which they can achieve the necessary emissions compliance whilst
Dr David Phillips
TWO DUTCH COASTAL PROTECTION WORKS UNDER WAY
Coastal maintenance work has begun at the Maasvlakte 2 area of the Port of Rotterdam as part of a large programme of works to protect the low-lying Netherlands.
Commissioned by the Dutch Ministry of Infrastructure and Water Management executive agency (Rijkswaterstaat), Van Oord has started a sand-nourishment project in the area to protect the port area and Rotterdam’s hinterland.
Vox Apolonia, Van Oord’s LNG-powered trailing suction hopper dredger, will dredge around 1 million m3 of sand 10 kilometres away in the North Sea and deposit it on the Maasvlakte 2 beach and seabed just offshore.
A pressure pipe will be used to pump the sand on to the beach, where bulldozers and excavators will spread it out. The idea is that over the next few months, wind and other weather will shift the sand into dune shapes, ‘reinforcing the coast using the forces of nature’.
Maasvlakte 2 has been reported on by Maritime Journal, as a huge port expansion project that was started in 2008.
Since then, the Prinses Amaliahaven container port has been built, and the Yangtze Canal widened.
Dredging
Afsluitdijk Dam works
Van Oord is also working to repair a dam crucial for protecting large parts of the Netherlands from sea flooding.
The Afsluitdijk Dam, a 32km dam that crosses the Usselmeer inland lake in the northern Netherlands, was first built in 1932. Rijkswaterstaat has hired contractors to strengthen it along its entire length, with cladding on its outer side facing the Wadden Sea.
‘Levvel blocs’ each weighing 6.5 tonnes will be placed on top of basalt blocks on the lower scope to break the waves, with symmetrical positioning and GPS chips installed, which Rijkswaterstaat says will make them easier to inspect and maintain. The works was due to be finished last year, but technical issues because of the complexity of the worlds have slowed progress and it is still ongoing.
The €550 million project is being carried out by a consortium of Van Oord, BAM and Rebel.
kicks off to make luxury fern-shaped island
Dredging, land reclamation and 200 million m3 of sand placement has been kicked off to create luxurious beach-front villas in Dubai.
Dutch mammoth Jan De Nul has won the contract for the works, which have been ordered by Dubai Holding’s real estate arm Dubai Holding Real Estate through member Nakheel.
The Palm Jebel Ali project is very artistic and difficult to describe: 16 ‘fronds’ of a sandy fern-shaped island spanning an area of 13.4 kilometres will eventually have around 700 villas built along them, each having beachfront access on what will amount to a total of 91 kilometres of beachfront.
The first eight ’fronds’, according to various media, will be site-ready by the first quarter of 2025, and the entire scope of the
project is expected to be completed in just over two years.
Jan De Nul’s specialised equipment will be deployed, including trailing suction hopper dredger Brunelleschi, which will have to dredge around 200 million m3 of sand.
To finish off the beaches, a special ‘sieve’ will be installed on Brunelleschi to lay down
a 1m top level of sand ‘of the highest quality’. There will also be a main road built to connect the man-made island to the city’s main motorway.
“We are proud to be able to continue this project and are delighted that Jan De Nul Group has played a key role in the construction of Palm Jebel Ali,” said Jan De Nul Area director Filip Morobé. “This project is a testament to the expertise of Jan De Nul Group, especially in the areas of dredging, rock protection and soil compaction.”
According to the Dubai newspaper The National, 700 villas have already been sold – each fetching between $5.4 million and $13.6 million, it quotes head of research at Mena Clobal Commercial Real Estate Matthew Green as saying.
■ Beach nourishment works at Maasvlakte 2, Rotterdam
Credit: Van Oord
■ Palm Jebel Ali project
$137 million world-class vessel repair and maintenance services will be built at the Ghanaian port of Takoradi with a ‘groundbreaking’ floating dock ship project.
UK-based Interocean Marine Services is assisting Prime Meridian Docks Ghana in the project to build and operate a floating repair facility in the project, named ‘Project Shiprite’.
Project leaders hope the dock will help to retain foreign currency that would have otherwise been lost to overseas shipyards by giving local alternatives for ship repair.
The design features a 13,500-tonne lift capacity floating dry dock, 18,000m2 of reclaimed land, a 200m jetty, an array of heavy marine equipment and the usual modern workshops for pipe and steel fabrication, and offices.
Around 300,000m3 of rock will have to be dredged from the port basin, reports said.
“These features will provide world-class ship repair and maintenance services to vessels trading in the Gulf of Guinea, positioning Takoradi as a strategic hub for maritime operations in the region,” said Interocean, which is based in Glasgow, Scotland, with offices in Norway, Canada, the UAE, Angola and Ghana.
‘GROUNDBREAKING’ FLOATING DOCK FACILITY FOR GHANA
“The strategic location of this facility will provide shipowners whose vessels trade within the Gulf of Guinea with world-class repair and maintenance services,” said Kanayo Awani, executive vice president of the Intra-African Trade and Export Development Bank (Afreximbank), one of the co-funders.
PORTSTRATEGY
INSIGHT FOR PORT EXECUTIVES
The design features a 13,500-tonne lift capacity floating dry dock, 18,000m2 of reclaimed land, a 200m jetty, an array of heavy marine equipment and the usual modern workshops for pipe and steel fabrication, and offices
“By providing services that would have otherwise been lost to foreign shipyard repair facilities, the interventions of Prime Meridian Docks will retain much-needed foreign currency within the continent.”
The port of Takoradi is about 140 miles from the Ghanaian capital of Accra.
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The largest port expansion in 40 years has been inaugurated at Gothenburg after six years of construction work.
Planning for the new 144,000m2 terminal began as early as the 1990s, with a mission to concentrate terminal operations in the outer port area, away from the city centre and nearer to transport infrastructure.
“Now that future is here, and this terminal is needed to meet the transport needs of Swedish industry today, which are also expected to continue growing over time,” said Göran Eriksson, CEO of the Port of Gothenburg.
The terminal has been named ‘Arendal 2’, and some of the new space will be taken by the Swedish cruise line Stena as it relocates from the city centre.
There are also going to be filling, channelling and water purification for a future ferry terminal, the port operators say.
To form the foundations of the new port area, 180,000m3 of contaminated materials were dredged from the Göta River then solidified.
“We have hit two birds with one stone here, where we have both managed to clean the river and dispose of dredging material locally without unnecessary transportation,” said Eriksson. “This has been done in a safe and environmentally friendly manner under a strict
GOTHENBURG PORT EXPANSION INAUGURATED
control programme. The goal of re-using as much material as possible has been very successful in this project.”
Arendal 2 has had 42km of electric ducting installed, 11 pump stations and 250 wells, with a storm water treatment plant and nine lighting masts.
IMO Tier III | Stage V Inland Waterways Exhaust aftertreatment systems
To build rock embankments around Arendal Bay, 1,500 piles had to be driven into the seabed before the dredged material was in-filled, stabilised and solidified.
The Port of Gothenburg is the largest in Scandinavia, handling around 20% of Swedish foreign trade and 50% of all container traffic.
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Click here to read article on Maritime Journal online
Click here to read article on Maritime Journal online
Click here to read article on Maritime Journal online
Click here to read article on Maritime Journal online
BLAZING OIL TANKER DISASTER AVERTED BY SALVORS
A million barrels of crude oil have been saved from causing unprecedented ocean pollution after salvors successfully towed the blazing tanker Sounion to safety.
Protection forces have confirmed that the difficult and risky operation to rescue Sounion after being attacked by Houthi rebels in the Red Sea is progressing well, so far avoiding any oil spill.
In August, while on passage from Basrah in Iraq to Greece and reportedly laden with more than a million barrels of crude oil, Sounion was attacked by Houthi militants. Three projectiles struck the vessel and a fire broke out on board, which was put out but resulted in disabling the vessel.
The crew of 25 plus four security personnel were evacuated safely by vessels of the EUNAVFOR ASPIDES naval military operation, which was set up in February to try and safeguard maritime security in the Red Sea, Indian Ocean and Gulf, under the EU Common Security and Defence Policy.
Houthi rebels then boarded Sounion, planting explosives that led to simultaneous explosions and fierce fires emanating from several locations along the vessel’s deck.
It is not uncommon for civilians to be caught up in geopolitical disputes involving force and in the case of the Sounion, once again innocent seafarers have been put at risk.
Once safely removed from the vessel the risk passes to commercial salvage contractors, who are called upon to save the vessel and more importantly, avoid what in this case could lead to catastrophic environmental damage on a scale not seen before.
Once safely removed from the vessel the risk passes to commercial salvage contractors, who are called upon to save the vessel and more importantly, avoid what in this case could lead to catastrophic environmental damage on a scale not seen before
Salvage attempt
Particularly concerning was the length of time the fires were allowed to continue, risking the structural integrity of the vessel.
While military forces often have salvage capabilities, they are mainly aimed at protecting their own and it is the commercial salvage industry that responds to such incidents on a daily basis, providing the essential hardware and expertise.
Salvors are in the ‘risk business’ by default, occasionally involving operation in war zones; indeed the ‘tanker wars’ in the Persian Gulf and Strait of Hormuz in the late 1980s involved commercial salvors operating while under fire.
The identity of the salvors in this case was initially not made public to protect their own safety and as is the norm in such incidents they had to weigh up not only the commercial
risks which, depending on the contract negotiated, could involve a ‘no cure-no pay’ element, but also the risk to their own personnel working on site.
On this occasion, with the Houthi rebels reportedly still threatening further attacks on the vessel, the risk was considered too great for any salvage operation to continue without military protection.
Three potential phases existed in dealing with Sounion: towing the vessel to a safe area; extinguishing the fires; and stabilising the situation on board before offloading the remaining crude oil from the vessel to eliminate the threat to the environment.
EUNAVOR ASPIDES
EUNAVFOR ASPIDES quickly became the umbrella organisation that would take on the role of protecting salvors and also report on progress with the operation, naturally involving a delicate balance of diplomacy, practical action and providing information while ensuring the safety of those involved.
The private companies involved requested that EUNAVFOR ASPIDES provide protection for tugs that would be involved in towing Sounion to a safe area, a request that was agreed to. At that time fires were still burning on Sounion’s main deck, the vessel remaining at anchor with no visible signs of any oil spill.
Three tugs were dispatched from Greece, one widely reported as the AHTS vessel Aigaion Pelagos with still no information provided about the commercial salvors involved.
Most recently EUNAVFOR ASPIDES has reported: “Under protection of EUNAVFOR ASPIDES, Sounion has been successfully towed to a safe area without any oil spill. While private stakeholders complete the salvage operation, ASPIDES will continue to monitor the situation.
“The completion of this phase of the salvage operation is the result of a comprehensive approach and close cooperation between all stakeholders committed to preventing an environmental disaster affecting the whole region.”
At the time of going to press, the blaze was believed to be out.
■ Sounion is taken safely under tow by one of the tugs
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• Day of sea trials from Cowes, Isle of Wight, UK.
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ETA HITS BACK AT EU EMISSIONS RULES
A huge administrative burden could be placed on tug owners if reporting rules by the EU are put in force, says the European Tugowners Association (ETA), complaining they do not account for the diversity of vessels in the industry.
The EU’s Monitoring, Reporting and Verification (MRV) regulation is due to go in force on January 1, 2025.
While supporting endeavours to reduce emissions, the ETA points out that the term “offshore ships” can result in various interpretations among stakeholders that could jeopardise the uniform application of the MRV regulations.
The ETA’s response details the various definitions of a tug and how interpretation of the rules would create an ’enormous administrative burden’ on vessel owners given the complex and diverse nature of such vessels.
Untangling the myriad different types of vessels involved in towing and offshore support can be a complicated exercise.
ETA explains in detail the complexity of defining different classes of vessels, along with their spheres of operation, indicating that the description ‘multipurpose’ may be an easy way out in some regards, but the devil in the detail can affect regulations to the detriment of the vessel owner.
Ambiguity in the regulations
One specific vessel category on the EC list is ‘offshore tug/ supply vessel’, but they are actually two completely different vessels: the latter carries out activities offshore; the former is a classification of a tug (not a vessel type), which may not carry out work offshore.
Certain tugs of a specific LOA, stability design criteria, bollard pull and other details, including deck equipment, are classed as fit for purpose as ‘offshore tug’ – yet the ETA says their deployment could also be ‘harbour tug’.
Shiphandling operations can be done under contract with the Port Authority and may involve tethered escort services, auxiliary support services for offshore and towing operations, along with firefighting and salvage operations.
The EC MRV regulations say the aim is to monitor emissions released during voyages from one port to another, but in essence most tugs operating in EU waters and ports do not perform such voyages. Instead, they “may operate with an official notation/classification as an Offshore Tug or event Anchor Handling Tug, as it is not restricted by the Requirements of the Specifications.”
This could be down to several reasons:
● The operator could work where port infrastructure is offshore
● The operator could buy a tug for port work but with an offshore notation it could be suited for the task without needing to actually go offshore
● Geography might dictate the operator being located at a port where they do work suited for an offshore or anchorhandling tug
● The vessel might need to be equipped for emergency response tasks for the Port Authority.
ETA says harbour towage does not lend itself to an emission report per trip, where commonly six to seven ‘voyages’ are completed with minimal fuel consumption. Such interpretations of the regulation would create an enormous administrative burden, given the amount of such
voyages per day, further complicated by tug operators often active in more than one port.
ETA also highlights the difference between tugs and conventional cargo/passenger ships, where any mechanism for measuring emissions does not depend on the choice of the tug master, but is in mandatory compliance with external orders, as the tug will always have to continue to obey the requests of the ship’s manoeuvring coordinators, be they the master, pilot or harbour master.
Summary
It is ETA’s unanimous view that tugs and anchor-handling tugs cannot be classified along with other vessel types listed in the MRV regulations, and that the vessels themselves are intrinsically port tugs and not ocean towing vessels trading international.
Finally, referring to when tugs are employed for salvage and anti-pollution operations, they effectively assist in ensuring the safety of life and property and protecting the environment.
“It is ironic to capture tugboats deployed for such incidental circumstances and subject them to a carbon emissions levy,” says ETA. “By the very nature of their application, certain tugs do assist in preserving the environment.”
To remove the ambiguity and concerns of misinterpretation or different interpretations of the regulations, ETA recommends replacing the reference to ‘Offshore Tug/ Supply Ship’ with ‘Offshore Supply Vessel’, since this will effectively capture vessels that carry out offshore work and supply offshore installations.
The full response by ETA can be read here: https:// eurotugowners.com/wp-content/uploads/2024/09/ETAResponse-to-the-MRV-Consultation.pdf
■ Shiphandling or harbour tugs may also be capable of offshore operations
Six tugs designed by Robert Allan and delivered by Sanmar and Damen have been blessed at the Scottish Port of Leith.
The vessels include three Sanmar-built RAmparts 2400sx, one Sanmar RAstar 2900sx, one Sanmar TRAktor 2500sx and a Damenbuilt ASD tug 2312.
They will work for Targe Towing, a subsidiary of Forth Ports, which operates eight commercial ports in the UK, seven in Scotland and one at London’s Tilbury.
The Port of Leith, just three miles northeast of the capital Edinburgh, is Scotland’s largest enclosed deep-water port. It is a major cruise terminal and cargo port, with offshore wind operations a growing activity.
A number of wind farm projects have transited the port, it says, with large lay-down areas and heavy-lift capacity all conducive to large handling projects.
The tugs have been named Balmerino, Camperdown, Inchcolm, Kittiwake, Peterel and Queensferry
“These state-of-the-art vessels demonstrate the latest technology and significantly enhance the overall towage capability and emergency response for the region,” a statement said.
SIX TUGS BLESSED AT SCOTTISH PORT
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Credit: Port of Leith (Forth Ports)
■ Five of the six tugs blessed at the Port of Leith - with Kittiwake operating elsewhere
Click here to read article on Maritime Journal online
Two multi-purpose tugs have been delivered to the French port of Saint-Malo in a €10.3 million part fleet renewal,
French shipbuilder Piriou built the vessels based on the company’s own OST30 design, with a hull of 22 metres in length by 8.5 metres wide.
They were built in the Vietnamese city of Ho Chin Minh and delivered by cargo vessel.
Concession holders EDEIS Ports de Saint-Malo and Cancale ordered the sister ships in 2022 to replace Grand Bé, which was decommissioned in 2021.
“This will allow us to meet all the service requirements of the port of Saint-Malo’s towing division (trunking, improved reception conditions for cargo vessels),” a spokesman for the port said. “The two sister ships built by the French shipbuilder will also enable the port’s towing activity to be extended to include marine works and barge transportation. Currently in the test phase, the tugs should be operational in October.”
Powered by two Azimuth thrusters driven by two high-speed marine engines with integrated hydraulic gearboxes, the vessels have fire-fighting equipment, stern winch and towing hook and fenders suitable for pushing low-freeboard barges assisting ferries.
TWO OST 22 TUGS DELIVERED TO SAINT-MALO
and cruise services.
Its position vis-à-vis England and the Channel Islands makes it a regular crossing
■ One of two new tugs for the Port of Saint-Malo
Saint-Malo is a multi-purpose port: providing passenger, commercial, fishing
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Tenders are being invited for up to €15.5 million worth of port infrastructure at the Croatian port of Novi Vinodolski.
The primary breakwater is to be rebuilt and expanded, and a wharf in the northern Adriatic town’s harbour renovated.
The Minister of the Sea, Transport and Infrastructure, Oleg Butković, and the Director of the Novi Vinodolski Port Authority, Velimir Antić, signed an agreement on the allocation of the money, which is ‘a continuation of investment in Croatia’s port infrastructure’, 85% of which has come from EU funds, the remainder from the national budget.
Vinodolski’s main visitors are tourists, and it is also a recreational boating hub, with sports vessels and activities an important part of the local economy.
More than €400 million has already been invested in Croatia’s Adriatic coast, said Butković, which was necessary because it is a maritime country.
The work is scheduled to begin as soon as tenders are agreed.
MCJ Ref No: 1426/E/02
Project Stage: Tenders Invited Area: Novi Vinodolski, Croatia
Promoter: Zupanijska Lucka Upravav Novi Vinodolski, Trg Vinodolskog zakona 5, Novi Vinodolski, 51250, Croatia
OCEANOGRAPHIC SERVICES
(1) Ballerup, Denmark (2) Tenders invited (3) 3.6 million DKK (€480,000) (4) The Danish Defence Acquisition and Logistics Organisation (DALO) is responsible for real-time measurements of oceanographic parameters in the Inner Danish Waters. These parameters include current, temperature, and salinity parameters. The scope of this contract is for the Supplier to establish and operate a number of Stations at different locations measuring current. (5) Forsvarsministeriet Materiel- og Indkøbsstyrelsen, Lautrupbjerg 1, Ballerup, 2750, Denmark
Profile: Construction works in the port of Novi Vinodolski. The procurement documents €12.4m FOR
ENGINE REPLACEMENT
(1) Glasgow, UK (2) Tenders invited (3) £250,000 (€300,000) (4) Scottish Canals is issuing this Invitation to Tender (ITT) in respect of establishing a contract for the replacement of the two class A vessels at the Falkirk Wheel. The expectation is that, after the agreed warranty period, the servicing and maintenance of the engines will be carried out by SC own mechanic in the first instance so training must be provided as part of the contract (5) Scottish Canals, Canal House, 1 Applecross Street, Glasgow, G4 9SP E-mail: owen.jeffreys@scottishcanals.co.uk
FEASIBILITY STUDIES
(1) Luxembourg, Luxembourg (2) Early information (3) Not stated (4) Technical assistance for offshore wind feasibility study to include a feasibility study, complementary studies and environmental and social impact assessments. (5) European Investment Bank, 98-100
■ Port of Vinodolski’ are available from: https://eojn.hr/ tender-eo/23427
Tender Details: Open Procedure
Dated: 16/10/2024
Tender Deadline 21/11/2024 - 11:00 Hrs
boulevard Konrad Adenauer, Luxembourg, 2950, Luxembourg E-mail: glo-cpcm-procurement@ eib.org
ENGINEERING
SERVICES
(1) Bergen, Norway (2) Early Information (3) 100 million (€8.4 million) (4) Development of the port areas in Dokken and Jekteviken and the relocation of the port of Bergen require further reviews, planning processes and engineering design. The port of Bergen needs to establish a framework agreement with one tenderer who has a multi-disciplinary consultancy who can offer a complete delivery of the following consultancy services (sub-areas): 1. Assistance with planning and regulating work 2. Engineering design services for and preparation of the tender documentation for new development projects (5) Bergen Havn AS, Bergen, Norway E-mail: kristina@odinprosjekt.no; Tel: +47 9709 3944
PORT OPERATION SERVICES
(1) Argeles-sur-Mer, France (2) Early information (3) Not stated (4) Public service concession for the operation, development and modernization of Port Argeles. (5) Ville d'Argeles-sur-Mer, Allee Ferdinand Buisson Bp 99, Argeles-sur-Mer, 66704, France E-mail: correspondre@ aws-france.fr; Tel: +33 468 953 458
DAM SURVEY SERVICES
(1) Sofia, Bulgaria (2) Contract awarded (3) Not stated (4) Contract awarded for the preparation of an analysis and assessment of the load-bearing capacity and the stability of the dam walls and their facilities of 19 complex and significant dams. (5) Ministry of Agriculture, Food and Forestry, Sofia Center, Hristo Botev Blvd 55, 1606 Sofia, Bulgaria (6) HGC Hydro Geo Complect, Sofia, Bulgaria
Email: val.anastasov@ hydrogeocomplect.com
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BEAM EXPANDS ITS OFFSHORE WIND CAPABILITIES
Beam, a provider of AI and autonomous-enabled offshore wind services, has bolstered its fleet with the addition of three new vessels, including two autonomous surface vessels.
The fleet expansion will include two 18m ASVs, known as Xplorers, and a Quantum EV work-class ROV, are valued at over GB£15 million.
“As Beam continues to innovate in the offshore wind sector, the acquisition of our Quantum EV ROV marks a significant milestone,” said Joe Tidball, co-founder & executive vice president for service innovation, Beam.
“This next-generation electric work-class ROV, combined with our autonomous stack, enhances our ability to deliver high-quality subsea projects through all stages of windfarm development.”
Expanded offering
The Quantum EV and Xplorer vessels are designed to enhance Beam’s services across all lifecycle stages of offshore windfarms, from surveys and operations to decommissioning.
These new vessels bring increased efficiency and reliability to offshore wind projects, helping drive down costs and support the clean energy transition.
The autonomous Xplorer vessels feature large open decks, intelligent stabilisers and AI capabilities for enhanced data collection and processing.
In addition, the Xplorer ASV will allow Beam to test, refine and deploy the latest in autonomous vessel capabilities while still retaining oversight of skilled marine crew.
Kongsberg USV wins 'Ship of the Year' at SMM
A 24m uncrewed surface vessel has been named ‘Ship of the Year’ at the SMM conference and exhibition in Hamburg, which opened today.
The prize went to Reach Remote 1, the first of a pair of USVs designed and delivered by Kongsberg Maritime to Norwegian firm Reach Subsea ASA. Unusually, Kongsberg took the role of prime contractor for the vessel delivery, also designing the vessel and delivering it ready to go.
It will be used to carry out surveys in a much cheaper option than the larger, crewed vessels, using Kongsberg’s technology to gather and transmit data initially off the coast of Haugesund in Norway.
Reach Subsea has a wide range of vessels, including two DRIX ROVs. Most are used for survey or subsea construction support.
Kongsberg’s UT 5208 USVs have robust robotic arms that enable simple under-water tasks, such as adjusting valves or moving debris. For Reach Subsea, the vessel will be
Marc Coull, programme director - service delivery, Beam, said that once certification bodies catch up with technology, the company plans to be up there leading the future of uncrewed survey operations and project delivery.
controlled from the remote control centre Massterly, a joint venture between Kongsberg Maritime and Wilhelmsen, in Horten, Norway.
“To be part of such a ground-breaking project has been a joyride and I have had the time of my life,” said Reach Subsea’s vice president of Reach Remote, Bjørg Mathisen Døving. “I am so proud of the unstoppable efforts from the diverse teams, and I truly believe this project is a lighthouse for the industry.”
Damen hires hull maintenance robots
Damen Shiprepair has hired five robots to carry out hull restoration works including washing, grit/hydro blasting, painting and final inspections.
They have been developed with AMBPR, a subsidiary of SERCEL Group, the designer and manufacturer of high-tech equipment for the geophysical and seismic industries.
The robots also tick the ’sustainability’ box with the promise that while they are powered by hybrid energy today, in the future they could well be upgraded to 100% electric.
And because they are so precise, far less of material used – such as paint and water – results in cost as well as pollution savings.
“The health and safety benefits are derived from the fact that the personnel responsible for the equipment no longer need to be in the immediate vicinity of the hazardous, highpressure blasting activities using water and grit,” said Jeroen Heesters, managing director of the company’s Shiprepair division, during the signing ceremony.
■ The Xplorer ASV will allow Beam to test, refine and deploy the latest in autonomous vessel capabilities while still retaining oversight of skilled marine crew
■ Kongsberg Maritime wins ‘Ship of the Year’ at SMM with its unmanned, remotely controlled Remote Reach vessel
The International Maritime Pilots’ Association (IMPA) is undertaking a groundbreaking study on remote pilotage and its potential use in both conventional ships and future autonomous vessels.
In collaboration with the Canadian National Centre of Expertise on Maritime Pilotage (NCEMP) and the Canadian Coast Guard, the study aims to assess the feasibility, safety and readiness of remote pilotage systems and their impact on current navigation practices.
“The number and variety of people talking about remote navigation and autonomy makes it necessary for IMPA to conduct a rigorous, objective analysis,” said Captain Simon Pelletier, President of IMPA.
“Our goal is to provide evidence-based guidance that helps industry stakeholders make informed decisions while maintaining the highest standards of maritime safety.”
Autonomous research
As autonomous and remotely navigated vessels become a growing focus within the shipping industry, this study is set to provide key insights for the future.
The project will explore both remote pilotage trials and new technologies, evaluating their risks, cost-effectiveness and
ASSESSING THE SAFETY OF REMOTE PILOTAGE AND AUTONOMY
impact on marine navigation. It will also involve pilotage trials in Canada to ground-truth findings from previous research on shore-based systems.
This international initiative unites maritime pilots from over 50 countries, combining their expertise with academic and advisory insights.
With over two million acts of pilotage
■ The new study aims to assess the feasibility, safety and readiness of remote pilotage systems and their impact on current navigation practices
conducted annually, IMPA’s study will serve as a crucial resource for advancing remote navigation technologies while ensuring safety and efficiency in maritime trade.
Brunvoll is teaming up with Torghatten Nord in the construction of a new hybrid ferry, set to operate between Svolvær and Skutvik in Lofoten, Norway.
Scheduled for delivery in 2026, the ferry will improve both capacity and sustainability on this key route.
“Our goal is to build a hybrid vessel that operates electrically over shorter distances and in hybrid mode over longer routes, contributing to lower emissions across our operations,” says Eirik Olsen, Operational Director at Torghatten Nord. The 73.3 metre long vessel, with a breadth of 14.3 metres, will accommodate 50 cars and 199 passengers.
Equipped with a 3600 kWh battery capacity, the ferry will operate on electric power between Svolvær and Skrova, and in hybrid mode during the summer to Skutvik, significantly reducing NOx and CO2 emissions.
Brunvoll will supply essential systems for the ferry, including two pulling azimuth thrusters, an AutoCrossing system, a remote Condition Monitoring System, and a bridge-to-blade control system (BruCon PTC).
“We are proud to support this project with our advanced propulsion and autonomy solutions,” said Nils Arne Øksenvåg, sales manager at Brunvoll.
BRUNVOLL PROPULSION & AUTONOMY FOR NEW FERRY
The ferry will be constructed by Western Baltija Shipbuilding, located in Lithuania, and is designed by The Norwegian Ship Design Company.
■ Brunvoll and Torghatten Nord are building a hybrid ferry to enhance capacity and sustainability on a key Norwegian route
Credit: Brunvoll/Torghatten Nord
OFFSHORE EXPANSION PROMPTS MAINTENANCE CHALLENGES
Rapid expansion of offshore wind development worldwide is posing operation and maintenance challenges as turbines are installed in increasingly remote locations, harsh environments and deeper waters, says Vestdavit managing director Rolf Andreas Wigand.
This demands that Service Operation Vessels (SOVs) are equipped with flexible solutions for secure transfer of maintenance crews in difficult operating conditions, according to Vestdavit, which has led to more orders for the Norwegian boat-handling systems supplier.
According to research firm Rystad Energy, investments in global offshore wind are set to more than double over this decade from $46 billion in 2021 to $102 billion by 2030, when 265GW of capacity are due to be installed, with manufacturing and installation of wind turbines accounting for 50% of total capital expenditure.
Wind ramp-up worldwide
Europe is leading the way as the largest offshore wind region, with 8,500 turbines expected to be operational by 2030, based on projected investments of $53 billion by countries including the UK, Spain, Norway, Denmark and Poland.
In Asia, China is rapidly ramping up wind farm development with 14 projects brought online last year and another 14 with total capacity of 6.3GW currently under construction, while Taiwan is developing 2.4GW of capacity, according to the latest Global Offshore Wind Report from the World Forum Offshore Wind, prepared by research firm Westwood.
In the Americas, leasing activity is increasing off the US with a particular focus on floating offshore wind development in deeper waters, backed by official funding to realise the full potential of this renewable resource.
As well as an increase in project volume, offshore wind farms are expanding both in scale and the size of turbines (15-22MW), with the number of turbines now exceeding 100 for several projects.
This, combined with potential turbine reliability issues due to rapid technological evolution of new models every few years, raises the requirement for regular maintenance of multiple turbines across an extensive wind farm to ensure continued uptime. The use of floating wind technologies with additional components such as mooring lines, dynamic cables and active ballast systems adds to these maintenance challenges.
Operational cost factor
At the same time, wind farm owners need to minimise operation and maintenance costs, and maximise turbine reliability and project revenue over a typical project lifetime of 20-25 years.
Consequently, there is a requirement for SOV operators to be able to provide safe and efficient deployment of work crews and equipment to perform effective maintenance on several turbines simultaneously across a wide sea area within a tight operational window.
The current fleet of 32 SOVs operating on offshore wind farms worldwide is forecast to increase to nearly 100 such vessels by 2030, according to an earlier report issued by WindEurope and the Polish Wind Energy Association.
Demand for SOVs has increased annually by 20% since 2016, according to Spinergie analysis, with these vessels having advantages over Crew Transfer Vessels (CTVs) as they are able to operate year-round in harsh weather conditions for high activity at wind farm sites, can travel longer distances and have sufficient accommodation for a large number of personnel onboard to facilitate prolonged stays offshore.
Furthermore, Clarksons’ latest Offshore Wind Support Vessel Report also highlights there is a shortage of CTVs that has resulted in higher day rates amid increased crewing and maintenance costs for such vessels.
SOV fleet capacity limitations
Given fleet capacity limitations and logistical challenges for wind farms far out at sea, SOV operators are increasingly utilising advanced davit systems capable of deploying from a single vessel several heavy-duty workboats carrying crews and equipment for servicing multiple turbines.
An SOV can serve as a self-supporting mother vessel for many service engineers while being stationed over an extended period a long distance from shore, with some wind farms located more than 100km offshore. This results in savings in cost and energy used for maintenance, a need for fewer SOVs, reduction of non-operational downtime and increased turbine availability.
As a result, Norwegian wind farm support vessel contractor Norwind Offshore is seeing increasing demand from offshore operators for high-capacity support vessels that typically carry around 60 technicians onboard who can be deployed rapidly in daughter craft launched from davits for wind farm
■ Norwind Offshore, with its vessel Norwind Gale, and other wind support vessel operators are realising the benefits of workboat davits for efficient wind farm maintenance
maintenance, according to COO Roy Ove Standal.
“This has the advantage of being able to transport the required number of service personnel to perform maintenance on a large number of turbines within a relatively short timeframe,” he says.
“The operator can therefore reach several windmill installations significantly faster than by having to position the mother vessel next to each installation and then use a W2W gangway. This means active use of the workboat/davit solution can provide enhanced operational efficiency, providing weather conditions allow it.”
Increasing uptake of workboat davits
Given the operational benefits of using workboats, there is increasing update of davits by wind support vessel operators including Norwind Offshore, which has taken delivery of several davits from Vestdavit for its fleet.
Similarly, Danish shipowner Esvagt has ordered from Vestdavit two large FF-30000 dual-point workboat davits, with heavyweight lifting capacity of 30,000kg, to deploy its Safe Transfer Boats on a new-build battery hybrid SOV lined up to work at Ørsted’s Hornsea 2 - currently the world’s largest offshore wind farm with 165 turbines - off the UK’s east coast after scheduled delivery in late 2024.
Esvagt says its STBs offer “a safe, effective and flexible transfer solution”, with more than 130,300 such boat transfers in the offshore wind segment to date.
Based on its strong track record of deliveries of robust davits to the global naval and coastguard sectors over the
Who we are
past 40 years, Vestdavit has developed innovative boathandling solutions for the offshore wind market with high regularity and reliable operation in challenging sea conditions for safe launch and recovery of daughter craft.
Bolstering wind market position
These include docking head technology with an antipendulation device to counter swing loads for optimal stability during boat launch and recovery, incorporated for example in a PAP-15000 davit with painter boom supplied by Vestdavit for a pair of new-build Commissioning Service Operation Vessels (CSOVs) earlier contracted by Rem Offshore at Norwegian shipbuilder Vard.
Vestdavit has bolstered its market position in offshore wind after both gaining new customers and winning repeat orders with existing customers - with davit orders from this segment accounting for Nkr100m (€8.5 million), or 30%, of record sales last year - and its systems are now being used by around 80% of all offshore wind vessel operators.
We continue to see a steady uptick in offshore wind orders, driven by the global expansion of wind farm projects and the need for SOVs to maximise the cost-efficiency of maintenance operations.
We are committed to providing comprehensive lifecycle solutions for oil & gas, offshore, marine, chemical and renewable energy projects, which include, but are not limited to, the following services:
We working across the energy industry spectrum
Serving conventional energy markets And into a more sustainable future
Contacts
Ms. Melody Ye Ms. Elizabeth Hu BD Manager Marketing Manager @ melody.ye@intellis.cn @ elizabeth.hu@intellis.cn
Intellis Global
Intellis Global Operations are supported by a vast network of offices and partnerships situated in Singapore, Malaysia, Indonesia, Brazil, the Middle East and China.
■ Rolf Andreas Wigand
FLOATING WIND: ‘INDUSTRIAL OPPORTUNITY OF THE CENTURY’
Floating wind is expanding across the globe, with Europe – particularly the UK – at the forefront of a growing industry.
A report by a joint government/industry initiative calling itself the UK Floating Offshore Wind Task Force (FLOW) sets out five ‘industrial missions’ that it says ’are designed to guide, inspire and coordinate what could be this century’s biggest British industrial success story’.
Funded by entities including the Crown Estate, Catapult, RenewableUK and Scottish Enterprise, the five missions set out are:
1. Driving cost reduction
2. Building our pipeline
3. Enabling infrastructure
4. Commercialising supply chain opportunities
5. Innovating to win
Details of the ‘missions’ are available in the full report here, but in summary, the authors believe the UK’s natural assets – deep waters, wind – and experience in offshore wind, oil and gas will help it maintain its place in the frontline of floating wind.
“Floating offshore wind is a once-in-a-generation industrial and economic opportunity, and the UK is uniquely well placed to benefit from first-mover advantage,” the report says.
‘‘
Floating
offshore wind
is a once-in-a-generation
industrial and economic opportunity, and the UK is uniquely well placed to benefit from first-mover advantage
It also admits that while it has 24GW of seabed leases in place, a lack of suitable port capacity could hold things up.
And it also warns that a domestic supply chain is vital.
“Strong competition from European suppliers means that if development of industrial capacity and infrastructure are not prioritised, supported and scaled up, UK wind farms could conceivably be built and installed with many highvalue components never having touched British soil,” it says, with a consequent reduction in gross value added contribution to hte UK’s GDP.
Europe foremost in a global phenomenon
RenewableUK, formerly known as the British Wind Energy Association (BWEA), has released its own report, in which it says the global pipeline of floating offshore wind projects has expanded from 244GW to 266GW within the past year, with the number of projects growing from 285 to 316.
In light of the fact that today’s global operational wind capacity stands at 77.4GW, according to the report Global Offshore Wind Pipeline October 2024, the future of floating wind capacity is considerable, although it is mainly still in the pipeline.
Fully operational floating wind totals a fraction of current operational offshore wind, just 245MW across 15 projects in seven countries.
The report says of the pipeline, four projects generating 102MW are being built, 22 projects of a total of 7.3GW have been approved, 15 projects (21.6GW) are in the planning system and 184GW are in early development or applying for a lease.
The report also claims that most of the floating wind capacity announced so far is being developed in European waters, with Italy, the UK, Spain and Sweden in the top five along with the US.
■ Kincardine Offshore Wind Farm
■ Offshore floating wind
Schoeller Holdings and Deutsche Offshore Schifffahrt have partnered to order four cutting-edge special-purpose vessels for the offshore renewables sector.
These innovative Construction Commissioning Service Operation Vessels (C-CSOVs) are designed to support the growing demand for windfarm installation and maintenance.
“These vessels will significantly expand our capacity to serve the offshore wind market, which is seeing unprecedented growth. We will offer them globally, both for short-term and long-term contracts,” said Philipp Maracke, managing partner of Deutsche Offshore Schifffahrt.
Flexibility focus
The vessels, ordered from CSSC Huangpu Wenchong Shipbuilding, will be 96.25 metres long and equipped with modular decks, a 50t crane and room for 100 technicians.
Their flexibility makes them ideal for various offshore applications, including wind farm installation, cable repairs and light construction work, both above and below water.
Sustainability is a key focus of these vessels, which will be equipped with a 1,000kWh battery pack and shore power connections to
VESSEL PARTNERSHIP FOR THE OFFSHORE RENEWABLES SECTOR
reduce fuel consumption and emissions.
Designed with future retrofitting in mind, the vessels can be upgraded to operate on alternative fuels like methanol.
Noise levels and ship vibrations on board have been reduced and have been assigned a class notation of COMF (C2, V2), requirements that will be exceeded in many areas of the ship.
With the increasing demand for vessels in the offshore energy market, especially for windfarm projects in Europe and Asia, Schoeller Holdings and Deutsche Offshore Schifffahrt aim to position themselves as key players in this expanding industry.
Delivery of the vessels is expected to begin in early 2027.
NORWAY MARKS ‘HISTORIC DAY’ FOR CO2 STORAGE
A ‘historic day’ has been marked in Norway with the official completion of a transport and storage facility for CO2 captured from industrial activities.
The Longship project, Norway’s first full-scale carbon capture and storage project, has been augmented by the transport, receiving terminal and pipeline works by the Northern Lights joint venture in Øygarden and was reported in Maritime Journal just over a month ago.
The Longship part of the project entails capturing the CO2 from the Heidelberg Materials cement factory in Brevik and the waste-to-energy plant Hafslund Oslo Celsio. Two other customers, Yara and Ørsted, have also been signed up.
This is where the Northern Lights JV, consisting of energy giants Shell, Equinor and TotalEnergies, steps in, to transport and store the gas. Liquid carbon dioxide is transported by ship to an offshore receiving terminal, where it is then piped 100km to its permanent offshore storage location then injected into a saline aquifer some 2,600m below the surface of the sea.
“The onshore and offshore infrastructure has been delivered in time for customers and within budget and is now ready to receive CO2 from Norwegian and European industry,” a statement said.
“That includes the CO2 receiving terminal in Øygarden and pipeline, injection well and storage infrastructure 110 km offshore,” said a spokeswoman. “We have signed four customers who will deliver liquefied CO2 to Northern Lights: Heidelberg Materials and Hafslund Oslo Celsio, which are both part of the Norwegian state-supported Longship project, and Yara and Ørsted, which are commercial customers.”
Geologic storage
The Northern Lights joint venture cites a report by the US Department of Energy that spent $1 billion over 20 years on a Carbon Storage Research and Development programme to develop the technologies for widespread commercial deployment of geologic storage.
“Geological storage of CO2 has been a natural process in the Earth’s upper crust for hundreds of millions of years,” it says. “While this provides supporting evidence that CO2 can be securely and safely contained in the deep subsurface, it is vitally important that the technical means exist to identify suitable sites and monitor stored CO2 to verify secure containment.
The
onshore and offshore infrastructure
has been delivered
in time
for customers and within budget and is now ready to receive CO2 from Norwegian and European industry ‘‘
“CCUS projects supported by DOE and other organizations around the world, which in 2019 injected more than 25 million metric tons of CO2, have shown no adverse impacts to human health or the environment. And no DOE supported project has observed migration of CO2 outside of the intended storage reservoir or confining cap rock.
“Increasing years of experience and a preponderance of successful projects will promote even further confidence in secure storage for operators, regulators, insurers, financial institutions, environmental groups, and the public.”
The 18-page report, Safe geologic storage of captured carbon dioxide: Two decades of DOE’s carbon storage R&D program in review, contains technological information about how CO2 is stored under the sea and can be found here.
■ The Northern Lights jetty, where ships will be loaded with liquid CO2 to transport it to the temporary storage facility
‘FLIPPING’ RESEARCH PLATFORM SAVED FROM SCRAPPAGE
A research platform nicknamed ‘FLIP’ for its ability to position itself vertically or horizontally has been saved from the scrapyard by UK-based subsea design firm DEEP.
After more than half a century’s work for the US Navy’s Office of Naval Research and the Scripps Institution of Oceanography (Scripps), the Floating Instrument Platform was decommissioned in August 2023 and towed to Mexico to be scrapped.
When DEEP heard about it, the company says, it assembled a team within 48 hours and went to Mexico to intercept.
They were successful, and the platform has been towed through the Panama Canal and across the Atlantic to the Mediterranean, where MB92 Shipyard, which has facilities in Barcelona and France, will refit and modernise the vessel.
FLIP was built in 1962 for the US Navy to help study longrange sound propagation for submarine warfare, says Scripps, but during her life supported research in geophysics, meteorology, oceanography and other scientific fields.
The 108m platform, described by Scripps as a nonpropelled manned spar buoy, was towed to the area of operation in a horizontal mode.
How it flipped
The process of ‘flipping’ would take around 30 minutes, says Scripps. The flip was done by pumping water into ballast tanks in the stern, which would then sink, causing the bow to rise.
The stern would sink to around 100 metres below the surface, which is the depth needed for submarine acoustic research.
The hull diameter was 6.5 metres from the 91-49m depth, tapering to four metres at 20 metres’ depth – a change in diameter that made the platform less responsive to wave motion. In 10m waves, FLIP’s total vertical motion was less than a metre, Scripps says, and the hull was also designed to resist twisting.
The platform was made of about 700 tons of steel and carried a research team of 11 people and a crew of five. It could remain on site for a month without re-supply. Three diesel generators supplied 340kW for on-board needs and
could be operated whether FLIP was in the horizontal or vertical position.
“Because its design accommodated riders in both horizontal and vertical positions, FLIP’s interior spaces often appeared misleading and even bizarre, with doors mounted on the floor, portholes in the ceiling, objects mounted on swivelling trunions, and sinks and toilets mounted for both configurations,” says Scripps.
“Deep-water moorings took a full day to accomplish, from first light to past dusk, in waters 4,000 to 5,000 metres deep. About 50 tons of gear aboard the tow vessel were required for a deep mooring. Moorings in 4,000-metre water with a mooring scope of 1.5 have had watch circles in the range of 80 to 200 metres, depending on currents. The mooring lines were recovered and reused.”
Past and future
DEEP says the platform ’played a crucial role in advancing scientific understanding of the ocean, particularly in acoustics and hydrodynamics, and its contributions to oceanography remain highly significant, having enabled decades of groundbreaking research in marine science’.
This kind of work is going to continue, says DEEP, with a stated mission ’to make humans aquatic by enabling our species to live, work and thrive underwater’.
“FLIP will play a key role in the DEEP fleet, providing a oneof-a-kind platform for ocean research and being capable of supporting DEEP’s Sentinel habitat deployments as part of our extended research network,” said DEEP CEO Kristen Tertoole. “We look forward to announcing her relaunch in early 2026, and I’m thrilled to confirm that many oceanographic and research groups are already in contact to ensure access.”
The retrofitting at MB92, including enhancing FLIP’s capabilities with new sensors and lighter materials to support contemporary ocean research, is expected to take up to 18 months.
■ The research platform horizontally – and vertically
TURNING THE VOLUME DOWN INSTALLING WIND FARMS
Dutch engineering specialist IQIP has begun testing its EQ-Piling technology, which aims to reduce the marine noise generated when offshore structures like wind farm foundations are driven into the seabed.
The impact on the seabed has to be considered over the project’s entire lifetime, including the implications of eventual decommissioning.
The installation process has to use enough force to overcome soil resistance, which makes it tricky to reduce noise to meet regulations for airborne and underwater sound levels. As monopile foundations grow larger and are installed at greater depth, even more force is needed, thus more noise.
In answer, Dutch engineering firm IQIP has developed a system that moves away from the traditional ‘hammer’ piledriving installation method and is now being tested at the Maasvlakte 2 port location in Rotterdam.
Next generation piling
EQ-Piling employs a large water tank containing up to 1,700 tons of seawater as a drop weight, the tank raised by hydraulic cylinders and released from the drop height setpoint.
The water tank falls onto buffer cylinders that transmit the impact force onto the pile, dampening it to extend the impact time, which is 15-20 times longer than that of conventional piling, resulting in a smooth energy transfer to the monopile and significantly reduced noise levels. The tank stands at a height of 31.5m with a diameter of 11.5m and weighs in at 760t.
IQIP claims other benefits from this method of installing monopile foundations, including where pile fatigue is reduced by up to 90%, allowing pre-installation of secondary steel fixings such as crew boat landings.
Measures to reduce or even eliminate noise, such as bubble curtains, result in lower foundation and installation project costs and fewer risks of project interruption.
The installation process has to use enough force to overcome soil resistance, which makes it tricky to reduce noise to meet regulations for airborne and underwater sound levels. As monopile foundations grow larger and are installed at greater depth, even more force is needed, thus more noisey
Construction journey
A major milestone in the development of the EQ-Piling system was passed around a year ago, when the central guiding tube was loaded out from IQIP’s production hall in Sliedrecht, the Netherlands. Following transport by road to a different site, the water tank was fitted with the base construction, housing eight hydraulic cylinders and 16 buffer cylinders also under construction.
Mobilisation to Maasvlakte 2 involved two barges carrying the base construction and a test pile, the second carrying a hammer spread with both barges accompanied by a jack-up vessel and tugs.
IQIP’s story started more than 40 years ago, when three companies, all specialists in installation and foundation projects, decided to work closely together.
In the field of offshore wind, IQIP has executed more than 50 projects in a similar number of countries and its portfolio of products is not limited to this specific project.
It also produces pile-handling and positioning solutions such as upending, lifting and guiding of piles and transition pieces including for other offshore sectors.
Coastal and marine civil engineering works are also referenced in its project list, along with involvement with upstream oil and gas projects both surface and subsea.
While the popular news to report usually relates to new projects and their installation journey, everything has a ‘shelf life’ and decommissioning, even in the relatively recent history of offshore wind, is now on the agenda. IQIP will no doubt feature in the ‘cradle to grave’ aspect of the subject.
Click here to read article on Maritime Journal online
Click here to read article on Maritime Journal online
EXPANDING AUV MAPPING ABILITIES
A new partnership has been formed with Exail, RTsys and ABYSSA under the CARMA project, which focuses on developing swarms of Autonomous Underwater Vehicles (AUVs) for efficient ocean floor mapping.
The project aims to develop a solution for precise seabed surveying at great depths and supports the French authorities’ strategy to develop extensive deep-sea exploration capacities.
“We are pleased to announce our collaboration with ABYSSA and RTsys in the innovative CARMA project, where we combine our technological expertise” said Catherine Pikovsky, project manager at Exail.
“As we push the boundaries of autonomous underwater exploration, we enhance the capabilities of our deep-water AUV A18-D to navigate close to the seabed. Leveraging pack piloting techniques and advanced navigation algorithms, we lead the way towards a precise seabed surveying down to 3,000 metres, reflecting our dedication to innovation and advancing deep-sea exploration.”
AUV development
During the project, Exail will improve the capabilities of its deep-water AUV A18-D to serve as the leading AUV to guide the swarm.
RTsys will extend the capabilities of its newly developed AUV COMET-3000 to dive up to 3,000 metres. Multiple units will be provided to act as followers, along with the development of an innovative launch and recovery system for the AUV swarm.
ABYSSA will focus on developing exploration strategies for deep-water swarms of AUVS and it will process the magnetic data collected to map the magnetic anomalies on the seabed.
This project will result in the deployment of an operational demonstrator at sea in 2026, paving the way for future commercial phases.
■ The project involves creating a solution in which a multi-sensor underwater drone capable of diving to 3,000 metres will coordinate multiple AUVs in order to increase the surface of the exploration area
MV WAVELAB ADVANCES AUTONOMOUS NAVIGATION
The MV Wavelab research catamaran is continuing its work on the Kiel Fjord in Germany, collecting data, training AI-based algorithms and testing new functions, sensors and systems.
Part of the CAPTN initiative to develop autonomous public transport, the Wavelab’s current priority is to develop assistance systems for navigation.
On board the vessel, Germany’s largest autonomous research catamaran, is the Anschütz integrated navigation system (INS), designed to enhance maritime safety and navigation.
The INS collects, analyses, and evaluates sensor data and alarms, providing a comprehensive view of the maritime environment, navigation risks, and operational security. The system integrates optical sensors and communicates with a shore-based remote operating centre for monitoring and trials.
“Anschütz’s INS is proving itself as the basis for a consistent, secure system and common maritime picture for monitoring and controlling autonomous ships”, said Daniel Sommerstedt, head of research projects at Anschütz.
“With track and speed control, we can keep a ship safely on a planned route and can also use our radar to automatically track other vessels and detect when they’re about to collide.
“In our current research phase, we are gradually extending these capabilities, for example by analysing data from other sensors or developing assistance systems that simplify assessments and make navigation safer.”
Research focuses on a function for collision risk, which can adapt to different types and sizes of ships and to the safety requirements of shipping companies.
One function being tested is an overlay of radar and ECDIS
IALA boosts navigation safety with new
status
After more than a decade of effort and four diplomatic conferences, the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) has officially transitioned from a non-governmental organization (NGO) to an Intergovernmental Organization (IGO).
This new status, as of 22 August 2024, marks a significant step toward enhancing global navigation safety, efficiency and marine environment protection.
“The transition to an Intergovernmental Organization marks a new chapter in IALA’s history. This change will enable us to work even more closely with our members and partners to ensure safe, harmonised and more efficient marine navigation worldwide,” said Francis Zachariae, secretary general of IALA.
“This shift underscores IALA’s commitment to promoting international cooperation in marine safety and the efficient allocation of resources.”
that continuously analyses available own-ship data, tracks and information from the maritime situation and automatically assesses possible targets in accordance with ColReg.
It also strengthens international collaboration and boosts IALA's influence, as well as allows IALA to advocate for navigation safety. IALA says it hopes to set a benchmark for safety, innovation and cooperation in the sector.
With governments now directly involved in IALA’s work, Mr Zachariae said that the organisation will be in a stronger position to develop and harmonise navigation aids worldwide.
The new IGO status enhances IALA’s authority to implement global standards, ensuring that Marine Aids to Navigation, such as Vessel Traffic Services, remain consistent and effective.
is currently researching assistance systems for autonomous navigation
AST Networks expands into NavComs
Maritime IT firm AST Networks is moving into the navigation and communication sector with a range of new products and a consultancy service.
Founder and managing director of AST Networks Gregory Darling said the expansion into NavComs was a natural progression for the company.
“This strategic move allows us to offer more comprehensive solutions that not only enhance safety and efficiency, but also support the long-term success of our customers,” he said.
“We are dedicated to meeting the evolving needs of the maritime industry with innovative technology and unparalleled expertise.”
The company says its move into NavComs will benefit customers with enhanced safety and security; improved operational efficiency; seamless integration; compliance and reliability; and consultancy and support.
■ The Wavelab
■ As well as policy, IALA is also concerned with heritage and conservation. Santa Cruz Lighthouse, on Santa Cruz Fortress at Guanabara Bay, was a focus of its heritage seminar last year.
Coastlink 2025: Save the date
The short sea shipping and sustainable logistics network
Delegate place includes
2-day conference attendance including lunch & refreshments
A multimodal port on the Atlantic Arc, Bilbao is a key gateway for European trade. Learn about the latest challenges and opportunities for short sea shipping; developments in multimodal connections to create sustainable freight routes; and the collaboration between ports & shipping to facilitate renewable energy hubs.
Coastlink is a neutral pan-European network dedicated to the promotion of short sea shipping and intermodal transport networks. Learn from and network with international attendees representing shipping lines, ports, logistics companies, terminal operators, cargo handlers, and freight organisations.
For more information on attending, sponsoring or speaking contact the events team: visit: coastlink.co.uk contact: +44 1329 825335 or email: info@coastlink.co.uk
Host port:
Chain Cables, Shackles, Swivels, Mooring Gear and Mooring Ropes. With more than 100 years of experience, Trillo Anclas y Cadenas is a leading company in the supply of anchoring for ships, floating artifacts & marine farms.
n Trillo Anclas y Cadenas SLU Parque Empresarial de Coiros, Parcela 10, 15316 Coiros (La Coruna)
Providing marine and logistics services for over 120 years. Pontoons, Tugs, Workboats, Fast Launches, Multi-purpose Barges with cranes. Road-transportable Multicats, full operational base facilities, craneage and open storage.
n Williams Shipping Manor House Avenue, Milbrook, Southampton, Hampshire, SO15 0LF
Solarglide are a UK based manufacturer and supplier of exceptional quality and innovative marine tested solar screens, curtains, blackout blinds, dimout blinds, wipers, and adhesive window films.
n Solarglide Ltd
Unit 8 The Stottie Shed, Bakers Yard, Christon Road, Gosforth, Newcastle upon Tyne, Tyne & Wear, NE3 1XD Tel: +44 1915 970543 Fax: +44 1670 898614 theteam@solarglide.com www.solarglide.com
CARLIER Chaines SAS Is producing chain for 90 years. We have many years of experience in manufacturing all kinds of chains, anchors & lifting accessories for any use. Our production facilities are based in North of FRANCE on 10 000m2, where we produce sizes from 10mm to 120 mm diameter.
Hirers and Suppliers of 2/4/6/ 8-point mooring sets available, single, double and triple drum winches available. Fairleads, deck sheaves, anchors, diesel or electric driven hydraulic power units. Air tugger winches, wire ropes, slings and shackles.
n Atlas Winch & Hoist Services Ltd
Old Station Yard, Station Road, Biggar, Lanarkshire, ML12 6DQ
DMT Marine Equipment is a world renowned deck equipment supplier. We design, produce, and test our winches in-house with high precision and attention to detail, and an understanding that the equipment we deliver must be fully reliable, highly performance and operative under harsh sea conditions.
n DMT Marine Equipment Costi, Vanatori, Galatai, 807325, Romania Tel: +40 7267 07514 marketing@dmt-winches.com www.dmt-winches.com
HS Marine is a leading ship and offshore cranes manufacturer with the world’s widest range of models ranging from 5 to 1.000 tm capacity. All crane models are specifically designed, masterly built and assembled to provide our customers top quality.
n HS Marine Via G. Marconi, 33 Sabbioneta, Italy, MN 46018 Tel: +39 0375 254 819 info@hsmarine.net www.hsmarine.net
IBERCISA is a technological company. Founded in 1969, has been dedicated to the design and manufacture, under its own technology, a widest range of deck machinery for all kind of marine markets (fishing, tugs, oceanographic, navy, offshore, civil, merchant, research and dredging).
SD Products Ltd is a third generation family owned business with over 40 years experience stocking & distributing specialist fasteners, across all industries. The corner stones of our business are Quality Products, Competitive prices and Service & Supply.
n SD Product Ltd Unit 1 Fulwood Road South Fulwood Industrial Estate NG17 2JZ United Kingdom Tel: +44 1162 766262 www.sdproducts.co.uk
Our business is built around two core competencies: gathering accurate data and producing accurate solutions. We focus on the engineering and design of construction systems for complex, large structures, providing accurate parts for CNC cutting and comprehensive assembly instructions.
n Deri Jones & Associates Ltd Llwyngwyn, Forge, Machynlleth, SY20 8RR Tel: +44 1654 702001 info@djaweb.co.uk www.djaweb.co.u
Since 1987 Beta Marine has developed an enviable reputation for providing quiet and smoothrunning marine diesel engines and generating sets to suit a wide variety of applications. They are renowned for durability, longevity, reliability and deliver an excellent return on investment.
We deliver, support and supply best-in-breed parts and technology to global marine networks and land-based engines, where down time is unacceptable. Our people make it happen with unparalleled experience, connections and a ‘we’ll make it possible’ attitude.
n SLX House, 24-32 London Street, Andover, Hampshire, SP10 2PE, UK Tel: +44 1264 860186
Email: spares@slxgp.com https://slxgp.com/
Solé Diesel is a leading company specializing in the manufacture of high-quality marine engines and generators. With a history spanning several decades, Solé Diesel has established itself as a leader in the industry, offering reliable and efficient solutions..
n Solé Diesel
Oficina Técnica Ctra. Martorell a Gelida km. 2 (C243b) 08760 Martorell Barcelona - Spain Tel. (+34) 93 775 14 00 e-mail: sole@solediesel.com www.solediesel.com
Volspec Ltd the UK’s premier Volvo Penta Centre with the UK’s largest stock of genuine spare parts, engines and accessories for the marine, commercial and industrial markets. Competent factory trained workshop based or mobile engineers ready to assist whenever required to both UK and international customers.
Replacement parts for Caterpillar, Cummins, Detroit Diesel, John Deere, Deutz, FP Diesel. Buying and selling engines, pumps, separators, fenders, winches, cranes, governors, tools, gen-sets second hand. Separators. Distributors for J.A.McDermott Corp.
n W.K.M. Cornelisse Trading B.V. P.O. Box 146, 4200 AC Gorinchem, NL Tel: +31 345 517122
Established in 1963 we are one of the leading diving contractors in the UK with divers and management experienced in all aspects of underwater work to a maximum depth of 50 metres. We can offer a full complement of diving equipment and a various range of marine craft.
For over 100 years, Baudouin has designed and manufactured the highest quality diesel and gas engines for marine and power generation applications spanning 18 – 4125 kVA. Our Network supports our customers in over 130 countries with specification, commissioning, service and genuine spare parts.
n Société Internationale des Moteurs Baudouin
Technoparc du Brégadan 13260 Cassis, France Tel: +33750150854 https://baudouin.com/
With over 30 years of experience in the field of maritime & industrial diesel engines. We are official dealer of Bosch Diesel Center | John Deere | Yanmar | Balmar | Zenoro | Delphi | Caterpillar | MTU (Service dealer).
Norway’s leading supplier of lamps and portable lighting for professional use, transport boxes, portable fans, inspection equipment for visual condition control, man-overboard boarding systems, etc.
North East based inshore diving Company established in 1993, working all over the UK. Based in South Shields on the River Tyne and with good access to the River Tyne, River Tees, Port of Sunderland and the Port of Blyth.
n Wapping Street, South Shields Tyne & Wear, NE33 1LQ, UK
John Fletcher & Ryan Wilkinson Tel: 0191 4552793 info@ sealaneinshore.co.uk www.sealaneinshore.co.uk
Coastal towing, tug with 12 tonne BP, 160 cubic meters Hopper Barge, 16x8m Crane barge/ dredger - Barge Norse 2, silt disposal, quayside maintenance & fendering, and fully crewed deliveries. Based in the Solent area, with 25 years’ experience in the marine industry.
Specialising in capital and maintenance dredging, land reclamation and coast protection. As Scandinavia’s largest dredging contractor, we thrive on low cost timely and efficient solutions.
n Rohde Nielsen A/S Nyhavn 20, Copenhagen K., DK-1051
Intellis - A Leading Integrated Energy Project Services Partner In China. Intellis operates through a network of affiliated companies (Shanghai, Singapore, Qingdao, Ningbo, Nantong, Dalian, Shenzhen), which enables us to support our clients and projects at a very local level and provide the best possible support services compared to our international competitors.
Fault finding, repairs and servicing and all electrical and electronic equipment, communication and navigation systems, motor servicing, windlasses, winches, switchboard and generator specialists, circuit breaker (primary & secondary injection testing), full thermal imaging analysis.
n Neyland Marine Services Ltd Unit 52, Honeyborough Business Park, Neyland, Pembrokeshire, SA73 1SE Tel: +44 1646 600358 Fax: +44 1646 600323 neylandmarine@aol.com www.neylandmarine.co.uk
For over 25 years, MJR has delivered turnkey marine power, electrical and automation projects to the commercial, energy and renewable marine sectors providing consultancy, engineering, construction, installation and commissioning services.
We combine design and engineering expertise with creativity to improve your experience at sea, whether you’re out there for work, exploration, or pleasure. Our team of naval architects, engineers and designers know it takes more than expertise in design and production processes to deliver exceptional results.
n R2 Marine Oy Laivakatu 3, 00150, Finland Tel: +358505669222 www.r2marine.fi
Discover a world of power and performance on the water with Suzuki Marine. Our industryleading outboard motors are built for reliability, durability, and maximum fuel efficiency.
Battley Marine Ltd is a small, family-run, team of fender specialists initially established, in the 70s, to fill an identified gap in the pneumatic fender market for servicing and repair; so successful was this venture that we were the first fender repair company accredited by Yokohama Worldwide.
n Battley Marine Ltd East End House, Billingford, Norfolk NR20 4RD, UK Tel: +44 1362 668641 www.battleymarine.com
Buoyant Works is an innovative designer and manufacturer of high performance, lightweight fendering and offshore wind farm impact protection products. Born out of 25 years of fender design experience, our FENDERIT range is a modern, engineered polyurethane alternative to rubber fendering.
n Buoyant Works
Unit 4, Little Trethew Industrial Estate, Horningtops, Liskeard, PL14 3PZ, United Kingdom Tel: +90 2123111800/01 www.medmarine.com.tr
Fender Innovations is specialized in Tailor designed and produced Fender Systems specifically adapted to the field of operation. Shared properties of the systems are a minimal weight and long lasting durability. Poly Marine Fender Systems for Bollard and Shore tension protection.
n Fender Innovations and Poly Marine Fender Systems Westrak 240, 1771 SV Wieringerwerf Tel: +31 22 37 64 170 info@fenderinnovations.nl www.fenderinnovations.nl
Marine Fire Safety; who are well known and trusted by many for supplying, installing and maintaining firefighting equipment within the commercial marine sector, have teamed up with Lalizas UK to extend their services and support to customers.
n Marine Fire Safety Limited Unit D1-D4, Bridge Business Centre, Brickhouse Lane, Godstone, Surrey, RH9 8JW Tel: +44 1342 844379 Fax: +44 1342 843172 info@marinefiresafety.co.uk www.marinefiresafety.co.uk
Suppliers and Installers of Thermal and Fire Insulation on Aluminium & Steel Structures. 20 years, involvement in marine projects for thermal, acoustic and passive fire protection to many prestigeous vessels.
n Global Insulation (European) Ltd Unit 84, Station Road, Hayling Island, Hampshire, PO11 0EL Tel: +44 2392 462113 globalinsulate@btconnect.com www.globalinsulation.co.uk
UK distributors for generators from 5 to 500 kw prime power. Kohler’s patented P-Gen load share system facilitates smaller generators increasing redundancy and reducing fuel consumption.
n Atlantis Marine Power Limited Western Wood Way, Langage Science Park, Plympton, Plymouth, Devon, PL7 5BG Tel: +44 1752 208810 sales@atlantismarine.com www.atlantismarine.co.uk/
Hypro Marine, leading designer and manufacturer of power-assisted steering systems. Specialists in finding unique solutions, we are able to offer a bespoke design and manufacturing service for Integrated Hydraulic Control of single or multifunction hydraulic operations for series-produced power craft.
n Hypro Marine Mount Pleasant Lane, Lymington, Hampshire, SO41 8LS Tel: +44 1590 681445 info@hypromarine.co.uk www.hypromarine.com
SAVING EQUIPMENT
LIFE
Servicing and hire of life rafts, boats and lifejackets. Sales of a complete range of marine safety and firefighting equipment to SOLAS and MED.
TMS Ltd have many years of expertise in Marine and Civil Engineering. We operate throughout UK and Europe, where we utilise our unrivalled abilities and professionalism to successfully complete marine and civil engineering projects.
n TMS (Teignmouth Maritime Services Ltd)
Unit 22B Dawlish Business Park, Exeter Road, Dawlish, Devon, EX7 0NH
Hire & Sales of containerised modular (spud) pontoons with a height of 4, 6 and 8 ft, modular multipontoons. See Baars Charter at Dredging Equipment for barges.
n Baars Confloat B.V./ Baars Charter Rivierdijk 276, 3360 AB, Sliedrecht, 3361 AV Tel: +31 184 415566 Fax: +31 184 411227 rental@baarsbv.com www.baarsbv.com/en/
At Brimmond Group we specialise in mechanical, hydraulic or electrical solutions. Our highly qualified engineers can design, manufacture, service and repair a vast range of equipment to meet any client’s needs.
n Brimmond Group Tofthill Avenue, Midmill Business Park, Kintore, Aberdeenshire, AB51 0QP Tel: +44 1467 633 805 www.brimmond-group.com
English Braids is a global manufacturer of high-performance ropes and slings for all major industries including commercial marine, subsea, offshore renewables, offshore oil & gas, heavy lifting and towing & salvage. We have been creating bespoke solutions for over 50 years and can manufacture ropes for any application.
n English Braids Ltd Spring Lane, Worcestershire, WR14 1AL, United Kingdom Tel: +44 1684 892222 www.englishbraids.com
To advertise in the Maritime Journal Directory contact sales@maritimejournal .com or phone +44 1329 825335
www.maritimejournal.com
Cloud Towing Tank is a hydrodynamics consultancy company specialized in CFD in the maritime industry. We provide our clients with numerical hydrodynamic simulations of ship resistance, self-propulsion, manoeuvring, seakeeping, propeller-hull interaction, and many other.
n Cloud Towing Tank Kamengradska ul. 3, 10000, Zagreb, Croatia Tel: +47 46 90 5000 www.cloudtowingtank.com
Hubel Marine is a Netherlands based firm. Its focus lies on the full range of advice: Registration of Vessels, Corporation Services, Crew Endorsements and Classification Surveys.
n Hubel Marine B.V. P.O.Box 3219, Rotterdam, 3033 AE
Tel: +31 10 458 7338
Fax: +31 10 458 7662
info@hubelmarine.com www.hubelmarine.com
HYDRAULIC COMPONENTS
Product range fully certified: Self certification in permanent connections as machinery part.EN 362 certified product range in PPE industrial safety – connectors. Over 200 items available, made in France.
n Péguet & Cie Maillon Rapide, 12 rue des Buchillons, B.P.205, Annemasse, F-74105
We supply, install, maintain, and refurbish aids to navigation of any type, manufacturer, and age. We hold stock of lanterns, buoys, mooring, sinkers, and monitoring equipment, to ensure the prompt response to any outage, anywhere in the UK or Ireland.
Robosys Automation is a leading developer of AI powered Autonomous Marine Systems including Remote Piloting and Advanced Autonomous Navigation, Remote and Autonomous Platform Control and Remote and Autonomous Payload Control. n Robosys Automation Ltd W1/ 38, Marine Robotics Innovation Centre (MRIC), European Way, Southampton, SO14 3ZH Tel: +44 7500 276555 nigel.lee@robosysautomation.com robosysautomation.com/
LED Navigation Lights for ships of all types and sizes. Lopolight proudly presents a complete Control & Monitoring solution for vessels of all sizes. The system is compact and flexible, built and configured specifically to customer specifications. Available with single or dual power supplies, in 24VDC, 115VAC, 230VAC versions.
n Lopolight UK
Head office: Edinburgh, Scotland
Tel: +44 131 285 3207
Email: info@lopolight.com www.lopolight.com
&
IIncat Crowther is a diversified marine design and digital shipbuilding business with offices in Sydney, Australia, Lafayette, USA and Eastleigh, UK. The company has a 40-year history with over 700 vessels in service to its designs.
Delivering navigation safety since 1988. Todd Navigation is an International ADMIRALTY Chart Distributor, appointed by the United Kingdom Hydrographic Office (UKHO). All our Admiralty standard navigation charts are corrected to the latest Notices to Mariners via the Print-on-Demand (POD) service.
n Todd Navigation Navigation House, 85 High Street, Bangor, BT20 5BD United Kingdom Tel: +44 28 9146 6640 Sales@toddnav.com www.toddnav.com/
Our services include; vessel charter, renewable energy services, offshore windfarm maintenance solution, submarine cable installation, repair and maintenance, marine engineering, marine salvage, pollution response, environmental consultancy, oil and gas terminal operations, aids to navigation services.
DESMI develop, manufacture, sell and service pumps and pumping solutions including a wide range of environmental equipment for oil spill, seaweed and clean waterways.
LAMOR is the world leader in the manufacture of products and services for the Oil Spill Response Industry. We design and produce Booms, Skimmers, Pumps, Dispersant systems, Vessels and we also design recovery systems to be built into new and older vessels. MCA/IMO Training, Design and Consultancy on a worldwide basis.
n Lamor Corporation UK Ltd 3 Medina Court, Arctic Road, Cowes, Isle of Wight, PO31 7XD Tel: +44 1983 280185 Fax: +44 1983 280056 uk.info@lamor.com www.lamor.com
One of the uk’s leading spill solutions specialists. We stock and supply ABSORBENTS, SPILLKITS, OIL SKIMMERS, OIL BOOMS and PORTBINS and provide a Total waste management service that includes spill clean up. We aim to make the environment a better place. n 308 Woodside Way Springvale ind. Est., Cwmbran NP44 5BR, United Kingdom Tel: +44077860717461 sales@zwannyltd.com www.zwannyltd.com/
25 years’ experience specializing in Commercial Marine. Media buying, strategic PR campaign planning and implementation, press releases compilation and distribution, newsletters, company brochures and clients’ magazines and social media management. n Sue Stevens Media Ltd 7 Foxhills, Ashurst, SO40 7ED Tel: +44 2380 292992 suestevens@suestevensmedia.co.uk www.suestevensmedia.co.uk
Builders of the Interceptor Pilot Boat range, 11.5m, 13m, 14.5m & 16.5m. For when you demand strength and exceptional seakeeping. Also builders of GRP Crew transfer, Patrol & SAR boats, Hydrographic survey vessels, Work boats and Passenger Vessels.
Miko Marine AS was founded in 1996 on the idea of using a magnetic patch for stopping seawater leaking into a floating vessel -or to stop oil leaking from the vessel into the sea. Most widely known is its range of magnetic plasters which can be used to seal hull damage and enable a vessel to be moved safely to a yard for permanent repair.
n Miko Marine AS Vollsveien 4, Lysake 1336, Norway Tel: +31 10 458 7338 https://mikomarine.com
PONTOONS
Baars Confloat B.V. is market leader of modular pontoons specialist for many years. The unique modular pontoons specialist Confloat system (nut-bolt connection) guarantees absorption of high dynamic and static forces. We have a large number of units available for rental and sale, new and young used.
n Baars Confloat BV /Baars Charter Rivierdijk 276, 3361 AV Netherlands Tel: +31-187-491995 www.baarsbv.com
PROPULSION
&
POWER
Since 1987 Beta Marine has developed an enviable reputation for providing quiet and smoothrunning marine diesel engines and generating sets to suit a wide variety range of applications.
n Beta Marine Ltd Davy Way, Waterwells, Quedgeley, Gloucestershire, GL8 8LT, United Kingdom Tel: +44 1453 723492 www.betamarine.co.uk
As a global leader in premium couplings, drive lines and power transmissions, CENTA Nederland B.V. provides the same high quality customer solutions and service you’ve come to expect from CENTA since 1970.
n Centa Nederlands B.V Nijverheidsweg 4 3251 LP Stellendam Zuid-Holland, Netherlands Tel: +31-187-491995 https://centapowertransmissions. com/en/
At HamiltonJet, we pride ourselves on delivering one of the most advanced and innovative marine propulsion systems available today. Our waterjet technology stands at the forefront of propulsion innovation, boasting over 70 years of pioneering development.
n HamiltonJet Unit 26, The Birches Industrial Estate, West Sussex, RH19 1XZ, UK Tel: +44 1342 313437 www.hamiltonjet.com
Solé Diesel is shaping the future of maritime technology, offering Marine Engines, Generators, and complete solutions of Propulsion line systems. Building on over a century of expertise under the name Solé Diesel, Solé Advance focuses on delivering greater efficiency, innovation, and sustainability, catering to both recreational and professional mariners’ needs today and in the future.
n Solé Advance marketing@soleadvance.com www.soleadvance.com
PROPULSION SYSTEMS
Stone Marine Propulsion design and manufacture a complete range of high quality propulsion equipment for commercial and naval vessels of all types and sizes. Our latest propeller designs significantly lower fuel consumption and emissions.
n Stone Marine Propulsion Ltd Dock Road, Birkenhead, Merseyside, CH411DT Tel: +44 1516 522372 Fax: +44 1516 522377
sales@smpropulsion.com www.smpropulsion.com/
Rotec Hydraulics is a leading UK specialist provider of hydraulic, pneumatic and electrical mechanical components and engineering services to a wide variety of organisations operating across both public and private sectors.
WaterMota has been supplying the marine industry with engine room packages since 1911. Heat exchanger & keel cooled propulsion engines from 5.8 to 22 litres, auxiliary engines, custom built generating sets and powerpacks. Supplying Azcue, D-I, Doosan, Hyundai SeasAll and JMP.
Accredited and Achilles FPAL registered company specialising in personnel and equipment transfers, safety and guard boat duties, survey and logistical support to the emerging offshore renewables and offshore construction industries throughout Europe.
n Specialised Marine Support Ltd Easdale, Oban, Argyll, PA34 4RF Tel: +44 1852 300341 info@specialisedmarinesupport.com www.specialisedmarinesupport.com
Norwest Marine specialise in the hire, supply and servicing of marine safety equipment, with inflatable liferafts at the core of our business. We carry stocks of 4, 6, 8, 10, and 12 man SeaSafe ISO approved liferafts which are available in flat pack or valise. These include -24hr / +24hr & SOLAS B packs. We offer a full rage of liferaft servicing facilities and can provide quotations on request.
n Norwest Marine Ltd Liverpool, Mereyside, UK Tel: +44 151 207 2860
https://norwestmarine.co.uk/
H. Henriksen AS is a technology Company with a long and proud history within the maritime and offshore sector. Henriksen has a strong position within safe MOB boat lifting operations, Launch & Recovery systems for offshore vessels, oil Spill Recovery and Entering and Boarding Systems for maritime and urban environments.
For more than 30 years, Marine Jet Power (MJP) has been redefining the waterjet market with innovation and unsurpassed quality. Engineered and built in Sweden, MJP’s proven stainless steel, mixedflow waterjets are used in many diverse applications, from fast military craft and passenger vessels to workboats worldwide.
n Marine Jet Power AB Hansellisgatan 6, Uppsala, SE-754 50 Tel: +46 10 164 10 00 sales@marinejetpower.com www.marinejetpower.com
Ocean born. Tech bred. Sleipner creates world-leading technical solutions that consistently improve safety and comfort at sea, setting the benchmark for the boating of tomorrow.
n Sleipner Motors Unit 1, Darcey Court, South Brent, TQ10 9EW Tel: +44 1364 649400 Sales@Sleipner.co.uk www.sleipnergroup.com
To advertise in the Maritime Journal Directory contact sales@maritimejournal .com or phone +44 1329 825335 www.maritimejournal.com
We have been a world leading designer and manufacturer of propellers and shaftlines for over 40 years. Our high performance C’Foil design provides anticavitation characteristics, whilst delivering unrivalled maximum performance.
n Teignbridge Propellers International Ltd Great Western Way, Forde Road, Brunel Industrial Estate, Devon, TQ12 4AW, United Kingdom Tel: +44 1626 333377 www.teignbridge.co.uk
Markus Lifenet Ltd. is specialised in development and manufacture of a man overboard recovery products, made for all types of boats, ships, offshore installations, quay areas and similar land based water sides. We also provide crew training program and onboard inspection guidelines.
n Markus Lifenet Ltd. Hvaleyrarbraut 27, IS-220 Hafnarfjörður, Iceland Tel: +354 864 3559 Sales@markusnet.com www.markusnet.com
Subsalve is the worldwide leader and innovator in the design and manufacture of buoyancy engineered inflatables. Our underwater lift bags are specified to meet the toughest challenges in recreational, commercial, scientific, and military applications.
n Subsalve USA
P.O Box 2030, North Kingstown, Ri 02852
Tel: +1 401 88408801
Fax: +1 401 884 8868
Richard@subsalve.com www.subsalve.com
SEATING & CHAIRS
Marine seating of the highest performance and quality. Full suspensions optimised for arduous marine environments, high shock mitigation performance, comfort, ergonomic design and DNV-GL Type approval.
Humphree, based in Gothenburg on the west coast of Sweden, is a company dedicated to providing: “Speed at sea” through innovative technology solutions for high performance vessels. Specialized in Trim and Stabilisation our Product portfolio consists of Interceptor systems and Fin stabilisation systems.
EvoLogics GmbH are experts in cutting-edge underwater communication and positioning systems, as well as novel robotic solutions. The company’s advanced spread-spectrum technology delivers great results for various subsea applications.
n EvoLogics GmbH
Wagner-Régeny-Straße 4, 12489 Berlin, Germany
Tel: +49 30 4679 862 - 0 www.evologics.de
Scania is a world-leading provider of transport solutions. With sustainability a key focus area for the organisation today. Scania works with its partners and customers to drive the shift towards more sustainable transport systems.
n Scania (Great Britain) Limited Delaware Drive, Tongwell, MK15 8HB United Kingdom Tel: +44 845 034 3034 www.scania.co.uk/powersolutions
TUGS,
Thanks to its experienced maritime pilots and high quality tugboats all built in its large-capacity shipyards, Med Marine is Turkey’s leading towage and pilotage operator and had been serving its clients for their newbuilding projects since 1995.
A family owned company with over 45 years of experience in the service of: Chartering tugs / workboats/launches for Inland and Sea-going towage, Assistance and Supply services to provide services for dredging, construction and offshore companies, 24/7.
n Van Wijngaarden Marine Services BV Buitenweistraat 15, 3372 BC Hardinxveld-Giessendam Tel: +31 184 490 244 info@wijngaarden.com www.wijngaarden.com
TUGS, TOWAGE & SALVAGE
Specialist shipbrokers handling the sale & purchase and chartering of Tugs, Jack-ups, barges, Split hoppers, Dredgers and various Workboats etc. Our services also include Towage, heavy lift transport and Valuations.
Herman Senior b.v. is a familyowned company based in Barendrecht, The Netherlands. Although the company was founded in 1992, the roots of the company go back all the way to 1976. With our versatile fleet of Multicats and Shoalbusters, Herman Senior offers a wide range of marine services to our customers on a worldwide basis.
n Herman Sr bv Ebweg 56, Barendrecht, 2991LT Tel: +31 78 619 25 07 info@hermansr.com www.hermansr.com
VESSEL BUILD & REPAIR
In-house expertise, a huge selection of products to meet a very broad range of applications. Specification, through technical advice, manufacture and after-sales support, a comrehensive, valued service to the power transmission and hydraulics industries.
Since 1972, JW Automarine Ltd has led the way in the design, manufacturing and now rental of RF welded PVC & PU fabric Air Lift Bags, Water Weight Load Test Bags, Gas & Liquid Containment Bags, Military & Rescue Service Equipment and a diverse range of product & project solutions.
n JW Automarine Ltd Enterprise Way, Fakenham, Norfolk NR21 8SN UK 0044 (0) 1328 852300 sales@jwautomarine.co.uk www.jwautomarine.co.uk/
Incat Crowther is a diversified marine design business with offices in Sydney, Australia; Lafayette, USA; Portsmouth, UK. The company has a 35-year history with nearly 600 vessels in service to its designs.
n Incat Crowther P O Box 179, Terrey Hills NSW 2084 Australia Tel: +61 2 9450 0447 www.incatcrowther.com
Bayards is an established specialist in Dutch Built Quality marine structures. Our shipbuilding expertise encompasses the production and engineering of aluminium workboats, crew transfer vessels, ferries, superstructures, and complete cascos.
n Bayards Marine Structures Kamengradska ul. 3, 10000, Zagreb, Croatia
Macduff Ship Design Ltd are proven industry leaders in the Naval Architecture and Marine Survey sectors, having worked for more than 25 years with owners, operators and shipyards globally.
Navalrocha Shipyard SA is a worldclass ship repair facility located in the heart of Lisbon harbour on the north bank of the Tagus river and is one of the oldest infrastructures associated with the Naval Industry in the Tagus river estuary dating back to 1898.
n Navalrocha Shipyard SA
Rua da Cintura do Porto de Lisboa Estaleiro da Rocha Conde de Óbidos 1350 – 352 Lisboa – PORTUGAL Tel: (+ 351) 213 915 914 www.navalrocha.pt
VESSEL BUILD & REPAIR
BUILD & REPAIR
The Trafalgar Group is a young, dynamic group of businesses operating in the leisure boating, commercial shipyard and property sectors, based at the top of Portsmouth Harbour.
n Premier Trafalgar Shipyard Trafalgar Wharf, Hamilton Road, Portsmouth, PO6 4PX Tel: +44 02393 233145 email: trafalgarshipyard@ premiermarinas.com www.premiermarinas.com/ trafalgar-shipyard
Designers and manufacturers of winches, windlasses and capstans. Hydraulic, electric, diesel, pneumatic and manually driven along with ancillary equipment. Also hydraulic towing winches. Our Sister company L.G. Prout & Sons Ltd are subcontract precision engineers. We have a reputation for supplying high quality components at competitive prices.
n Gemmell and Prout Marine Ltd Swann Street, East Yorkshire, HU2 0PH, United Kingdom Tel: +44 1482 329600 www.proutmarine.co.uk
Safehaven Marine are designers and builders of FRP Pilot and crew transfer boats, Patrol boats, S.A.R. vessels, Hydrographic craft, Naval & Military designs and unique custom private motor yachts from 11-22m in Monohull, Catamaran and unique hybrid forms.
Harbour & ship assist, terminal, escort & offshore tugs and supply vessels; shallow draft utility workboats and river push boats, tugs up to 170 meters in length, any power range whether direct diesel, diesel-electric or hybrid propulsion technology along with wide range of numerous type vessels.
n Uzmar Shipping & Trading Co. Ltd KOSBAS Kocaeli Serbest Bolgesi, Sepetlipinar SB Mah., 102. Cad. No:14-16 Basiskele,, Kocaeli, 41090 Tel: +90 (262) 341 45 10(pbx) info@uzmar.net www.uzmar.com
Lemans Nederland bv is a company situated in the southwest of The Netherlands. We are specialised in hoist, lift, push and towing equipment. As well as deck, dock and quay equipment.
n Lemans Nederland BV PO Box 527, Bergen op Zoom, NL 4600 AM Tel: +31 164 680 097 Fax: +31 164 681 971 info@lemans-nederland.eu www.lemans-nederland.nl/
MELCAL designs and manufactures advanced deck handling solutions and provides professional life cycle services for the marine and offshore industry. MELCAL offers expert consultation, reliability and performance to shipyards, ship designers & ship owners worldwide.
n Zona Industriale c/da Fegotto S.P. 11 Km 0,6, Calatafimi Segesta (TP) 91013, Italy Federica Calandrino Tel: +39 0924 506974 www.melcal.com/
WORKBOAT BUILDERS
Safe, reliable and designed for work aluminium boats: bespoke patrols, SAR boats and passenger catamarans.
n Aister
C/Baixada do Cocho, nº 228, A Guia – M, Meira – 3, MOAÑA, 6955
DM acquired the assets of equipment of South Boats IOW and trade from Cowes, IOW specialising in the design, construction, refit, repair and maintenance of workboats, military and patrol craft, lifeboats, pilot boats, fishing boats, commercial and pleasure craft.
n Diverse Marine Medina Ship Yard, Pelham Road, Cowes, Isle of Wight Tel: +44 1983 300656 info@diversemarine.co.uk www.diversemarine.co.uk
Southampton Marine Services specialise in ship building, ship repairs and steel fabrication across all aspects of the marine industry.
n SMS Group Ltd Unit 1 Ocean Quay, Belvidere Road, Southampton, Hants, SO14 5QY Tel: +44 2380 141010 info@sms-marine.co.uk www.sms-marine.co.uk
Specialists in Marine Plant Hire, Charter & Sales. Bespoke marine access solutions, CTV / Survey Vessels, Jack up Barges, Pontoons, Tugs, Crane Barges, Dredgers and various other workboats.
n Fastnet Shipping Ltd Marine Support Services Base, Bilberry, Waterford City, Waterford Tel: +353 51 832946 Fax: +353 51 851886 info@fastnetshipping.com www.fastnetshipping.com
Tidal Transit provides access solutions to the offshore energy industry. Via its fleet of purpose built vessels, Tidal Transit transports people and cargo to and from offshore assets. The company’s fleet is focused on increasing efficiency and time.
n Tidal Transit Limited Unit 6 North Creake Airfield Business Park, Bunkers Hill, Egmere, Norfolk, UK Tel: +44 1328 854 225 www.tidal-transit.com
Habbeké Shipyard, established in 1966, has almost fifty years’ experience of quality shipbuilding. The wharf builds exclusively in aluminium, and enjoys an excellent reputation for innovation, quality and service. The shipyard builds aluminium workboats, & both open and closed vessels for rescue, pilot or general work duties.
Baltic Workboats AS has a strong track record for the design, build and delivery of steel and aluminum workboats for professionals around the world.
n Baltic Workboats AS Nasva Harbour, Nasva, Kaarma v, 93872 Saare mk Tel: +372 452 1140 contact@bwb.ee bwb.ee/
WORLDFISHING SINCE
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1 year’s membership including 6 full digital magazines from £185
Providing senior executives with a meeting place to learn, discuss and share knowledge of the latest developments in efficient propulsion technology and low flashpoint, low carbon fuels.
Topics & Presentations cover:
EU Regulatory Requirements and the Emerging Market for Carbon Capture: Challenges and Opportunities
Methanol: Lessons Learned from Expansion of Vessels Operating on Methanol
LNG: Methane Slip Reductions, Advances in Engine Performance
The Motorship Awards
Bio-Fuels: Operational Experience for 2-Stroke and 4-Stroke Engines
Retrofit
Hydrogen: Internal Combustion Engine (ICE) and Fuel Cell Advances
Ammonia: Challenges and Solutions (fuel supply, after treatment, new engines, pollution control, fuel tanks) Wind Propulsion
Carbon Capture: Emission Reduction, Findings and New Projects
Crew Training for new fuels
Propulsion & Future Fuels is the longest-running technical conference in the maritime sector, providing senior executives with a meeting place to learn, discuss, and share knowledge of the latest developments in efficient propulsion technology and low flashpoint, low carbon fuels.
