Maritime Journal October 2023 (Subscription)

Issue No 425

OCTOBER 2023

MARITIMEJOURNAL MARITIMEJOURNAL COMMERCIAL MARINE BUSINESS COMMERCIAL MARINE BUSINESS

Industry News | Marine Civils | Vessel Launches, Boat & Ship Building

FUTURE FUELS Port Infrastructure Tugs, Towing & Salvage

CONTENTS 34

NEWS 44 Unions speak out

Ørsted under fire from offshore workers

FEATURES 26 Offshore charging revolution

North Star's CTO on a new collaboration with Stillstrom

48 Zero bids in UK wind auction

28 Newport Shipping launches CTV firm

Not a single bid was received in the latest auction round

Newport announces a new direction

32 Decarbonisation How far have we got, asks Fugro's Peter Burger

34 Methanol deep dive

FEATURES 16 Thames debut

Artemis Technologies launches a fully electric workboat in London

16

22 $10m factory opens

62

art II of our special P feature on the future fuel

36 Special interview:

Titanic builder Harland & Wolff CEO John Wood talks to MJ

42 Green tugs seminar

MJ went to Poland to see Cummins' new master rebuild centre

A Shipping Week seminar thrashes out the possibilities

64 Fire and myth

36

COVER SHOT Issue No 425

OCTOBER 2023

MARITIMEJOURNAL MARITIMEJOURNAL COMMERCIAL MARINE BUSINESS COMMERCIAL MARINE BUSINESS

Industry News | Marine Civils | Vessel Launches, Boat & Ship Building

FUTURE FUELS Port Infrastructure Tugs, Towing & Salvage Maritime Journal Oct 2023 84pp (DIGITAL) DM.indd 1

HS.MARINE is a leading Manufacturer of ship and offshore cranes with the world’s widest range of models ranging and, with no doubt, we can now say that HS.MARINE is your reliable solution”. Stefano Forni, founder and Managing Director of HS.MARINE – shows the important results achived by the company in the 20 years of business.

The path we have decided to follow – continues focuses on reliability, efficiency and always operational service, able to respond to any request in a very short time. These are the three keywords that have made HS.MARINE one of the main players in the market. We are definitely not the cheapest manufacturer, but we are proud to say that we are the one offering the cheapest cost of ownership.

As the use of batteries in shipping increases, we need to be risk aware

We believe – explains Forni - that we have the cranes your company needs for all its load handling.

For many years, HS.MARINE has been supplying state-of-the-art cranes for the tough marine environment. Today we offer the world’s largest range of crane models of superior quality.

During Europort Exhibition, HS.MARINE would be present, as usual, in hall 1 - stand 1429, so you can touch with your own hands the top quality of the product they always want to give to the customer.

We will wait for old and new customers in Rotterdam – ends Forni – and never forget: HS.MARINE is the reliable solution for all your lifting needs. n For further enquiries http://hsmarine.net/

11/10/2023 07:55

For the latest news and analysis go to www.maritimejournal.com www.maritimejournal.com/news

OCTOBER 2023 | 3

NEWS

BRIEFS IMRF appoints new patron

The International Maritime Rescue Federation has appointed Sir Timothy Laurence, the husband of the British Princess Anne, as patron. Viceadmiral Sir Timothy Laurence replaces the IMO’s secretary-general emeritus Sir Efthimios Mitropoulos, who stepped down earlier this year, having been in the role since 2012. Laurence served in the British Royal Navy from the early 1970s upon leaving the University of Durham before retiring in 2010.

Britoil buys 30 vessels

Britoil Offshore Services has bought 30 vessels from the Netherlandsbased Vroon Offshore Services following the Vroon’s decision to sell off almost all of its offshore support fleet. The move will double Britoil’s current fleet, the new owner saying it will ‘propel Britoil into the selected group of top 10 offshore service vessel owners, with one of the youngest average fleet ages, at 11 years for the combined fleet’.

Eksfin finances Taiwan wind farm

State-backed export credit agency Export Finance Norway (Eksfin) is providing NOK 2 billion (€173 million) in loan financing to the Hai Long wind park in the Taiwan Strait. The transaction guarantees backing for the Seaway 7 cable installation and is in line with its strategy to strengthen its market in the Far East, which it sees as a key offshore wind market for Norwegian companies to export to. According to research firm 4C Offshore, Taiwan has 142 offshore wind farm projects of which five are operating and three are in the build phase.

4 | OCTOBER 2023

UNIONS ACROSS THE WORLD THREATEN TO DISRUPT ØRSTED OFFSHORE WIND PROJECTS IN SOLIDARITY WITH US COLLEAGUES Unions from 100 countries have signed a letter in support of US maritime unions, claiming offshore wind giant Ørsted has violated its own Code of Conduct with seafarers and dockers.

More than 215 unions have signed an open letter to Ørsted Group president and CEO Mads Nipper, as well as held protests in North America, Europe, Australia and the UK, claiming that the US branch of the company has broken promises to workers and union members and signed 20-year contracts with ‘anti-union’ shipping companies.

The leaders of the protest movement, the International Transport Workers’ Federation

(ITF), European Transport Workers’ Federation (ETF), International Dockworkers’ Council (IDC), International Longshoremen’s Association (ILA) and United Federation of Workers in Denmark (3F), say that pledges made by Nipper at an ILA delegation in June to commit to labour unions and workers’ rights have not been honoured.

The pledges included negotiating training programmes and agreements with trades unions – however instead, the firm has signed contracts with ‘historically anti-union’ shipping companies, in ‘a direct violation of Ørsted’s Code of Conduct’.

“To our disappointment, there has been no progress on these commitments,” the letter says.

“Seafarers and dockers are vital to Ørsted’s supply chain and our members are ready and able to cooperate with you to ensure the smooth delivery and continued service of Ørsted’s offshore wind projects globally.

“To that end, we also stand united in holding Ørsted accountable for its actions and for living up to its Code of Conduct in all countries it operates and throughout the company’s supply chain. We will not stand idly by as Ørsted US undermines standards on which Ørsted headquarters pride itself.”

NEW GUIDE PROVIDES INFORMATION ABOUT THE RISK OF ASBESTOS EXPOSURE IN SHIPYARD WORKERS Because fire is so dangerous onboard vessels, ship builders once used asbestos throughout vessel structures to try and mitigate the risk.

It now means they could have been exposed to the deadly material in almost every compartment and system of the vessels on which they worked before the 1980s.

The US-based Lanier Law firm has published a guide for workers to understand what they could have been exposed to, and how they could be entitled to compensation for asbestos-related diseases such as asbestosis, lung cancer and mesothelioma – none of which can be cured if not discovered in time.

n Asbestosis

“Some patients become ill 20 years after exposure, while others might not get sick for 50 or more years,” the guide says. “Doctors cannot remove asbestos from the body. Once you inhale the fibres,

they stay with you for the rest of your life.”

Sources at a shipyard can include: n Fireproof paint n Mechanical parts such as gaskets, clutch facings and brakes n Hatch, wall, floor and ceiling insulation n Pipe wraps and pipe insulation n Electrical wire coating n Boilers and boiler insulation n Adhesives and sealants.

While the material is no longer used in most modern shipyards, with the exception of yards in India, Brazil and China, says the firm, it can still be present during renovation or refits, or salvage work.

IRISH PATROL VESSELS SEIZE COCAINE WORTH €160m Four men have appeared in an Irish court after a container into was seized at the port of Cork carrying more than two tonnes of cocaine.

The drugs are estimated to have a street value of around €160 million.

The Irish Navy confirmed in a statement that a joint task force of the Naval Service, Air Corps, Army Ranger Wing, Revenue Customs Service and An Garda Síochána ’have implemented a

co-ordinated operation at sea, which resulted in the detention of a Panamanian registered bulk cargo vessel originating in South America, MV Matthew’.

It said it deployed offshore patrol vessel LÉ William Butler Yeats, a 90m x 14m vessel commissioned into the naval fleet in 2016, along with two AW139 helicopters, one CASA fixed wing aircraft and one PC12 fixed wing aircraft.

“The container ship was

tracked by Air Corps and the Naval Service assets over a number of days and was detained following the firing of warning shots in its direction by the LÉ William Butler Yeats,” the Navy said. “A specialist team from the Army Ranger Wing then deployed by helicopter onto the MV Matthew via fast rope insertion in challenging conditions. The ARW made the vessel safe and enabled its boarding by officials."

For the latest news and analysis go to www.maritimejournal.com

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NEWS

BRIEFS Wind farm support slumps

A poll by the William J. Huges Center for Public Policy at Stockton University shows public support for offshore wind farms in New Jersey has slumped from 77% four years ago to 33%. “When the concept of windfarms moved from abstract policy to preparing for actual construction, many residents said, ‘Not in my backyard, or at least not off my beach,’” said John Froonjian, director of the Hughes Center. “That’s especially true along the coast, where wind farms have been the focus of protests and legislative election campaigns.”

Study tests floating wind

Energy firm RWE is funding a study to investigate the quayside offload and launch of two types of floating wind platforms.

It will use Sarens’ crane and barge technology alongside Tugdock’s innovative submersible platform to combine both approaches for the two platforms, one of which is steel, the other concrete.

Various equipment will be trialled to manoeuvre structures into the water.

Ocean Kinetics buys 25% of firm

Scottish engineering firm Ocean Kinetics has bought a 25% stake in Irish coded welding and marine fabricator MMG Ocean (formerly MMG Welding).

The deal will allow MMG Ocean to expand facilities and jobs in the products and services to the marine, aquaculture, fishing and energy sectors in which it operates, including steel, stainless steel and aluminium. The two firms have plenty of experience working together in previous projects.

8 | OCTOBER 2023

Industry bodies have voiced concern and disappointment over a total lack of bids from offshore wind developers in the latest UK renewable energy auction.

Halfway down a press release trumpeting the government’s ‘record number of renewables projects awarded government funding’, the Department of Energy Security admits that ’offshore and floating offshore wind do not feature in this year’s allocation’.

“This is in line with similar results in countries including Germany and Spain, as a result of the global rise in inflation and the impact on supply chains which presented challenges for projects participating in this round,” it says.

For this year’s auction, the government set a maximum price of £44 (€51) per MWh, and it

ZERO BIDS MADE FOR UK OFFSHORE WIND PROJECTS seems that was not high enough to attract bids in view of the soaring supply chain costs faced by contractors.

The lack of bids comes after revelations that Vattenfall had axed a 1.4GW offshore wind farm off the English east coast after recording a loss of €480 million.

Vattenfall confirmed its decision in an earnings report, in which it said ‘the offshore wind power project Norfolk Boreas in the UK gave rise to a negative impact on earnings of SEK5.5 billion (€480 million)’.

“Although today’s auction results are disappointing, the offshore wind industry’s continued focus is working closely with the government to reform the auction

process so that we can secure far more capacity next year and beyond,” said Richard Sandford, co-chair of the Offshore Wind Industry Council. “The UK has the second largest offshore wind pipeline in the world, with more than a hundred projects at all stages of development.

“It’s clear that this year’s auction represents a missed opportunity to strengthen Britain’s energy security and provide low-cost power for consumers. So, lessons must be learned to ensure that the parameters of the auction are set correctly in the future.”

Industry body RenewableUK said rising costs had been ignored when pricing the auction.

SEA PORTS IN GERMANY CALL ON THE GOVERNMENT TO INCREASE FUNDING AFTER 20 YEARS OF NO HELP German coastal states and the port industry have called on the government to boost sea port funding, which they say has remained unchanged for the past two decades.

Construction costs and inflation alone mean a 10-fold increase in funding is needed, they say.

“Added to this are the costs of necessary investments in construction, replacement and modernisation, which are required to ensure security of supply in the face of a changed world situation,” the so-called ‘Bremen Declaration’ says.

“Massive investment is also needed in road, rail and federal waterway links to sea ports. Here, Germany needs modern,

high-performance logistics corridors for all modes of transport. The development of our sea ports must be seen as a joint task for the whole of Germany and given top priority.”

The Central Association of

n German sea ports such as

Hamburg are demanding more financial support from the government

German Seaport Operators (ZDS) says 300 million tons of goods pass through the ports each year,

EV SUSPECTED OF CAUSING CONTAINER FIRE More fears have been raised about the transport of electric vehicles after a container believed to contain a used one caught fire off the coast of Greece.

The container ship, 4,250 TEU Luna Maersk, was travelling between the port of Piraeus to Thessaloniki on the Aegean Sea when fire was reported by crew members, who managed to contain the fire but returned to Piraeus.

A firefighting vessel was also called out to assist, but it is believed that the fire did not spread to other containers.

According to media reports, the bill of lading said a used EV was in the container that caught fire.

The transport of electric vehicles has raised concerns in recent years because their lithium batteries are extremely difficult to put out, often re-igniting even after being extinguished.

However, the data don’t all agree that fires in EVs are more common than in other kinds of vehicle.

In November 2022, Autoinsurance EZ reported data from the National Transportation Safety Board in the US that showed hybrid vehicles experience more fires than internal combustion engine cars, and electric vehicles experience the lowest number.

For the latest news and analysis go to www.maritimejournal.com

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How are you managing your Ballast Water treatment tests?

Interesting observations RISQ 5.10: n If a Ballast Water Treatment System is fitted, is it in good order and are the officer’s familiar with its safe operation? n (V) Sampling analysis at the commissioning test of Ballast Water Management System to verify the proper operation of equipment shall be carried out at the installation of any Ballast Water

Management Systems (BWMS) in accordance with paragraph 8 of the Guidelines for Approval of Ballast Water Management Systems (G8) or Code for Approval of Ballast Water Management Systems (BWMS Code). n VIQ 6.22 Where a Ballast Water Treatment Plant is fitted is it maintained in accordance with manufacturers and vessels planned maintenance requirements?

The following steps should be undertaken following installation of the BWMS on board the ship, and after all ballasting equipment (for example pumps and piping) has been fully installed and tested, as appropriate. n A sample may be collected during ballast water uptake to characterize the ambient water, by any means practical (for example in-line sample port or direct harbour sample). Characterization of the ambient water does not require detailed analysis of the uptake water, however an indicative analysis may be undertaken n A representative sample should be collected during the corresponding ballast water discharge after the full treatment has been applied. Samples should be collected from the sampling point as described in the guidelines on ballast water sampling, G2, BWTS Standard: MEPC 173 58 (imo.org)

standard, using indicative analysis methods listed in BWM.2/Circ.42/Rev.2, as may be amended; and n the applicable self-monitoring parameters (e.g., flow rate, pressure, TRO concentration, UV transmittance/intensity, etc.) of the BWMS should also be assessed, considering the system design limitations of the BWMS, and the correct operation of all sensors and related equipment should be confirmed.

Aside of the above initial commissioning test there is no requirement to conduct further sample analysis of the ballast water annually. The annual survey will verify the control equipment that automatically monitors and adjusts the necessary treatment dosages or intensities or other aspects of the BWMS of the vessel are operating properly. This includes examination of records of the proper functioning or failure of the BWMS. If the system has not been in operation since the last survey, or if the manufacturers recommended maintenance schedule has not been performed then a function test of the system will be required. The function test is not required to demonstrate the biological efficacy of the installed BWMS however. It is well worth mentioning that PSC (persons with significant control) can request and take their own samples if they suspect the system is not operating correctly, hence it could be considered best practice to undertake periodic analysis of the treated water ballast.

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The total sample volume should be at least 1 m3. If a smaller volume is validated to ensure representative sampling of organisms, it may be used n The representative samples should be analysed for the two size classes of organisms, namely ≥ 50 µm and ≥ 10 µm to < 50 µm, as specified in the D-2 +44 (0114) 2853040 sales@im-m.co.uk www.im-m.co.uk

POWER & PROPULSION

A STEP CHANGE FOR ZERO-EMISSION WORKBOATS? Aqua superPower has become a technical partner of the Zero Emissions Network of Workboats (ZENOW) project, which aims to deliver a step change in zero-emission workboat operations

Step change The project will deploy the world’s largest network of electric workboats (20, powered by Aqua SuperPower chargers), code them ready for service and then, over three years, provide evidence, advice and support to those preparing to switch to electric.

The workboats, which include 13 Pulse 63s, five 7.9m and two 8.9m Cheetah Marine electric workboats, powered by RAD Propulsion’s RAD 40 and RAD 120 drives, will be delivered to 10 UK locations by 1 March 2025.

The project includes a three-year demonstration phase with various partners operating the vessels in representative environments. Sea trial data will form part of the partners’ work to understand and develop how electric boats are used in practice. This data will enable ZENOW to advise on adopting electric technology in a maritime environment and help shape electric networks.

The 20 boats will be connected virtually, with the project’s technology partners, RAD Propulsion and Aqua superPower, delivering fleet-wide monitoring systems to collect data.

Analytics will be published by the University of Plymouth and used to enable partners to enhance their environmental

Credit: RS Electric Boats

ZENOW is a partnership of 15 UK marine businesses and organisations, led by RS Electric Boats.

“Our participation in the ZENOW project will demonstrate our technology readiness and our ability to deploy the critical and reliable infrastructure required for harbours to service electric boats in a commercial setting,” said Alex Bamberg, CEO of Aqua superPower. ”Most importantly, with the data collected and collaboration of the partners, this project will provide realuse cases and open the market for electric work vessels.”

performance, reduce costs, and grow their businesses.

Falmouth Harbour already has four vessels tasked with patrols, supporting novel technologies and scientific work and mooring checks. It will receive an RS Electric Pulse as part of the project to demonstrate and build confidence in new clean technology while reducing other environmental impact.

ZENOW is part of the Zero Emissions Vessels and Infrastructure competition (ZEVI), which was announced in February 2023, funded by UK government and delivered in partnership with Innovate UK. As part of ZEVI, the Department for Transport allocated over £80m (€92 million) to 10 flagship projects supported by 52 organisations from across the UK to deliver real-world demonstration R&D projects in clean maritime solutions.

Projects will take place in multiple locations from the Orkney Isles to the southwest of England.

n ZENOW is a

partnership of 15 UK marine businesses and organisations, led by RS Electric Boats

Perkins launches two auxiliary engines Perkins marine has unveiled two electric auxiliary engines for use on inland waterways, tugs, government, fishing and ferry services.

The new E44, an electronic 4.4 litre, 4-cylinder engine, and the evolved E70B offer a broad range of power ratings and factory configurable power solutions, says the company.

“Our customers require more, and we are here to meet their expectations,” said Ben Lewis, sales support manager at Perkins marine engines. Customers in need of auxiliary power with a high-power density without compromising fuel efficiency or additional noise, need to look no further.”

12 | OCTOBER 2023

The E44 and the larger more powerful E70B come with a 500-hour interval service and with low maintenance features, thanks to a self-priming fuel system, no zinc anodes, automatic valve lash adjustment and self-tensioning belts.

Designed and assembled in the UK, the new engines are targeted at generator set packages and hybrid propulsion packages in the workboat, inland waterways, tug, and large yacht/superyacht sector and come with a range of cooling options.

The engines are marketed as compact and simple to install with plug-and-play features for a complete turnkey solution.

They are scheduled for release in Q4, 2023.

n The E70B

For the latest news and analysis go to www.maritimejournal.com

POWER & PROPULSION A consortium of international marine partners has announced it will work together to build the world’s first electric offshore Service Operation Vessel (eSOV).

Led by British shipping firm Bibby Marine, the consortium includes Kongsberg, DNV, ORE Catapult, the Port of Aberdeen, Shell and Liverpool John Moores University.

The vessel will have a 20MWh battery system backed up by dual-fuel methanol engines and ‘associated shore-charging facilities’, which the announcement did not go into detail about.

Funding for the build has come from ZEVI – the Zero Emission Vessel Infrastructure competition funded by the UK taxpayer, in which £20 million has been handed to the eSOV project.

“This is the world’s first eSOV and the first new vessel for Bibby Marine in five years,” said Bibby Marine CEO Nigel Quinn. “Designed in the UK, the vessel will be a game changer for our industry – supporting its ambitions to turn the UK into the world’s number one centre for green technology, create jobs and accelerate our path to net zero, by harnessing the best of British technologies. The vessel also offers the opportunity for customers to increase local content and will shine a light on UK innovation.”

BIBBY-LED CONSORTIUM TO BUILD FIRST eSOV

Andrew Macdonald, director of Development and Operations at ORE Catapult, said 300 such vessels would be needed in Europe by 2050.

“This is an exciting project that will push the industry forward and help decarbonise short-sea shipping, whilst continuing to prioritise safe and efficient operations,” said Alexandra Ebbinghaus, GM Marine

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Other winners of the funding were a ‘Zero Emission Network of Workboats’;Tidal Transit, MJR Controls, Goodchild Marine and Artemis Technologies to retrofit a 20m crew transfer vessel; aA ‘Zero-emission Electric Freight Vessel & Charging Infrastructure’ project; and ‘Electric Orkney’, also including Artemis Technologies and its electric foiling vessel.

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POWER & PROPULSION Wärtsilä has struck a deal to supply the integrated hybrid propulsion system for the world’s first methanol-fuelled hybrid RoRos. The two ships are being built at the China Merchants Jinling shipyard (Weihai) Co. for Swedish shipping company Stena RoRo for operation in the Irish Sea. “We are proud to be supporting these innovative hybrid vessels with our methanol fuelled engines and electrification systems,” said Roger Holm, president of Wärtsilä’s Marine Power business.

“Both Stena RoRo and Wärtsilä share the same commitment to decarbonising shipping

WÄRTSILÄ TO PROPEL WORLD’S FIRST METHANOL-HYBRID ROROs operations, and these vessels represent a further step in this direction by being the first methanol hybrid ships in their class.”

Each vessel will be equipped with two Wärtsilä 32M multi-fuel engines already capable of operating on methanol fuel and with ammonia-ready notation.

‘‘

Both Stena RoRo and Wärtsilä share the same commitment to decarbonising shipping operations, and these vessels represent a further step in this direction by being the first methanol hybrid ships in their class

n Wärtsilä’s hybrid propulsion system

Wärtsilä will also supply the MethanolPac fuel storage, supply and control system, the gearboxes, two controllable pitch propellers, three bow thrusters, the NACOS navigation

system, three Wärtsilä 20 auxiliary engines, and the hybrid electric system.

The vessels will also be equipped with Wärtsilä shore power solution enabling carbon-free operations when in port.

The 147m ferries will have a 2,800 lane metre capacity and space for 37 passengers and crew. They are scheduled for delivery in June and November 2025.

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OCTOBER 2023 | 15

VESSEL LAUNCHES, BOAT & SHIP BUILDING

‘PIONEER OF BELFAST’ MAKES DEBUT IN LONDON Artemis Technologies’ 100% electric foiling workboat Pioneer of Belfast made its debut in the UK capital during London International Shipping Week (LISW), and Maritime Journal editor Debbie Mason was given a quick spin down the Thames, courtesy of On Water Operations manager Stephen Milne It is the first time the vessel has left her home harbour of Belfast. The 12m vessel - built as a workboat for utility but fossil fuel free - has two batteries with a total of 300kW in the centre of the boat, two aft and one forward, giving it a range of 60nm.

At St Katherine’s Dock, just by Tower Bridge, the charging facility meant it needed a good couple of hours to fully charge, but Milne says the company’s own charging technology, which would accompany every vessel sold, can charge the batteries in one hour.

The propulsion system is an underwater drive train, and the flight control system is also one of Artemis Technologies’ inhouse products, ’a very sophisticated automated system, so that when you’re up foiling, uses various sensors to keep you level and near enough 80 motionless when you’re in the air’, says Milne.

He says she will rise up on her foils after about 13 knots, and can do 30 at top speed, leaving such little wake behind that far less damage is caused to banks than with conventional boats.

As we set off and enter the cabin, which has six seats, it feels like an ordinary boat, being rocked by the waves on a fairly still river.

But as we get to 15 knots, we feel the boat begin to lift, the sound reduces and it is a smooth ride at up to 30 knots. It’s not completely flat but at this speed in a boat with a hull on the water it would be far more seasick inducing. A quick, quiet few hundreds of yards up the river and back, before reaching the dock and she lowers back into the water as the speed decreases. ”The Pioneer is our test vessel, as well as a demonstrator, but we are also building a 24m passenger ferry platform, and that platform will also work for crew transfer vessels,” says Milne. ”There would be different ranges depending on the different duty cycles, so they will be anything from an 80nm range to a 120nm range depending on the battery capacity and what it’s being used for.”

“It’s a great opportunity for us to have her here in a realworld scenario,” said Gail Cook, head of Marketing at Artemis Technologies. ”The Thames is incredibly busy with a lot of traffic, and you can see all the building that’s taking place

16 | OCTOBER 2023

n Pioneer of Belfast

along the river so that’s an example of when you can bring materials to those work sites etc, and take traffic off the road.

Because it’s a foiling vessel it can go fairly fast and with stability for people and some cargo as well.”

The efoiling platform is being used a base across the board, she says, such as in the range of patrol boats that Artemis Technologies also launched at the Defence and Security Equipment International (DSEI) event, which ran concurrently to LISW, also in London.

“We’ve launched a range of patrol vessels for coast guard and police operations as well, and the great thing about our technology is that the platform is adaptable for so many use cases,” she said. ”We also have a pilot boat that we recently launched, and we have a state-of-the-art simulator that we have had pilots from Belfast harbour in to try out what it was like bringing the boat alongside a cargo ship, and the data they gave us we have been able to use to adapt our products and technology.”

at St Katherine’s Dock during London International Shipping Week

n Up on her foils:

Pioneer of Belfast

Credit: Artemis Technologies

As we set off and enter the cabin, which has six seats, it feels like an ordinary boat, rocked by the waves on a fairly still river. But as we get to 15 knots, we feel the boat begin to lift, the sound reduces and it is a smooth ride at up to 30 knots

For the latest news and analysis go to www.maritimejournal.com

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MARITIMEJOURNAL COMMERCIAL MARINE BUSINESS

Speed@Seawork on Monday 10 June in Cowes offers a sector specific event for fast vessels operating at high speed for security interventions and Search & Rescue.

Speed@Seawork Sea Trials & Conference The European Commercial Marine Awards (ECMAs) ceremony celebrates individuals and innovative companies on Tuesday 11 June.

The Conference programme, chaired by industry experts, helps visitors to keep up to date with the latest challenges and emerging opportunities.

The Careers & Training Day on Thursday 13 June 2024 delivers a programme focused on careers in the commercial marine industry.

VESSEL LAUNCHES, BOAT & SHIP BUILDING

HYBRID CTV ON SEA TRIALS AHEAD OF HANDOVER A British-built hybrid crew transfer vessel is completing sea trials ahead of handover

n HST Millie Built at Isle of Wight shipyard Diverse Marine for High Speed Transfers, the HST Millie is IMO Tier 3 compliant with selective catalytic reduce to reduce NOx and SOx emissions.

“We are delighted to have HST Millie on sea trials, prior to her handover to High Speed Transfers,” said Ben Colman, director and co-founder of Diverse Marine.

“We have now safely lifted and installed the launch and recovery system on to the deck of the first production Hydronaut,” he added.

HST Millie’s unique hybrid propulsion system incorporates an electric motor alongside a diesel engine, which drives the changeable pitch propeller system.

At low speeds this allows for silent, zero emissions operation enabling the vessel to comply with port air quality requirements whilst retaining efficient operation at high speeds. The Chartwell Marine hull form with high bollard push and bow height ensures a confident transfer even in high seas, says Diverse Marine.

This is the third CTV for HST, after the successful delivery of sister vessels HST Ella and HST Frances.

“HST Ella was successfully delivered by Diverse Marine last year and she has proven to be highly capable, with the hybrid system exceeding our targets of reducing emissions and fuel consumption,” said Tom Nevin, chief executive, HST.

Keel laying of ‘game-changing’ CTV The keel laying of a new hybrid maintenance support vessel for Briggs Marine has taken place.

In what is being hailed as a ‘significant milestone for maritime excellence’, the ceremony took place at the Freire Shipyard in Vigo, Spain.

“This event represents the start of what we believe will be a game-changer in maritime support,” said the Freire Shipyard team.

“We are excited to be part of this innovative journey that will enhance maritime support capabilities for years to come.”

The new 40m vessel, scheduled for delivery in 2024, will have a diesel-electric DP-2 propulsion system and accommodation for six crew and ten project personnel.

Notable features include a moonpool,

18 | OCTOBER 2023

detachable A-frame, four-point mooring system, survey project office and a demountable boarding ladder.

Fulfilling Briggs’ contracts with the UK government, offshore wind farms and ports, the new CTV will be mainly used for inspections, servicing, and replacement of navigations aids and inshore moorings, alongside surveys and maintenance support.

“It’s great to see building has started on the vessel which will further enhance our marine project support capability for the expanding renewables sector, as well as the traditional marine construction industry in which Briggs Marine has built its reputation on over the past 50 years,” said Collieson Briggs, managing director of Briggs Marine Contractors.

n Keel laying of the new maintenance support vessel for Briggs Marine at Freire Shipyard

For the latest news and analysis go to www.maritimejournal.com

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VESSELS & EQUIPMENT

WATERJET TECHNOLOGY CLEANS UP SHIP RECYCLING German engineering firm Applied New Technologies (ANT AG) has produced an abrasive waterjet suspension system for cutting steel on obsolete ships ANT AG says the waterjet can cut steel plates of up to one metre thick using pressure of just 2500 bar, which means cutting can be carried out with high precision and efficiency. x The extendable cutting jet consists of a suspension of water and added abrasive, which can cut through even multilayered materials and structures with cavities such as fixtures, insulation and cladding, the firm says.

“In the light of the ongoing shift to emission-free shipping and a growing world merchant fleet, a significant increase in scrapping activities is expected within the next 10 years,” says ANT AG. “The number of vessels to be recycled is projected to grow from 7,780 ships in the last decade up to 15,000 ships over the next one with a transport capacity of 600 million tons (last decade: 285 million tons).

“Furthermore, new regulations stipulate clean and safe ship recycling. At the same time, the steel industry, one of the world’s main emitters of CO2, faces the challenge of reducing emissions by about 30% by 2030 in accordance with the Paris Climate Agreement of 2015. Around 85% of CO2 emissions in steel production occur in the blast furnace. Scrap steel from ship dismantling provides a notably sustainable option, as it can be fully recycled without any loss of quality. Around 1.6 tons of CO2 per ton of recycled steel can be avoided.”

ANT AG says as well as zero carbon dioxide being emitted in the cutting process, no slag, paint chips or other debris contaminate the surroundings because they remain inside the ship body.

The system can also be remotely operated from up to 500

metres away, and has been unveiled ahead of global regulations that are due to come in, such as the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, which will enter into force on June 26, 2025, and the EU Ship Recycling Regulation, both of which advocate environmentally friendly ship recycling and safe working conditions.

n ANT AG waterjet

Bureau Veritas expands subsea noise-cutting agreement The marine and offshore technical advisory component of Bureau Veritas Group (BV Solutions M&O) has expanded an existing agreement with the Spanish noise and vibrations solutions firm TSI (Técnicas Y Servicios De Ingeniería) to include tugs, crew transfer and offshore support vessels.

Initially focused on cruise ships, the firms are already working to support the design and build of vessels with improvements to noise and vibration, enhancing crew comfort but also minimising impact on marine life.

Now a greater range of vessels can be supported with BV and TSI’s predictive calculations, and as well as CTVs and OSVs, naval vessels, ferries and gas carriers are now included. The two firms have worked together for 20 years.

“Their differentiator and how BVS/TSI minimise the noise and vibration (N&V) is by combining their numerical prediction and field

20 | OCTOBER 2023

expertise, leading to provide ’ground truth’ studies (real-world validation studies as numerical simulations are combined with with onsite measurement,” BV told Maritime Journal.

“When several studies are done within single problem-solving approaches BVS/TSI aim at having a holistic approach that ensures not only considering various technical aspects of N&V problems but also targeting being cost effective. n Paul Shrieve, president BV Solutions M&O

“Technologies are being developed: TSI has built an N&V monitoring expertise that completes BVS machinery (eg FMECA, CBM) risk analyses. TSI has also developed onboard systems to capture the severity of propeller cavitation, giving the possibility of reducing it when appropriate or needed or simply triggering maintenance action when levels overtake admissible values.

“As a conclusion, as far as the problem is understood and quantified accurately (the key purpose of associating prediction and measurements), an efficient and costeffective remediation can be found.

Alternatively, one could propose ambitious, heavy and costly insulation material without conducting more than a qualitative study, and so end up with a solution that would work but lead to far worse consequences (heavy insulation means more weight and space needed onboard).”

For the latest news and analysis go to www.maritimejournal.com

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VESSELS & EQUIPMENT

CUMMINS $10m MASTER ENGINE REBUILD CENTRE OPENS While engines from a whole range of sectors will be rebuilt at the centre, from mining applications to trains, road transport and construction, marine engines for tugs, passenger vessels, patrol vessels, defence and fishing will be taken in and rebuilt to offer 20-30% savings to customers over new engines.

The MRC is the 15th that Cummins has across the world – but the first one in Europe. At the 4,600m2 facility, high horsepower engines with displacements of 19 to 78 litres, and in the 450 to 3500 horsepower range, will be rebuilt.

Accommodating press and customers in the Saski Hilton Hotel in central Krakow, guests were taken on a half-day tour of the new facility, which prides itself on offering three options for rebuild – the ’Classic’ in-frame rebuild in situ; an ’Advanced’ option where the engine is removed from the application and taken into the factory; and the ‘Ultimate’ rebuild, a process which will result in an engine emerging from the factory as good as new.

And because of the Service Exchange method, customers can pick up a rebuild after just a weekend without having to wait for their particular engine to be finished.

‘‘

This place is the epicentre of all our products.

This epicentre is part of our overall strategy, the final piece of the jigsaw Chris Brown, Aftermarket Development Channel management director for Europe, told guests an Ultimate rebuild would save the seven months or so it could take to order and receive a new engine, at 70-80% of the cost.

The factory will employ up to 70 staff when at full capacity, Cummins says, and turn over up to 300 engines a year.

Each one will take 35 days for complete dissassembly, deep cleaning, inspection, components replacement, reassembly and testing, all done in a factory environment as opposed to the more traditional workshop method.

“This place is the epicentre of all our products,” said Brown.

“This epicentre is part of our overall strategy, the final piece of the jigsaw.”

Future fuel considerations Cummins is not ignoring the challenges that lie ahead with uncertainly over the direction in which engines may have to travel when it comes to future fuels.

“A lot of this is happening to decarbonise our economy and Cummins is working very hard to figure out how we do it,” said Alok Joshi, Cummins Power Generation business director.

“Most of our products are compliant today, our products are HVO compliant as well, and we are looking at fuels as one aspect. But what we want to offer is flexibility with the type of fuel that can be used and then there is also talk about

22 | OCTOBER 2023

Source: Cummins

No expense was spared by US-based engine manufacturer Cummins on the opening of its new $10 million master rebuild centre (MRC) in Krakow, the former capital of Poland

hydrogen in future, there’s talk about how we work with hybrids and other technologies to make sure that we play a significant part in decarbonisation.

“I think there is a lot of change. This is the biggest thing that all of us are dealing with and Cummins is in the middle of it because we make engines and technology’s changing, so most of us are spending a disproportionate amount of our time trying to figure this out. It will be difficult.

“There will be a lot of technologies that will come and then fade away. There will be some technologies which will really develop well, and in different segments might use different technologies.

“You are seeing already in automotive, especially in the lower range, batteries are very popular, and that technology, especially in Europe is going to be very very strong. Different segments will go different ways and Cummins is investing in a lot of these technologies to make sure it is successful in all of them.”

“Cummins is working with a consortium of companies to develop a dual-fuel solution for our QSK60 engine,” said Director - Marine Europe Cedric Merveillaud. “This work is part of the ZEVI-funded work to decarbonise shipping in the UK. The partners are Ocean Infinity, Promen and the Port of Aberdeen.

“This is an important element to our technology bridge strategy to allow for decarbonisation to start sooner, and to allow for retrofit of existing fleets.Initial application for the dual-fuel methanol technology will be for offshore SOV, with a distributed power system using multiple engines and batteries to provide power to the vessel.

“The vessel will use HVO and methanol to substantially reduce the carbon footprint of the vessel. That project aims to develop the engine in a test cell in 2024, and we hope to do the field test some time in 2025.” n You can hear full details of the factory tour and interviews at the event on our exclusive podcast, coming soon.

n Cummins’

European Master Rebuild Centre

For the latest news and analysis go to www.maritimejournal.com

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SMST SELECTED TO DELIVER 5T MOTION COMPENSATED CRANE Despite recent apparent misgivings within the US offshore wind industry – a recent auction received just one bid – there are many signs that the sector is still emerging and it is offering up opportunities to the better-established Europeans Testament to that is Netherlands-based SMST, which has been contracted to supply a five-tonne motioncompensated crane to operate on a new-build Edison Chouest Offshore (ECO) Service Operation Vessel (SOV) in the offshore New York Empire Wind project.

The crane has been procured by Scotland-based Marine Procurement, which is a member of the Edison Chouest group of companies and was established in 2008 precisely to manage such procurement activities for the ECO Group in Europe.

The firm secures major components, systems and equipment for new-build projects including platform supply vessels, anchor handling tow and supply vessels, specialist vessels (research, survey, well stimulation, subsea construction, etc) and more recently, passenger vessels.

‘‘

We are very pleased to support the energy transition in the U.S. with our 3D crane. By adding our crane, that guarantees high workability, to the new Edison Chouest’s SOV, the operational efficiency of the vessel’s equipment is brought to the next level We support ECO Operations and Maintenance by procuring spare parts, providing technical support and troubleshooting.

SMST says the crane is a ‘new development’ for the US offshore market, as the only one to be fitted on an SOV, and it will be delivered towards the end of 2024.

“We are very pleased to support the energy transition in the U.S. with our 3D crane,” said Jochem Tuinstra, sales manager at

SMST. “By adding our crane, that guarantees high workability, to the new Edison Chouest’s SOV, the operational efficiency of the vessel’s equipment is brought to the next level.”

“SMST has an impressive track record and we are convinced that the crane will perform well and in a very reliable manner,” said Mark Duns, project manager for Marine Procurement, which is based in Scotland. “We look forward to a collaboration that brings together partners that strive for optimal results in the development of the U.S. offshore wind industry.”

n Edison Chouest Offshore SOV for Empire Wind project

€25 million order welcomed for cargo cranes MacGregor, part of Cargotec, has received an order worth more than €25 million for general cargo cranes for 10 multipurpose vessels built in Asia.

The cranes for the 84,500dwt vessels are scheduled to be delivered between the fourth quarter of 2024 and the first quarter of 2026. The order includes 40 cranes with a lifting capacity of 75 tonnes. All cranes are connected to the latest

24 | OCTOBER 2023

n MacGregor cranes

worldwide service support and equipped with an active safety system for the highest possible secure operation.

“I’m very proud of the confidence that the shipyard has shown in choosing us to supply cranes for this important project. We look forward to providing our customer with our high-class equipment and services,” said Magnus Sjöberg, senior vice president, Merchant Solutions, MacGregor.

For the latest news and analysis go to www.maritimejournal.com

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OFFSHORE RENEWABLES

INTERVIEW WITH NORTH STAR CTO JAMES BRADFORD Maritime Journal editor Debbie Mason talks to North Star chief technology officer James Bradford about offshore charging plans, vessel building, the exorbitant and potentially prohibitive cost of batteries, and other challenges facing the commercial marine industry North Star has been very busy recently – not least with a recent Memorandum of Understanding it has signed with Stillstrom, a Norwegian offshore charging technology company.

The two firms have agreed to work out how to integrate North Star’s vessels with Stillstrom’s charging buoys, and in the future how to roll out and scale up across the industry, which Bradford.

For it to be a realistic solution Bradford admits the cost of batteries has to come down, as they are currently running at around $1 million per megawatt hour – in other words, up to $30 million PER VESSEL. “To install enough batteries to support a vessel through a 16-hour daily routine, you’re looking at anywhere between 25 and 30MW, so the cost of the battery alone, you’re looking at in the region of $30 million, which when you add that to the construction of the ship is significant,” he says.

Bradford says offshore charging systems need to be included in the infrastructure as wind farms are being built.

“The vessels, ship operators and wind farm developer all reap the benefits because the vessel will not be taking frequent trips to base and spending a long time out of service,” he says.

For it to be a realistic solution Bradford admits the cost of batteries has to come down, as they are currently running at around $1 million per megawatt hour – in other words, up to $30 million PER VESSEL Bradford admits there’s a long way to go, and that for it to happen in a meaningful way, the industry needs to collaborate.

“We need to prepare but to meet the regulations should not force a company out of business due to commercial impact on the cost of technology. And I think that is where we are. Our industry is still a little bit behind the times – we are great innovators. But as a collective we’ve got to really align ourselves so that we’re providing the alternative fuels, for instance in ports, the infrastructure has to be there, it’s not really there at this moment in time and the technology that we need to go full electric – that needs to come down to a level in cost that is acceptable to all.”

“And then the the fourth one, the Grampian Tweed, will be towards the end of 2024. We’ve committed to two potentially four CSOVs in Romania and we will cut steel on them in November of this year, then we’ll progress that part of the building. So in a very short time sort of we’ll have six.”

Looming regulations At the moment, deep sea regulations issued by the IMO do not affect offshore service vessels, whether they are in oil and gas or renewavles.

“The calculated carbon indexing, the energy efficiency design, indexing the emissions tax regulation all comes into play in 2024,” he says. “Currently that’s not impacting offshore, but we have to believe that’s going to change because ultimately it will have to encapsulate every vessel out there, to capture the carbon that is being emitted into our atmosphere.

“So we need to prepare to meet the regulations, and they should not force a company out of business due to the commercial impact on the cost of technology. It’s not about if it will happen, it’s when it’s going to happen.”

8Listen to our podcast of the interview on our website, where our new series of podcasts is available to download n James Bradford

Vessel building North Star, Bradford says, aims to build 40 CSOVs by 2040, so on average, two vessels a year. ”We’ve delivered two vessels already, the Grampian Tyne and the Grampian Derwent, that’s now in Norway,” he says. ““We are about to deliver the Grampian Tees in November, the third one from the Vard facility in Vietnam.

26 | OCTOBER 2023

For the latest news and analysis go to www.maritimejournal.com

OFFSHORE RENEWABLES It’s no secret that the European wind energy supply chain is struggling and now the European Commission has stepped in to help.

During her annual State of the European Union speech, Ursula von der Leyen, European Commission president, announced a new ‘Wind Power Package’ to help ensure manufacturing for the supply chain will remain in Europe.

“It’s very good the Commission is going to do this. It can’t come soon enough given the crisis our industry is facing now. And the President is absolutely right: it is essential that wind energy continues to be made in Europe,” said Giles Dickson, CEO, WindEurope.

Real risk As she addressed the EU Green Deal, von der Leyen stressed that the wind industr was facing a unique set of challenges and that unless policies are changed, European manufacturing could go.

The EU and governments have set ambitious targets – 420GW of wind energy by 2030. But the reality in the wind industry does not reflect this ambition and the struggles of the European wind supply chain mean Chinese turbine manufacturers are now starting to win orders.

EUROPE ANNOUNCES HELP FOR THE STRUGGLING WIND POWER SECTOR

n During her annual State of the European

Union speech, Ursula von der Leyen, European Commission president, announced a new ‘Wind Power Package’

Dickson said that because they offer cheaper turbines, looser standards and unconventional financial terms, there is a very real risk that the expansion of wind energy will be made in China, not in Europe.

The EU Commission’s Package aims to fast-track permitting, improve auction systems and focus on skills, access to finance and stable supply chains.

Permitting remains one of the biggest bottlenecks with around 80GW of projects are still stuck in bureaucratic processes.

Von der Leyen has called the wind industry “a European success story”. But Dickson said wind can become an even bigger success story for Europe.

Many more workers will be needed to build wind farms – translating into at least 200,000 extra jobs by 2030 and billions of investments in individual EU countries. But there is a lack of workers with the right profile at the moment so the EU Commission needs to have a bigger focus on skills too.

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OCTOBER 2023 | 27

OFFSHORE RENEWABLES

NEWPORT SHIPPING LAUNCHES CTV DESIGN & BUILD FIRM Newport Shipping has used London Shipping Week to launch a company that will design and build eight crew transfer vessels (CTVs) for the offshore wind market NAV Engineering and Technology will design and build two different sizes of CTV, one 26m in length, the second 33m, both hybrid and ‘technology ready’ for future fuels. Each will have personnel capacity of 24, and performance and data tracking will be a feature on each.

Four of each will be built at the Cicek shipyard in Tuzla, Turkey, with delivery completed by September 2025. ”Delivery of the first newbuild is expected in July 2024 with subsequent delivery every two months,” said founding partner and managing director Ingmar Loges. “This is a new pillar for Newport Shipping,” he said.

There have been a few negative signs in the offshore wind industry recently, with a recent US auction receiving just one bid for development, and a UK auction not receiving a single one. Vattenfall has also axed a development off the coast of England.

“Yes this is a real concern,” said Loges. “But it is only short term. There will be some challenges in financing these huge infrastructure projects but we need a lot more wind turbines.

Short term we are taking a quite a hit as an industry but long term this needs to happen. There’s political and public will to get this done.”

Vattenfall, says Loges, is simply prioritising projects it feels are more financially viable at the moment.

Loges told Maritime Journal that the offshore wind industry was not originally on his agenda, coming from a finance and commercial vessel aspect.

“Then I spoke to the owner of Newport,” he said. “And he said this is something we really should be looking into. And I

n Ingmar Loges,

new managing director and founding partner of NAV Engineering & Technology

asked him if he thought we could build a CTV – he said yes, and in our team we have these people, the engineering – and we will not only build, we will look for partners to go in with us on the equity side. ”We are realistic, we know we can’t do this on our own, so I am talking to a number of companies who are interested in joining us.”

Newport Shipping has 16 shipyards around the world that the new NAV Engineering & Technology can make use of, as well as 43 docks that it says are capable of handling 2,800 repairs a year of all vessel classes and sizes.

Subsea cable failures could derail offshore wind ambitions Global Underwater Hub (GUH) is leading the charge to tackle failures in underwater cables which could derail global offshore wind ambitions.

GUH, the trade body which champions the UK’s £8 billion (€9.5 billion) underwater industry, says that reliability of subsea cables is “paramount” to the success of offshore wind and the energy transition.

But failure of these cables is all too common, to the point that the cost of insuring them is becoming prohibitive.

“It’s estimated that around 85% of the total value of offshore wind insurance claims relate to subsea cables. Insurers are losing money underwriting cables with the average settlement claim in the region of GB£9million,” said Neil Gordon, GUH chief executive. ”Brokers have warned that the high number of cable claims is affecting capacity and coverage and the cost of repairs

28 | OCTOBER 2023

n Neil Gordon, chief executive, Global Underwater Hub (GUH)

typically runs into millions, with warranties rarely covering the high cost of business interruption.”

Gordon warns that if these critical components become uninsurable, offshore wind projects around the world will be derailed, making global 2050 net zero targets completely unachievable.

Globally, more than £620 billion of investment in offshore windfarms is anticipated by 2030 and, for the world to hit net-zero emissions by 2050, the generating capacity from offshore wind must increase by a staggering 1,120GW. “This scale of expansion and opportunity can only be achieved by installing and maintaining thousands of miles of reliable cables under the seabed,” added Gordon.

To this end, GUH has established the Subsea Cables Forum to bring industry together to develop a roadmap for improving the quality, reliability and therefore insurability, of cables, which is crucial to achieving global offshore wind ambitions, particularly in the nascent floating offshore wind arena.

This will involve the development of a set of industry-led, recognised standards and best practice guidelines.

For the latest news and analysis go to www.maritimejournal.com

OFFSHORE RENEWABLES Three EU-funded R&D projects have been selected to complete their designs and fabricate prototypes for a one-year demonstration aiming to assess the feasibility of different ideas to generate electricity from wave power.

The EuropeWave PCP encourages design, development and demonstrations of costeffective wave converter systems to produce electricity even in the harshest conditions.

CETO Wave Energy Ireland, a subsidiary of Carnegie Clean Energy, is a fully submerged point absorber technology in which a buoy sits a few metres below the water surface and moves with the ocean’s waves, the orbital motion driving a power take-off system that converts the motion into electricity.

The company says the product has completed more than 10 years of testing onshore in wave tanks as well as in-ocean testing. It can operate in a variety of depths, swell and seabed conditions and is robust enough to survive extreme sea states and is also scalable, with a modular design.

MARMOK - Atlantic, by IDOM Consulting, Engineering, Architecture, is a wave energy harvesting technology based on the Oscillating Water Column working principle that it calls MARMOK.

3 WAVE PROJECTS WIN SHARE OF €13.4m BUDGET

n MARMOK “The basic device concept can be described as a spar element holding a cylindrical water column inside,” says IDOM.

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”During operation, due to waves excitation, a relative movement between inner water column and buoy is produced. It makes the water column act like a piston that comprises and expands the air chamber which is confined in the upper side of the buoy, generating a reciprocating air flow which is then converted into electric power using a power take-off system composed by an air turbine. The absorbed power is transmitted to shore through a subsea cable.”

The third project is Blue Horizon 250, by Mocean Energy. Mocean describes it as a hinged raft with forward and aft wave channels, geometrically optimised.

“At 250kW scale, the commercial applications for Blue Horizon focus on islands & remote communities, while also including early grid projects and off-grid applications, such as oil and gas and aquaculture,” says Mocean. “Across these key markets, nearer to longer-term value propositions have been identified.”

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04/10/2023 13:32

OCTOBER 2023 | 29

OFFSHORE RENEWABLES

DemoSATH FLOATING OFFSHORE WIND PROJECT SWITCHES ON The DemoSATH floating offshore wind project is now fully operational and generating clean energy to the Spanish grid

Significant milestone The platform, two miles off the Basque coast, features a turbine capable of generating up to 2MW of electricity. Its annual production is equivalent to the annual electricity consumption of approximately 2,000 Spanish households.

As a result of this project, floating offshore wind technology is being introduced as a new renewable generation technology in Spain’s energy mix.

The commissioning marks the beginning of a two-year operational period to gather data about the behavior of the SATH technology, and the monitoring of the systems installed on the platform to understand its interaction with the surrounding ecosystem.

Specialised tools for the identification of birds and bats have been installed, as well as systems for monitoring marine ecosystem biodiversity (such as crustacean communities, other invertebrates, fish, and cetaceans) within the local environment.

These monitoring activities will provide insights into the behavior of groups and species around the floating offshore turbine. Additionally, the project will involve the evaluation of

Credit: Saitec Offshore Technologies

In August, DemoSATH was installed offshore at the BiMEP testing area at Armintza in the Basque Country.

Subsequently, the connection of the existing static seabed cable to the motion-absorbing dynamic cable and the link to the platform’s bow turret has now been completed.

“We are proud of the work accomplished and of being the pioneers in Spain in providing renewable energy with a floating wind turbine,” said David Carrascosa, chief operations officer at developer Saitec Offshore Technologies.

environmentally friendly solutions, custom-designed for SATH, which will aim to support marine biodiversity and enhance fishing resources in floating offshore wind farms.

DemoSATH, led by the Spanish engineering firm Saitec Offshore Technologies, in collaboration with the German energy company RWE Offshore Wind and the Japanese company The Kansai Electrical Power Co. Inc. (KEPCO).

n The DemoSATH

floating offshore wind project is now fully operational and generating clean energy to the Spanish grid

EU brings UK into ocean energy programme The world’s largest network of ocean energy professionals, comprising more than 120 organisations including utilities, industry and research institutes, has welcomed the UK back into its flagship programme.

Ocean Energy Europe (OEE) called the joining ‘excellent news’ for Europe’s ocean energy sector.

“Europe is the world leader in ocean energy, and the UK is one of its pioneer countries, home to some of its most exciting projects, biggest resources and worldleading test sites,” OEE says. “While robust research funding will be welcomed by all, the opportunity for experts to work together is equally valuable when it comes to staying at the forefront of technological innovation.”

OEE has its foot in many different ocean

30 | OCTOBER 2023

n Tidal turbine technology energy sectors. These include tidal turbines, wave energy, seawater air-conditioning, ocean thermal energy conversion and salinity gradient energy, in which advanced salinity gradient technology is used to harvest energy from the difference in the salt concentration between seawater and fresh water.

“This long-awaited announcement signals a desire at the highest political level to keep the whole of Europe competitive on the global stage,” said Ocean Energy Europe’s CEO, Rémi Grue. “Despite Brexit, companies and researchers have always been committed to working together to advance ocean energy technologies.

Collaborating via Horizon Europe will not only make that easier, it will also help Europe to remain the frontrunner in ocean energy worldwide.”

In January, an MoU was signed between the UK and the NSEC, which is comprised of representatives from nine EU countries and facilitates the coordination of offshore wind and grid development in the North, Irish and Celtic Seas.

For the latest news and analysis go to www.maritimejournal.com

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INSIGHT FOR PORT EXECUTIVES

MOTORSHIP

THE

MARINE TECHNOLOGY

FUTURE FUELS

DECARBONISATION OPINION: HOW FAR HAVE WE GOT? Offshore wind capacity around the world is exploding in size as different territories set stringent renewable energy goals It is a core part of the European Green Deal, and investment is increasing massively. Forecasts suggest the EU needs to build an average of 30GW a year to meet its 2030 targets, which is placing a great deal of pressure not only on manufacturing facilities and supply chains, but on available assets needed to maintain and repair this capacity, says Fugro's global director Sustainability Peter Burger.

This Operations and Maintenance (O&M) phase of a wind farm’s lifecycle – typically around 25-30 years – relies a great deal on marine logistics between the shore and the wind farm. Currently, most of these vessels are using marine diesel, with an accompanying carbon emissions impact. As projects have tended to become larger and further offshore, combined with pressures to reduce operating expenditure, we have seen a tendency for larger vessels.

These can operate in a wider array of weather conditions, provide optimal cargo capacity, and are powerful enough to spend minimal time in transit. When you consider the number of vessels in operation to maintain the hundreds of offshore wind farm sites across Europe, the choices that are made here have a huge impact. Everything from the fuel sources, hull and propeller designs, to operating timetables and behaviours all play their part.

Practical and scalable solutions Of course, marine vessels aren’t only used in wind farm deployments – everything from sea defences, port infrastructure, wave and tidal energy projects, and all manner of other offshore infrastructure rely on regular marine vessel access for maintenance. During the O&M phase – the longest part of a typical offshore wind project – service operation vessels (SOVs) are deployed, meaning that decarbonisation of these vessels specifically is likely to have the greatest impact in accelerating to a clean maritime future.

Methanol is a product that has already been used as a marine fuel source for a number of years. Transported as cargo in maritime environments for decades, it is essential in the production of many kinds of plastic packaging, paints, coatings and building materials. Green methanol offers CO2 emissions reductions of as much as 95% compared to traditional marine fuel, depending on how it is produced. Methanol-fuelled ships have been in operation for several years in select contexts, and availability of the fuel at ports is increasing. Converting vessels to run on methanol is also more of a straightforward process than for the likes of LPG fuelling.

Industry collaboration Fugro is leading a maritime consortium on a programme called MENENS (Methanol as an Energy Step Towards Zero-Emission Dutch Shipping, abbreviated from the Dutch), which is working on making methanol a commercially deployable, low-carbon marine fuel.

This isn’t just about fuelling the engines

32 | OCTOBER 2023

– aspects like ensuring a ship’s electrical system can handle changes in engine performance, storing the fuel safely onboard, as well as the lower energy content per volume of the fuel itself, must be considered. Operational safety is clearly of paramount importance and compared to alternatives such as LNG, hydrogen and ammonia, methanol poses the least overall risk. In time, it is the aim of the Dutch maritime masterplan to have 30 zero-emission ships in operation by 2030, and at Fugro we are aiming for our Fugro Pioneer survey vessel to be sailing on methanol by 2024.

It is likely to be the less complex vessels in terms of engine and fuel systems that will initially lead the way with practical use cases, before solutions become more scalable. Vessels also have a long lifetime, with those being commissioned today having the potential to be operational well beyond 2030. Operators therefore need a detailed retrofit programme in place, both for current fleet and for vessels being designed today so they are retrofit-ready for the future.

For certain use cases, traditional crewed vessels can be removed entirely from deployment. Advances in technology are making autonomous and remote projects a reality, made possible by uncrewed surface vessels controlled remotely.

They are not only safe because they don’t need crew, they also have significantly reduced fuel needs.

It will take a combination of clean technology in newbuild vessels and retrofitting, alongside infrastructure portside and more remote operations to make full decarbonisation a reality. No single option will likely provide a complete solution, and industry and governments alike need to keep an open mind to all possible solutions. As standards are developed and commercially viable frameworks become clearer, the next few years look set to be exciting.

n Fugro Pioneer

n Peter Burger, global director Sustainability with Fugro

For the latest news and analysis go to www.maritimejournal.com

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PORTSTRATEGY INSIGHT FOR PORT EXECUTIVES

FUTURE FUELS

METHANOL PART II: IS THE WORKBOAT SECTOR READY? “After diesel, the next easiest fuel to use is methanol,” asserts Stefano Cantarut, Wärtsilä’s Energy Saving Technologies portfolio manager. It appears to offer a carbon reduction pathway for workboats “with the lowest CapEx, the lowest risks and the right level of technology readiness”, adds Acta Marine’s general manager, Simon Anink.

But how hard is adoption likely to be?

Certainly, methanol has its issues. It has a 12°C flashpoint “so it’s highly flammable”, says Anink, “and in daylight, you can’t even see it burn.” Installations need sensors such as heat detectors and leak alarms, plus it’s pretty toxic for human biology: generally more so than for marine life.

The IGF (International Code of Safety for Ship Using Gases or Other Low-flashpoint Fuels) Code-based interim guidance demands a system capable of inert gas purging, highpressure vents plus 600mm cofferdams between tanks and both machinery and human-interaction spaces, says Ben Craig, MCA’s Zero Emissions technical specialist.

That even includes cupboards, potable water and so on.

Helpfully, says Craig, “these only require a single exterior skin below the waterline…. otherwise it would make designing smaller methanol workboats problematic”.

‘‘

It could be a rocky road.

According to Workboat Association CEO Kerrie Forster, there is indeed some potential for low-carbon methanol production in the UK, but he believes demand is not likely to be high enough to warrant a big refinery Although manufacturers like Wärtsilä are making ancillary fuel systems easier to accommodate by providing an all-inone package, space can still be an issue and for some lowfootprint high-torque designs, current medium-speed engines might not be that suitable (see Part One).

At the same time, Cantarut says a methanol vessel requires approximately double the tank volume of its diesel counterpart for a similar endurance.

However, a variety of segments “might be willing to compromise”, says Craig, especially as methanol’s energy density is better than ammonia and far above that of liquid hydrogen, compressed hydrogen or batteries.

“If you redesign the tanks to incorporate the necessary spaces and make do with less fuel, perhaps running at slower speeds and maximising other efficiencies, a lot becomes possible,” he says.

It might still be tricky, says the Workboat Association’s CEO Kerrie Forster, but he believes that while it might take a while to get used to a new duty cycle, it’s not necessarily a dealbreaker.

“It’s often more a matter of adjusting operations to suit,” he says.

34 | OCTOBER 2023

Credit: Ulstein

Stevie Knight has a further look at the potential for methanol in the workboat sector

Demand across sectors Demand has begun firming up.

“Some of our members are now actively building new vessels to run on methanol specifically due to agreed - or speculative - charterers’ interests,” says Forster. And central to Van Oord’s collaboration with Wärtsilä on the world’s first methanol-powered wind installation jackup are its ‘green credentials’, says Cantarut.

“A key selling point for those customers who are interested in reducing the carbon footprint of their offshore wind farm installations.”

However, while you might assume interest would centre on larger applications, some more modest vessel types have qualities that could make fitting methanol combustion a tad simpler.

According to Forster, “pilot boats could be an almost perfect” application.

There has been one launch already: supported by the EU’s Fastwater project, the Pilot Boat 120 SE conversion is now working out of Oxelösund in Sweden.

It’s just 14.4m long with a 4.6m beam so there’s not a lot of space to play with.

Certainly, Bengt Ramne, managing director of engine specialist ScandiNAOS, is in favour of retaining simplicity where possible, partly to enable installation in a normal engine room. Therefore, the necessary high-pressure fuel preparation space with its filters, valves and so on has been arranged as part of the outer tank.

The compact Scania-based engine also helps: it uses an ignition enhancer rather than doubling up on fuel, plus the high-speed design exhibits a quick, diesel-like load response.

This has yielded a workable layout even with the extras: Fastwater project coordinator professor Sebastian Verhelst of Lund University says methanol sensors were installed in the engine room, an extraction hood on top of the engine and continuous air circulation to stop concentration build-up in case of a leak. Likewise, the external venting was redesigned to keep the deck clear of expelled gas.

n Acta Marine’s

new dual-fuel methanol/diesel power SX216 CSOVs are finding traction: there are now four on order from Ulstein

For the latest news and analysis go to www.maritimejournal.com

While the simplest path for creating low-carbon methanol is from woody biomass, you’ve already got big international companies ring-fencing things like the waste from timber operations. Other feedstocks include biomethane from farming, sewage and landfill or carbon captured from industry or the atmosphere – but all these require significant investment and/or a green hydrogen source There has still been a learning curve, admits Verhelst.

For example, starting issues in really cold weather were finally attributed to the additive becoming more viscous at low temperatures.

“The fuelling station pump just had difficulty adding the required amount so we installed some heating - and problem solved,” he says.

Fuel availability There’s another reason workboat operators might choose dual-fuel methanol engines over the alternatives: it’s possible to revert to burning conventional diesel. According to Verhelst, that’s the reason the upcoming Fastwater tug conversion will be looking at dual-fuel medium-speed engines, even if the emissions cuts aren’t quite as comprehensive.

“If low carbon methanol was broadly available at reasonable prices, we would not have gone for a dual-fuel setup on our two methanol Construction Service Operating Vessels – currently under build – because it means that you have to burn a certain amount of diesel,” says Anink. “Although it’s not ideal, it creates fuel flexibility for the time being.”

“Operators might say we’ve paid slightly more for the propulsion system, but ultimately we’ve still got something that will work even if we can’t get low-carbon methanol,” says Craig.

And to an extent, they’re right: there could be issues getting hold of the green stuff – that is, methanol with its central carbon atom from a net-zero source.

While the simplest path for creating low-carbon methanol is from woody biomass, “you’ve already got big international companies ring-fencing things like the waste from timber operations,” says Craig. Other feedstocks include biomethane from farming, sewage and landfill or carbon captured from industry or the atmosphere – but all these require significant investment and/or a green hydrogen source.

Therefore, there are “some concerns” that methanolpowered builds are going ahead without knowing the fuel’s going to be available, says Craig.

Plan B At the same time, owners might find their Plan B isn’t going to provide a fall back indefinitely. “With emissions regulations expected to tighten up significantly over the next 10 years, dropping back to conventional fuel – or even grey, fossilderived methanol – won’t be a viable option for long,” says Craig.

Credit: Fastwater

FUTURE FUELS

“Regulation [will] become stricter over time, a key consideration for newbuilds that are expected to be in service for 30 years or more,” says Canterut, underlining that Van Oord’s new jackup has already secured a low-carbon, lifetime supply.

Lucky them. It doesn’t help workboat operators that although methanol is one of the world’s biggest chemical feedstocks, the whole supply chain is hunting for alternatives.

Some are large enough to have a certain pull - for example, Maersk, Ørsted and other Danish companies are looking to create 250,000 tonnes of sustainable fuels by 2030 from industry-exhaust carbon capture and wind-based hydrogen.

But that’s in Copenhagen – and according to Forster, apart from special cases such as its strategic collaboration with Van Oord, it’s not likely to make much difference to the rest of the market, which will have to queue up at big facilities like Rotterdam – with everyone else.

n The Fastwater

Project’s methanol converted pilot boat is now working out of Oxelösund in Sweden

Collaboration could be key.

“We don’t have the volume for a contract yet with a manufacturer or producer… unless we group together with like-minded companies,” says Anink. So, given the long-term charter for its new CSOVs with RWE in the UK, the company is looking to a green methanol partnership capable of delivering the fuel across the group: though Anink admits getting hold of the feedstock isn’t proving that easy, it’s an approach that might get local supplies rolling.

However, it could be a rocky road. According to Forster, there is indeed some potential for low-carbon methanol production in the UK, but he believes demand is not likely to be high enough to warrant a big refinery. “Instead you’ll potentially end up with lots of smaller plants around the country,” he says.

While that’s logistically cheaper and yields inbuilt redundancy, Forster also says it will be less easy to control surges and troughs in demand, which will create higher prices. He says government subsidies bringing prices into line with the competition would help guarantee viability – but whether that will happen is a moot point.

Moreover, fuel prices might not tip in the right direction.

While Craig pegs low-carbon methanol as working out generally more expensive than either electricity or the green versions of hydrogen and ammonia in the medium term, he underlines it won’t necessarily stay that way.

In fact, he predicts longer term, the price is likely to reflect both pressure on feedstock and waning industrial exhaust carbon, while other alternatives are likely to become cheaper.

In short, low-carbon methanol has a role in the carbon transition, concludes Craig, “so long as operators understand the risks involved in the developing market.”

For the latest news and analysis go to www.maritimejournal.com

OCTOBER 2023 | 35

PROFILE

John Wood

Harland & Wolff CEO

When Harland & Wolff CEO John Wood took the helm at the historic but failing Belfast shipyard in 2019, he was greeted by around 70 workers standing outside the gates, with little hope for their jobs or the yard.

Almost four years later it’s not an exaggeration to say the yard that built the doomed Titanic (“It was all right when it left our yard,” he told a recent seminar during London Shipping Week) has been transformed, and is confidently embarking on new areas in commercial marine to make sure it stays afloat for the foreseeable future.

This is crucial, says Wood.

“The reason shipyards fail is because they’re only in one area of operations,” he says. “We have five new markets: Defence, Oil and Gas, Cruise and Ferry, Commercial, and Renewables (crew transfer vessels, for example).”

The company has four yards, across which Wood says it has 52% of the maritime fabrication footprint in the UK. The share could well be getting bigger.

Green tugs Take tugs, for instance, which the company announced at Seawork it was now building in a consortium with Macduff Ship Designers, Kongsberg Maritime and Echandia, with a focus on becoming green.

“When we look at the way the world’s gone, and the demand for carbon reduction, I wanted to produce a tug that could do long passages as well as harbour work when needed, and as green as possible,” he said.

“But is the technology as good as it’s going to

36 | OCTOBER 2023

get? No, so I wanted a system that we can upgrade as it improves, not one that stays there forever; one that we’re able to improve, for instance change out the racks and modules to get in the latest batteries.

“We’re at this transition from being a research-led and tester project to commercialisation, and we’ve had 37 enquiries for tugs since we announced it at Seawork.”

Eventually the company will build tugs for export, he says, and in fact, many of the 37 enquiries came from overseas.

The model is also different. Because tug demand, he says, is so great and the vessels are difficult to source when needed, the company has decided to build two to keep for itself.

“Clients can then try them out for a month, demonstrate them in their day-to-day operations to get a feel for them, and decide if they want one.

“Everyone wants the margin for safety, so that it can cope with tide and weather conditions and getting themselves out of trouble – but the operating window you’re probably looking at is 20-25% of bollard pull as a standard usage, then you get your spike usage.

n Harland & Wolff is building ‘green’ tugs in a

consortium with Kongsberg Maritime, Macduff and Echandia

“The vessels we’re designing are looking at expanding that operating window of harbour tug duties that you can use electric for, then it’s all about the recharging time, so you can recharge in around 30 minutes then be back in electric mode.

“Given that tugs often operate in a remote and rugged environment, things don’t always go according to plan so we need a system on board that we can also switch back to conventional when we need to. We need to make sure that no matter what happens, you never lose power and it’s optimised at the most efficient. The system we’re developing and moving on with will probably be the most advanced on the market when it comes into play – all about trimming, getting the most effective output.”

The detailed design should be finished by the end of this year, and production will begin in Methil, Scotland, where demand will be enough to keep the manufacturing there, Wood says.

“While we have them for internal use, we’ll be able to bare boat them or fully crewed

‘‘

But is the technology as good as it’s going to get? No, so I wanted a system that we can upgrade as it improves, not one that stays there forever; one that we’re able to improve, for instance change out the racks and modules to get in the latest batteries For the latest news and analysis go to www.maritimejournal.com

PROFILE charter them out as well on the spot market, depending on where things go,” he says.

Competition There are quite a few tug builders out there already – particularly in Turkey. Is he not worried about this competition?

“Well established and historic doesn’t always mean better,” he says. “It can mean being set in your ways, always doing things the same way. When you look at the £75 million investment into new technology that H&W has made, automated welding, robotics and things like that, we believe that the efficiency we get will be on par with Europe, given the majority of machines doing the work around the clock.”

The separate branch Harland & Wolff Technologies has been set up in Aberdeen to anticipate rather than follow technical trends, Wood says.

“We have a team across the whole group to understand where the technology is and how to make best use of it rather than rely on design houses saying what the best available technology is,” he says. “It’s moving at such a pace – years ago LNG was the biggest thing since sliced bread, it’s now hydrogen, ammonia, methane. Looking at batteries how they were and where they are now, the change will continue over three to five years and we need to be all over that and not have to stick with something if we can get more efficiency and power from something new.

“We have a specialist division that’s given us breadth and depth across whole industry to look at and assess the possibilities so we can meet expectations.”

Pace of change There have been recent calls for a slowdown in the speed at which technology is growing, or at least some standardisation in sectors like offshore wind, where turbine makers seem to have been trying to out-do each other with the size they are manufacturing.

“When you look at renewables and the changes and speed at which they’ve happened, the targets that were put in place, I remember thinking there had been no consultation on any of those dates and there’s no way in hell they can be met,” he says. “What we’ve seen now is they are stepping back on some of the policies – electric cars, boilers in houses – let’s not forget, renewables still isn’t a money maker, no matter how much you like it.

“Even if you fabricate as much as you can, you’ve got another two decades at least of oil and gas before you get to a stage when you can say renewables is even competing. It’s so much in its infancy at the moment.”

Alarms bells rang when in the last auction round by the UK government for offshore wind developers, not a single bid was received (see page 8).

“I welcome the slowdown in a way,” says Wood. “There was so much activity in the

‘‘

It’s a shipbuilding and fabrication paradise at the moment. I’ve never seen a time in this industry for more than 25 years that’s been this buoyant and with so many opportunities. With the excitement around the new technology it’s a phenomenal place to be

market before that round, so much coming through, that I think the industry needed a bit of a break to catch up with where things are.

“The developers know what makes things work or doesn’t, from shipbuilding and fabrication – we fabricate wind turbine jackets as well – so it gives a bit of time to get the first batch of work through so we all know where we are before we get the second wave. The last round was probably a bit too big and this one was too soon.

“Because what you’ll do is force a lot of the work overseas if there isn’t enough capacity in the UK to do it. From a UK industry perspective, the break is welcome. Even with floating wind. When you look at the size of some of the structures now, it’s all very well building and launching them and building them out to site, but once you start getting some horrific conditions out there in the North Sea and Celtic Sea over the winter it’s going to be interesting to see how they stand up to the reality of the elements.

“Despite all the ocean data and testing, I think there will be a few casualties.”

Shipbuilding paradise There’s a lot on going on.

Harland & Wolff has a £1.6 billion (€1.85 billion) contract to build three Fleet Solid Support vessels for the carrier strike force for the Royal Navy in a joint venture with BMT and Navantia; two conversion projects for the Lithuanian Navy; jackets at the Methil shipyard

For the latest news and analysis go to www.maritimejournal.com

n Harland & Wolff announced its tug-building

consortium at Seawork earlier this year. From left: Minister of State at the UK Department for Business and Trade Nusrat Ghani MP; Harland &Wolff CEO John Wood; Macduff Ship Design MD Ian Ellis; David Morris, Harland & Wolff

for offshore wind; and plenty of repair work at its dry docks, two of the biggest in Europe.

“The mix of business and industries keeps that shipyard alive and revenue coming through,” he says. “At the Appledore shipyard we have workboats on the slipway, commercial fishing vessels, tugs, barges – we have the largest undercover dry dock in the UK (126 metres).

“We docked the largest cruise ship the Queen Victoria, last year.

“It’s a shipbuilding and fabrication paradise at the moment. I’ve never seen a time in this industry for more than 25 years that’s been this buoyant and with so many opportunities. With the excitement around the new technology it’s a phenomenal place to be.”

It all means that Harland & Wolff has been able to bring people back into the industry who had gone overseas because they didn’t see a future in shipbuilding in the UK, he says.

“When you think of the 70-odd guys sat outside the yard in Belfast and we’re now up to 1,000, peaking at 2,500 with the contractors last year – it’s been rewarding,” he says. “We’ve got a fabulous management team with decades of experience and I’d like to think I’ll be surplus to requirements in a few years.”

OCTOBER 2023 | 37

PROJECT SHOWCASE

World’s Largest 11.25 245 500 Shiplift Nearing 90 24,400 463 Completion WORLD’S LARGEST SHIPLIFT

km2

Area of shipyard

min/lift

Lift speed

m

Length of shiplift Lifting capacity

Lifts per year

ton

Platform pier piles

T

he King Salman International Complex for Maritime Industries & Services shipyard is currently under construction in Saudi Arabia.

Strategically located in Ras Al-Khair Industrial City on the eastern coast of Saudi Arabia, 80 km north of Jubail Industrial City. The Maritime Complex is a world class facility that will provide — for the first time in the Kingdom — offshore fabrication, ship building, and maintenance and repair facilities. It is set to compete globally and provide an unprecedented mix of products and services in the region. This is in line with the Kingdom’s Vision 2030 to diversify and build local manufacturing and design capabilities. The project has been developed by Aramco with technical design support from Royal HaskoningDHV. This shipyard, when fully operational, will have an annual capacity to manufacture four offshore rigs, over 40 vessels including three very large crude carriers (VLCCs), and service over 260 maritime products. The government of the Kingdom of Saudi Arabia has supported this strategic national project by agreeing to fund the infrastructure for the complex. It has also commissioned Saudi Aramco to implement the infrastructure project in line with the comprehensive vision for the complex.

A major component of the maritime complex is the innovative Shiplift and Transfer System facility, which provides a modern method of launching or receiving ships by docking and undocking a range of vessels at all states of the tide. The shiplift platform measures 245m long by 46m wide. To put this in perspective, the platform is more than two football pitches in length. At this scale, it can accommodate both medium and large vessels, up to Aframax and Suezmax size. The shiplift makes a major contribution to the ability of the yard to

service the full spectrum of vessels, from offshore supply vessels (OSVs) to VLCCs and rigs, as well as launching new vessels.

Using state-of-the-art technology, the shiplift — one of the largest in the world and the largest in the MENA region — raises and transfers vessels up to 24,400 tonnes to onshore dry berth areas for maintenance, repair and overhaul, and new built vessel activities. The lifting operation will take only 90 minutes, maximizing efficiency and utilization. This capacity means that the facility can plan to execute over 500 movements of the shiplift platform per year.

The key benefit of the shiplift is the multifunctional capability as a common user facility within the diverse operations of the shipyard: Multipurpose facility able to service a wide range of vessels.

Efficiency in one facility serving multiple dry berth vessels up to 250m long.

Flexible transfer by rail system for larger vessels and self-propelled modular transporters (SPMTs) for smaller vessels.

Dual purpose as a launching system for new-build vessels.

SPONSORED BY

Figure 1 - Section through shiplift platform. The green section illustrates the platform in its raised position, that lowers and raises vessels

The shiplift platform, supported between two piers, is a rigid steel structure weighing 8,600 tonnes, lifted by 28 pairs of 650 tonne wire rope hoists. The shiplift pit is dredged to -14.0mCD and the platform has a maximum vertical travel distance of 16m. The vertical lifting speed is 150mm/min under full load and 300mm/min when the platform is empty. The platform has dual load capacity, accommodating a load of 150t/m over the first 80m closest to the land, and 75t/m over the remainder. For long term flexibility, the concrete piers have been designed for future platform upgrades to 150t/m over the full length of the shiplift, providing a potential upgrade to 36,000 tonnes.

Figure 2 - Fabricated platform units arriving by sea

To enhance the durability of the platform and allow safer access for inspection and maintenance, the platform parking position is 2m above the normal transfer level such that the underside of the platform is at least 1m above high water level.

The two platform piers, both 25m wide have a dual purpose. In addition to the primary purpose supporting the shiplift hoists, they also provide valuable fully serviced afloat repair berths utilizing rail mounted cranes.

The south pier has a further purpose providing operational support to the shipyard’s loadout barge when it is being used as a rig or ship repair floating dock over a -20mCD dredged pocket. The dual capability of the loadout barge is another example of flexible multi-functioning common user assets in the maritime complex.

The shiplift facility has been designed to optimize throughput. It will enable the annual repair of 105 vessels via the railed transfer berths and 134 OSV vessels via SPMT transfers. In addition, 27 vessels of length up to 150m are planned to be launched.

MULTIPLE OSV DRY BERTHS SPMT TRANSFER ROUTE

150m DRY BERTH 200m DRY BERTH

RAILED VESSEL TRANSFER SHIPLIFT PLATFORM

250m DRY BERTH

OSV BUILDING BERTHS

SPMT TRANSFER ROUTE

OSV BUILDING BERTHS

Figure 3 - Schematic of the shiplift associated operational facilities that are integrated with the rest of the shipyard complex facilities

Figure 4 - Ongoing construction work of the concrete piles of the shiplift offshore facility

This maritime complex is one of the initiatives undertaken by Aramco to achieve a quantum leap in the comprehensive National Transformation Plan. The Kingdom no longer relies on its natural resources alone to achieve growth and prosperity; it has also started to exploit the infinite energy of its citizens and their ability to innovate and generate creative ideas to build a sustainable and balanced national economy for future generations.

DREDGING & FLOOD DEFENCE

A COMPLEX CONVERSION FROM BARGE TO DREDGER Concordia Damen recently delivered a special project for a Nigerian dredging company, the conversion of a Dutch barge into a dredger

Complex conversion Converting an inland shipping barge instead of building a new-build dredger has several advantages, according to the yard.

Because of the fast delivery time and because it saves money at the bottom line, it is a very attractive option for dredging businesses.

Three years ago, the Werkendam shipyard came into contact with the Nigerian dredging company via Damen Shipyards Gorinchem.

This eventually led to the start of the complex conversion project in December 2021.

All the dredging equipment for the new vessel is supplied

by Damen Dredging - the same installations that are usually fitted in newbuilds.

Credit: Concordia Damen

The Trailing Suction Hopper Dredger (TSHD) Sayonara has already entered into operation and is at work on the Lagos lagoon.

“This project is special, there are only a few inland shipping vessels turned dredgers in the world,” Saskia den Herder, Damen, told MJ. “As a small team, Concordia Damen pulled off an amazing feat to turn an existing vessel into a fit-for-purpose vessel for a completely different market and different use. The vessel has been fully customised down to the choice and location of the loading and discharging equipment. This has all be done to maximise operational efficiency on the specific dredging project in Nigeria.”

These include a 500mm trailing suction pipe, gantries, winches, the dredge pump and valves. The refitted TSHD has a capacity of about 1,400 m3.

The barge conversion was completed in close cooperation with several trusted suppliers, including system integrator, Werkina Werkendam.

To create the necessary space for the dredge pump - with drive and various dredging pipes - Concordia Damen cut the ‘Sayonara’ in half and extended it with 7.5m and a special pump chamber.

After extensive testing to ensure that the vessel, once in Nigeria, would not experience any teething problems, Jumbo-SAL-Alliance’s HLV Fairplayer transported the special TSHD to the customer in Lagos.

n The Trailing

Suction Hopper Dredger (TSHD) Sayonara has already entered into operations and is at work on the Lagos lagoon

Van Oord christens two vessels A third LNG dredger and a second cable-layer been christened in Rotterdam for Van Oord.

Vox Alexia is a 137.5m x 27.6m trailing suction hopper dredger that runs on LNG and was built at Keppel Offshore & Marine in Singapore.

She joins two other LNG dredgers – Vox Apolonia and Vox Ariane – that were put to work in May this year.

“These three new LNG trailing suction hopper dredgers have a significantly lower carbon footprint than conventional trailing suction hopper dredgers,” says Van Oord.

“Nitrogen oxides and particulate emissions are also minimal with this new generation of hopper dredgers. By 2023, we will have a dredging fleet with three new LNG hopper dredgers to boost the dredging market.”

Dutch Princess Alexia, who the vessel was

40 | OCTOBER 2023

n Calypso named after, christened the vessel.

Calypso will join Van Oord’s offshore wind fleet and brings the company’s cable-laying vessel total to two.

Launched at the Vard Tulcea shipyard in Romania, she was finished off at Vard Brattvaag yard in Norway.

The Calypso is Van Oord’s second

cable-laying vessel in addition to the Nexus. It measures 131 metres in length and 28 metres across the beam and will be Dutch flagged.

The new DP2 vessel will not only be fitted with a carousel on deck but also with a second, below-deck cable carousel, with a total cable-carrying capacity of 8,000 tonnes.

The vessel is 131m x 28m and her two cable carousels, one above and one below deck, mean cables can be laid simultaneously. She has a cable carrying capacity of 8,000 tonnes “The Calypso will mainly be used for installing inter-array grid and export cables for offshore wind projects, as a result of which it will contribute to the energy transition,” Van Oord says.

Inca Cerutti, the wife of Van Oord Supervisory Board chairman Niek Hoek, christened Calypso.

For the latest news and analysis go to www.maritimejournal.com

TUGS, TOWING & SALVAGE

P&O SPOTLIGHT: MORE THAN CRUISES AND FERRIES It is certainly a reminder that such marine support services are not the preserve of the well-known towage giants.

Mention the brand P&O to most people and they will think of taking a cruise, or perhaps embarking on a ferry crossing.

Look deeper into the company with more than 180 years of history, however, you find one division, P&O Maritime Logistics, a service provider focusing on offshore energy, port services and cargo transport with more than 3,500 employees and around 400 vessels: about as far away from a cocktail by the pool on a cruise as you can get, while still being associated with the maritime industry.

Dubai-headquartered P&O Maritime Logistics’ new contract will see the deployment of three tugs, two of which will be newbuilds, at Port of Caucedo, which has a capacity to handle up to 2.5 million TEU containers, facilitating higher frequency and the handling of larger vessels.

The development has a larger meaning for P&O Marine Logistics, being part of its growth strategy in the Americas. It is a member of the DP World group of companies, for whom their own developments involve expansion at Port of Caucedo, near the capital Santo Domingo. It is seen as “an important bridge between the Americas and the Caribbean” involving major investments including $114 million to expand the main berth and more than $700 million to develop its logistics ecosystem.

‘‘

We are excited to welcome P&O Maritime Logistics, a company with a proven track record of safe and sustainable operations Martin Helweg, CEO of P&O Maritime Logistics, said: “We are delighted to have secured this new contract in Caucedo.

This milestone further signifies the region’s importance to us.

By supporting operations in the Port of Caucedo and facilitating an increase in both the volume and size of vessels calling at the port, we can make a positive contribution to the country’s economy.

“Beyond the business opportunity, it is equally important to us to make a positive impact on the communities we operate in. By broadening our offering in the region, we hope to not only create jobs for the country’s seafarers, but to provide ongoing training and career development opportunities for each and every employee.”

Morten Johansen, CEO DP World Dominicana and COO DP World Americas Region, said: “We are excited to welcome P&O Maritime Logistics, a company with a proven track record of safe and sustainable operations. The introduction of these new tugs, equipped with market-leading capacity and capabilities, empowers us to expand our logistics hub and enhance connectivity.

Credit: P&O Maritime Logistics

For those assuming P&O Maritime Logistics is all about cruises and ferries, news of an exclusive shiphandling towage contract with DP World in the Dominican Republic might come as something of a surprise

“DP World considers the Dominican Republic a strategic location for ongoing investment and expansion. Our vision aligns seamlessly with the government’s strategy to transform the nation into the pre-eminent logistics hub of the Americas. With more than $700 million invested in DP World Ports and Terminals Caucedo, we are continuously fortifying our operations, augmenting connectivity, and bolstering competitiveness. Our terminal remains committed to delivering exceptional standards of service.”

n Three additional tugs will be allocated for the new contract

Americas operations P&O Maritime Logistics’ Americas operations include port and LNG terminal services at Canaport LNG at St John, Canada and Atlantic LNG at Point Fortin, Trinidad & Tobago.

Its cargo services include Waterway Bulk Cargoes operating along the Paraguay and Paraná rivers and a short-sea services containerised vessel that has previously operated in the South Caribbean.

The fact that P&O Maritime Logistics lists itself as owning and operating around 400 vessels hints at the scale of this area of its activities.

It states its goal is to “allocate our fleet as effectively as possible”, including moving vessels between countries and regions and adapting existing vessels to develop brand-new configurations as well as being environmentally-friendly in line with industry best practice.

Looking in more detail at its offshore-related fleet, smaller vessels include tugs, pilot boats and mooring and environmental craft. Going up through the vessel sizes the fleet includes: anchor-handling tug supply vessels, platform supply vessels, multi-purpose support vessels, emergency response and recovery vessels, multi carrying vessels (designed to transport large modules and cargoes through narrow and shallow river systems), multi-purpose research vessels and finally a variety of craft that come under the heading of cargo vessels.

With such a diverse range of vessels the company is able to offer services from installation and operation of offshore assets including wind farms, through to subsea and emergency recovery and response and finally decommissioning.

For the latest news and analysis go to www.maritimejournal.com

OCTOBER 2023 | 41

TUGS, TOWING & SALVAGE

TUGS SEMINAR RAISES MORE QUESTIONS THAN ANSWERS ’Great British Green Tugs: How do we get there?’ was the title of a seminar held during London International Shipping Week (LISW) - and it was answered overall by ‘not for a while’ Hosted by Harland & Wolff, which was represented on the panel by managing director of H&W Technologies Richard Davidson, moderator Mark Simmonds, director of Policy & External Affairs for the British Ports Association, led the discussions.

Two battery firms, Corvus Energy and Echandia Marine, each began by claiming their batteries had been used for millions of hours and were up to the job.

“We have had them for a number of years, charging and discharging four or five times a day,” Echandia operations director Rakshith Sachitanand told the panel. “Electric propulsion is far more effective than mechanical propulsion in bollard pull tug operations.”

Ronald Hansen, SVP Ship Solutions with Corvus Energy, said customers were already asking how many batteries they could get in a tug.

“In a couple of years’ time we will be looking at solid state batteries,” he said. “The technology is there, the competence is there.”

But Stijn Van Beneden, Fleet & Innovation manager with Boluda Towage Europe, was sceptical.

“Electric tugs are here but they are operating in less demanding ports,” he said. “We are in northwestern Europe with a higher load, some 24 hours nonstop. This is part of our business model. You need to move towards electric tugs to make the concept come through in European ports but it’s not an easy task. By adding more batteries you increase the weight and slow down and consume more power. We need to find a balance. If you shift the way we operate we are bound to the strict regulations in the port.”

Cost and weight are coming down, said Hansen – from $1,400/kWh a few years ago to $600 now, and the weight was half what it was originally, at 5.5kg/kWh. “We may have to see a different business model,” said Van Beneden. “$15-16 million is twice what you pay for a conventional tug. Then there’s the shoreside charging – it all adds up. For us, economically an electric tug isn’t feasible.

Why are we doing it? Because environmentally it’s the best we can do.

“The costs are huge. If you make the investment for the infrastructure it makes sense to have more electric tugs but

that restricts your operations around the world. You won’t be able to use them around the world. It will reduce the flexibility of our fleet.”

Problems in ports Harland & Wolff Technologies managing director Richard Davidson said designing and building the vessels, which they are now doing as part of a consortium with Kongsberg and Echandia, was the easy part – “like Meccano, you just build them piece by piece,” he said. “The immediate problem is the shore power.”

Indeed. Adapting the vessels to run on battery – or alternative fuel – power is just half the battle.

With such uncertainty at the moment over which option can realistically compete with diesel, port operators have no idea what to install.

“I think it will be a mix of all of them, but a problem for ports

n Sparky: the

fully-electric tug

by Damen and Echandia, now working New Zealand

n Left to right:

Fleet & Innovation manager with Boluda Towage Europe, Stijn Van Beneden; Forth Ports chief harbour master Alan AmPherson; Echandia operations director Rakshith Sachitanand

42 | OCTOBER 2023

For the latest news and analysis go to www.maritimejournal.com

TUGS, TOWING TUGS&&SALVAGE TOWING “Batteries age as they sit KOTUG MOVES COCOA there and also depending on how you use them. They BEANS FREE have lessEMISSIONS energy and internal

‘‘

is we have to cateratonotable all of them,” said moving Alan McPherson, chief Kotug has gained contract harbour master Ports. “What do we put in? We will cocoa beans on at theForth Netherlands inland wait until there’s demand, but there has to be a return on it waterways usingaits zero-emission E-Pusher for the tug andport. barge combination.

“Fuels to previously be a fair way off. Whenever we look at MJ has seem reported on Kotug’s future fuels we have to ensure whichmodular are going to win out. “game-changing” range of E-Pusher “Ascalable lot of ports in thepusher UK don’t have a permanent base. We’d consider the source of electricity when and electric tugs featuring have to dedicate ancontainers. area in the port and get the infrastructure charging and Shift’s PwrSwäp solutions are swappable battery in that area, and thatin is three goingsizes: to besmall, a bit of a challenge. charged through clean power generation from The range comes “We’d and havelarge; to provide shore biogas, hydrogen and other renewable medium and while thepower rst and civil engineering, contractors,involved supply to ship – how sources either on the vessels themselves or at application anthe E-Pusher type to S connect the ship to the supply –garbage, we’sd have to have high voltage-trained people Shift’s dedicated energy stations. The transferring construction materials 24 hours day to connect the vessels.”of swappable power system maximises uptime and retailaproducts in the municipality “In Europe, some ports have access shore for vessel owners.

Leiden, this development involves rst to use of power, some don’t have anytype at all,” said Boluda’s Beneden. “When you long-range charge. In broad terms we would use Kooren, electric Kotug first International Ard-Jan the E-Pusher M along with fourVan barges. look tugs we have then hybrid. Do as much as possible onpresident electric, but more andthe CEO, said: “We launched the Thetowards contractelectric is with global food and a big concern about 8 Kotug’s E-Pusher willmore transport where you get that power if you Cargill can’t even power. latestyou do on reference electric the expensiveE-Pusher it’s goingconcept to get. in 2021, and the smaller agricultural commodity supplier and get shore beans in Amsterdam We would a charging station in the middle ofcocoa our area “Batteries age as they sit there and also on how type,depending the E-Pusher S (the CityBarge One) is involves theneed transport of cocoa beans of operation.

The electric grid needs to be available. you barges use them. have less energy already and internal resistance successfully deployed in several typeWe’d M can push withThey up to 4,000 tons between Amsterdam, the world’s largest need the port port, to allocate a berthing location. in the cells, and lose power. There’s also an increased inland waterwaysrisk andofcities. of cargo. cocoa import and Cargill’s cocoa facility “There are on quite short circuit.

And at end of life you have to that be an international ”I am very proud At the heartinternal of the operation are the at Zaandam, thesome Northchallenges.

Sea Canal ”roughly selective, but you can use cells for company likestationary Cargill is our rst customer for swappable battery containers supplied bysome of the halfway between Amsterdam and IJmuiden.

Battery applications. the E-Pusher type M. The vessel is designed Shift Clean Energy including battery swapping Cargillquality will be the rst company with this When one seminar spectator asked howfor battery degradation Corvus’s Hansen a battery would have a maximum for transportations like these and guarantees and charging stations provided byadded Shift. The fully-electried industrial arrangement affected performance, a couple of salient facts emerged.

13 battery years. systems ranging zero-emission logistics and a signicantly containers uselife itsof ESS inland shipping, achieving what Kotug Sachitanand admitted that over time, degradation would In conclusion, the on looming deadline of 2050 efficiency. to eliminate improved As a result, we can from 70kWh to 6MWh, depending the size describes as “more resilient and sustainable lead tochains” lower in energy density capacity, depending on tug. carbon in shipping is going to be a tough one to hit. However support a broad range of industries to turn a of pusher supply support of theand worldwide how thetransition batteriesand weremodal used shift and handled. one thing coming from the seminarpart wasofthat theirthere supplydoes chain emission-free Battery systems may well be zero-emission energy from road “We need two things,”The he E-Pusher said. “Improved energyfrom density, beofacourse growing willingness try. extra costs.” the pointappear of use, to but one has to to without transport to waterways.

Credit: Kotug

resistance in the cells, and lose power. There’s also an increased risk of internal short circuit. And at end of life you have to be selective

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For the the latest latest news news and and analysis analysis go go to to www.maritimejournal.com/news www.maritimejournal.com For

OCTOBER 43 APRIL 2023 2022 || 31

TUGS, TOWING & SALVAGE

SPOTLIGHT ON DIVERSITY OF DAMEN’S SHOALBUSTER Recent references for Damen Shipyards illustrate the diverse applications its popular Shoalbuster range of vessels are capable of in a design more generally associated with tugs.

Production of standard vessel designs is not a new phenomenon and looking beyond the theme here as an example, Stena Roro is experiencing success with its E-Flexer roro-passenger ferry series. Built to a basic standard design, they can be configured for diverse services from short duration crossings such as on the Dover Strait to longer overnight crossings requiring the provision of cabins.

Similar opportunities exist within the tug and workboat sector, where owners require additional capabilities to enhance the services they can offer for their customers’ individual requirements, including for example port operators, whose requirements are often very specific.

Shoalbusters are included in Damen’s workboats range and are among its most successful series-built designs. They range from 23m to 38m in length, 8m to 15m beam and offer 21tbp to 70tbp. The versatility of the range is a strong selling point, capable of modification during and post build for other roles alongside the generic towing capability.

Two recent references demonstrate where the client has found the Shoalbuster ideally suited for the roles of dredger and buoy maintenance, the latter a capability listed in its standard specification.

UK Dredging UK Dredging is part of Associated British Ports and operates a number of Damen dredgers and workboats, including two Multi Cat plough dredgers, to carry out maintenance dredging at its own ports. It recently ordered a Shoalbuster 2711 Water Injection Dredger (WID) to complement its fleet.

UK Dredging operates a number of hopper dredgers and the addition of a smaller WID will enable it to extend the intervals between hopper dredging operations.

Adaptations to the standard 2711 Shoalbuster marque will include optimising the vessel’s hull to suit the specific role, including a “highly efficient” diesel-electric system resulting in a significant reduction in both fuel consumption and emissions.

Instead of the usual submersible jets, the new vessel will use a next generation, fully electric Damen E-DOP450 dredge pump, the largest in its dredge pump portfolio with a 4,000m3/hr capacity ensuring optimal efficiency and low operational costs. It will also be equipped with an hydraulically operated A-frame, which when not in use will tilt, enabling the plough to be stored on the vessel’s aft deck.

Hinting again at the versatility of the design, Damen says that when not in use the plough, including pump, can be dismounted and stored ashore, leaving the vessel free to undertake other operations.

The second example of the Shoalbuster’s versatility is evident with delivery of a larger 3209 marque to SAFEEN Group, a subsidiary of AD Ports Group. The new vessel, named Al Mirfa after a coastal community located in the Al Dhafra region of Abu Dhabi, was named recently at Damen’s

44 | OCTOBER 2023

Credit: Damen

More than just a tug: Peter Barker has a look at what Damen’s Shoalbuster can offer aside from its traditional work

Gorinchem shipyard in the Netherlands. Following delivery the vessel sailed on its own keel to Abi Dhabi via the Mediterranean Sea and Suez Canal. The builder’s service hub at Albwardy Damen in UAE will provide SAFEEN with aftersales support for Al Mirfa.

The primary purpose of the new vessel will be buoy maintenance, a role which Damen says the Shoalbuster 3209 is ideally suited for given its standard specification, which includes shallow draught, extensive unobstructed deck, heavy-duty deck crane, waterfall winch and towing pins, stern roller and fifi1 standard firefighting system. For its intended primary role, additional buoy clamps and chain stoppers have been included.

n A heavy-duty

crane will be part of Al Mirfa’s toolbox working as a buoy tender

Traditional towing maintained The more typical role for the Shoalbuster range has not been overlooked, however, and with a bollard pull of more than 45t Al Mirfa will be available for towing activities along with other support activities both within ports and offshore.

Looking at the basic specification for the Shoalbuster 3209, the 32m LOA, 9.35m beam vessel has a draught of 3.3m maximum on a gross tonnage of 335GT. Offering conventional drive arrangements, two Caterpillar 3512C main engines provide maximum power of 2,610bKw (3,500bhp) at 1,600rpm to Reintjes gearboxes, in turn transmitting power to two Promarin fixed-pitch propellers in Optima nozzles. A Kalkman Beta 350hp bow thruster is also included and auxiliary equipment includes two Caterpillar C4.4 gensets and a C18 auxiliary for the bow thruster and deck equipment.

Integrating the new vessel into its fleet should be a familiar task for SAFEEN Group with it already operating a Shoalbuster 2609 delivered in 2016 and two Damen ASD Tugs 2411 delivered in 2019.

For the latest news and analysis go to www.maritimejournal.com

TUGS, TOWING & SALVAGE News that a tug from Sanmar Shipyard’s own fleet is heading to Denmark reminds us that biggest is not always best and that with ‘one careful owner’ a nearly-new option can satisfy a specific requirement.

The Port of Hirtshals in Denmark needed to address the situation of increasingly large modern ferries operating from the port with its “often notoriously windy conditions”, where its existing tug, built in 1979, was no longer strong enough to cope with the extra demand.

Port officials scoured the market for two years to find a suitable replacement, but perhaps felt a more modern ‘nearly new’ vessel could fit the bill so Sanmar provided the answer with the 2019-built Yeniçay class Z-drive tug Yeniçay X. At the time, the vessel was part of Sanmar’s own fleet operating at Izmit Bay in Turkey, and an example of where the Turkish shipbuilder produces tugs to its own account, perhaps to be operated by them and available for quick delivery to new customers. It has been renamed Sibba and is positioned in Hirtshals.

The vessel is a Robert Allan RAscal 1800 design described as a compact, powerful workhorse. It is within a modest-sized hull of just 18m LOA and 9.2m beam. Despite its compact size, Sibba delivers a 32tbp from twin Caterpillar main engines developing 1,940kW

SANMAR DELIVERS COMPACT WORKHORSE TO DENMARK n Sibba packs an impressive 32tbp in its 18m long hull

in total, powering Veth Z-drives. The new of cylindrical, W section and D section heavy owner notes the tug meets far stricter duty fendering is provided on the bow, stern environmental requirements than its and sides of the tug. predecessor.

The RAscal 1800 has been developed from Sibba is described as having “heavy duty a wide range of previous successful tug deck equipment” and Sanmar’s general designs, ensuring good seakeeping, technical specification sheet on the RAscal manoeuvrability and stability in all modes of Lebus YPwinch 2019.qxp_Lebus YP 17/12/2019 15:07 Page 1 1800 lists an electrically driven DMT operation.

It is of all-welded construction, with forward and Data Hidrolik tow hook aft. A mix minimum scantlings.

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For the latest news and analysis go to www.maritimejournal.com

OCTOBER 2023 | 45

MARINE CIVILS

WORK BEGINS TO RESTORE 150-YEAR-OLD VIADUCT A 150-year-old viaduct is being restored in Wales - and with no time to lose, as engineers discovered the state of the bridge was far worse than anticipated The Barmouth, North Wales railway viaduct restoration is being carried out by Alun Griffiths and Network Rail, the train operator. Pennys Group has been contracted to demolish the old viaduct.

“Many of the timber elements of the viaduct have decayed significantly over time and a large proportion of the metallic elements have corroded,” Network Rail, which is carrying out the work, said.

Metal sections of the bridge will be reconstructed and tracks renewed on the northern edge of the viaduct, which means two 160-tonne metallic spans will have to be removed.

Network Rail has carried out a mock manoeuvre to streamline the process before it is carried out, it says. Fifteen engineers tested the cantilever and jack system, 16 of which had to be used to lift each span.

‘‘

Many of the timber elements of the viaduct have decayed significantly over time and a large proportion of the metallic elements have corroded More than 500m2 of floating scaffold has been provided by pontoon firm ScaffFold, which will be used to catch the bridge sections when they are lowered and tow them to the beach for demolition.

“We mobilised on the beach, building four heavy-lift pontoons, 12m x 8m, with 63 large floats giving 63m3 or 63t of buoyancy,” says ScaffFloat. “To push/ tow them around we have two ScaffFloat Workboats, an 8m x 4m with two highthrust Yamaha outboards giving 0.8t bollard pull, and a larger 8m x 6.4m with two high-thrust Yamaha 100hp outboards giving 1.5t bollard pull.”

A spread of anchors has been laid either side of the bridge, attached to deck winches, which are also attached to bridge piers to hold the pontoons in place.

“The big challenge here is weather and tide giving us small

windows around slack water to perform the lifts,” says ScaffFloat.

“To reduce the impact of our work, we’ve carefully planned for it to take place over several years,” says Network Rail. “Our programme will see us completely restoring the viaduct in a way that doesn’t threaten its industrial heritage and its Grade II listed status. This means that we will replace its components on a ‘like-for like’ basis so that it retains its magnificent appearance. We will be carrying out additional work during our £30m restoration to the iconic landmark, including replacing all the timber main beams.”

n Barmouth viaduct

MoU pledges to deepen waters for offshore wind Dutch firm FibreMax has signed an MoU with Entrion, a Texas-based manufacturer of FRP monopile designs, to increase the depths in which offshore monopiles can be installed.

FibreMax’s fibre tendon technology will be integrated with Entrion’s Fully Restrained Platform (FRP) technology, which aims to allow monopiles to be installed at depths of 100 metres.

46 | OCTOBER 2023

Entrion says its technology combines fixed and floating platform technologies by restraining motions in all degrees of freedom for the monopile and moorings.

The FRP tech is still patent pending, and Entrion is working on a feasibility study on specific sites.

“The FRP monopile design accommodates mooring solutions based on chain, spiral strand wire and high strength

fibre tendons,” says Entrion. “Under this MoU, Entrion Wind and FibreMax will cooperate to qualify FibreMax’s high strength fibre tendons for the FRP design and develop site-specific offers for the use of fibre cables for various FRP mooring configurations.”

FRP works with taut moorings with pile anchors or suction piles and so far can be installed in water 65 metres deep.

For the latest news and analysis go to www.maritimejournal.com

MARINE CIVILS

PRYSMIAN TO POWER UP GERMAN OFFSHORE WIND SUPPLY Prysmian PowerLink has been awarded a €1.1 billion contract by a German transmission grid o perator as part of the country’s overall goal to reach a capacity of 70 GW for offshore wind by 2045

State-of-the-art As part of the 50Hertz “long-term EPCI contracts for HVDC cables” tender, Prysmian has received an award for Lot2 — which includes EPCI contracts for the NOR-11-1 submarine and DC31 land projects - along with Lot7.

Under Lot2, Prysmian will be responsible for the design, manufacture, supply, installation, testing and commissioning of the two turnkey projects NOR-11-1 and DC31 with an overall cable length of around 1,000 km.

With a power transmission capacity of 2GW, NOR-11-1 is a 525 kV HVDC submarine project utilising submarine cable plus underground cable along the route that is planned to connect the offshore windfarm area N-11-1 to the German grid in the Heide/West area.

The second project of Lot2, the DC31 is a 525 kV HVDC underground cable project and is planned to transmit power from the Heide/West area to Klein Rogahn.

Both submarine and land HVDC (High Voltage Direct Current) ±525 kV cable systems will consist of two single-core copper cables with XLPE insulation plus a dedicated XLPE

Credit: Prysmian Group

The project also forms part of the aim to transfer the energy generated in the North Sea to consumers in the eastern and southern regions of Germany.

“We are happy to collaborate and strengthen our partnership with 50Hertz on these important projects and contribute to the German ‘Energiewende’ with our solutions and experience, supporting the growth of green energy use in Germany and around the world,” commented Hakan Ozmen, EVP Projects BU, Prysmian Group.

metallic return (DMR) cable and a fibre optic cable. Submarine power cables will be produced at the group’s centres of excellence in Pikkala, Finland and Arco Felice, Italy.

The submarine fibre cables will be manufactured in Nordenham, Germany. The underground power cables covering both the DC31 and the underground part of the NOR-11-1 project will be produced in France.

In addition, Prysmian has been awarded as primary supplier also for Lot7, which consists of a framework provision allowing 50Hertz to contract future 525 kV offshore and/or onshore projects with a cable core length volume of up to 2,700 km within an agreed period.

Prysmian will leverage its fleet of state-of-the-art cable laying vessels to perform the marine installation operations, including the laying and burial of offshore cables.

n Prysmian will

leverage its fleet of state-of-the-art cable laying vessels to perform the marine installation operations

A harbour restoration project with a difference Sydney Harbour’s iconic Hornby Lighthouse at South Head is getting a makeover that will ensure it can shine its light well into the future.

In existence since 1858, the lighthouse, owned by the Port Authority of New South Wales, was a Sydney landmark long before the Harbour Bridge and Opera House were built, acting as a warning beacon for all vessels entering into the harbour.

“At 165 years old, Hornby Lighthouse is an irreplaceable piece of our maritime history,” said Captain Philip Holliday, CEO, Port Authority of New South Wales.

“In addition to its emotive origin story, it was the third lighthouse to be built in NSW, designed by NSW Colonial Architect Alexander Dawson. As a mariner myself, it’s wonderful to see the careful restoration of such a significant maritime building.”

n In existence since 1858, the lighthouse was a

Sydney landmark long before the Harbour Bridge and Opera House were built, acting as a warning beacon for all vessels entering into the harbour

The Port Authority of NSW will commence comprehensive restoration works which will include desalination of the sandstone blocks to repainting of the historical red and white stripes.

For the latest news and analysis go to www.maritimejournal.com

The internal timber floors and structural elements will also be restored, along with the roof and flooring, windows and doors.

Captain Philip Holliday said meticulous planning has gone into ensuring the works on the State Heritage Listed Hornby Lighthouse will guarantee both structural integrity and the preservation of the lighthouse’s State significant heritage values.

Perhaps of most interest to onlookers are works that will see the external sandstone façade restored. This will involve careful stripping back of many layers of paint, preservation of the original paint layer and repainting in a way that will help protect the sandstone base into the future.

The restoration works are scheduled to be completed within 12 months and the navigation light will remain operational for the duration of the works.

OCTOBER 2023 | 47

MARINE CIVILS

MOBILE DRYDOCK ASSISTS IN FLOATING WIND PROJECT Salamander Offshore Wind is a joint venture development project between Simply Blue Group, Ørsted and Subsea7, and will be installed offshore from Peterhead in North-East Scotland.

It is not a huge project in terms of electricity generation – it says it aims to install 100MW capacity as a contribution to the Scottish government’s target of 11GW of offshore wind power by 2030, and the UK’s target of 5GW of floating offshore wind.

Tugdock’s patented marine buoyancy technology enables heavy marine structures to be built or assembled and loaded out in ports with water depth or space restrictions.

The technology comprises the Tugdock Submersible Platform (TSP) and Tugdock Buoyancy Modules (TBMs), which are modular, road transportable, easy to erect, and reusable, with deck sizes ranging from 12m x 12m to 120m x 120m. It also has a lift capacity of up to 35,000 tonnes at a fraction of the cost, it says, of standard dry docks.

Air lift bags are filled and then vented using compressed air, and by confining the bags into a space frame configuration and deck arrangement, they can be used as additional buoyancy modules or submersible platforms.

TBMs provide additional buoyancy, reduced draft and added stability for Wind Turbine Generator integration, Tugdock says. The buoyancy modules can be considered as temporary works equipment that is fixed to the floaters in modules and used during berthing, integration, marshalling, and removed prior to tow-out. The product can be reinstalled for wet storage or for in-port operations and maintenance activities.

Tugdock is discussing next steps with Salamander.

“The objectives of this exciting collaboration are for Salamander Offshore Wind and Tugdock to jointly develop

Credit: Tugdock

An offshore floating wind farm will be assembled using a transportable dry dock technology

by UK-based Tugdock

innovative knowledge and technologies to accelerate the development of floating wind energy, which is currently a fast-evolving industry around the world,” said Shane Carr, CEO of Tugdock.

In recent months, Tugdock has also announced partnerships with Sarens, the global leader in crane rental and heavy lifting, and Crowley, a US-based supply chain solutions company serving the offshore wind sector, exploring floating offshore wind in locations, such as the US West Coast.

n Transportable drydocks by Tugdock

Forth Ports sets out net zero ambitions The UK’s Forth Ports has set out its ambitions for net zero carbon operation by 2042.

At a launch event in Edinburgh on 4 October, the ports group, the third largest in the UK, outlined ways it will eliminate scope 1 and 2 emissions by 2032 with full net zero carbon emissions being achieved by 2042.

Key to this strategy is a ‘substantial’ investment in infrastructure, port services and towage to support the UK’s renewable energy sector, including offshore wind. In recent months, the group has also unveiled plans for green hydrogen production facilities at the Port of Tilbury on the River Thames.

Speaking at the event, Charles Hammond OBE, group chief executive of Forth Ports, said the group was ‘driving progressive

48 | OCTOBER 2023

n Forth Ports vision change in the maritime industry and beyond’.

“Our existing major investment in green energy, coupled with our commitment to floating wind, the next generation of

renewable energy, and our collaborative approach underscore our determination to play our part in driving the transition to a decarbonised economy to achieve meaningful and lasting environmental change,” he said.

A private investment programme totalling £150 million (€173 million) has already helped develop renewables hubs in Dundee and Leith in Scotland and the group is now planning a high-capacity FLOW integration facility at the Port of Burntisland in Fife, as well as an overhaul across all eight of its UK ports to make them more sustainable.

Initiatives will focus on sustainable electricity, low carbon fuels, green energy ports and scope 3 (supply chain) emissions.

For the latest news and analysis go to www.maritimejournal.com

MARINE CIVILS

MCJ maritimecontracts

Maritime Contracts Journal

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MCJ Ref No: 1376/X/06 Project Stage: Early Information Area: Charleston, USA Promoter: USACE, KO Contracting Division, 69A Hagood Avenue, Charleston, SC 294035107, USA E-mail: Evelyn.I.Halliburton-Shannon@usace. army.mil; Tel: +1 843 329 8208 Value: 10,000,000 to 25,000,000 USD Contact: Evelyn Halliburton-Shannon Profile: The work consists of placing approximately 1,280,000 cubic yards (978,630 m3) of dredged material on Folly Beach, Charleston County, South Carolina, and 40,000 cubic yards (30,582 m3) of dredged material on Bird Key. Suitable borrow material will be dredged from the Folly River Federal Channel and Folly River Borrow Area.

The work includes before and after surveys of the beach areas and monitoring structures adjacent to Folly Beach during construction. The work includes complying with the requirements of the Endangered Species Act and Marine Mammals Protection Act. Folly Beach is a city on Folly Island and is home to Folly Beach Pier, which stretches more than 1,000 feet (304 metres) into the ocean.

Center Street is lined with surf and RESEARCH SERVICES (1) Oslo, Norway (2) Early Information (3) Not stated (4) Professional review of the effects of offshore wind on birds, bats, and vulnerable species. (5) Norges Vassdrags- og energidirektorat (NVE), Middelthunsgate AUTONOMOUS UNDERWATER VEHICLES (AUVs) (1) Palma de Mallorca, Spain (2) Early Information (3) Not stated (4) Supply of an autonomous underwater vehicle (AUV) and an autonomous surface vehicle (ASV), for a marine platform for robots and intelligent systems (MARISP) (5) Rectorate of the University of the Balearic Islands RADAR DATA INTEGRATION (1) London, UK (2) Early Information (3) Not stated (4) The Joint Maritime Security Centre (JMSC) delivers accurate and real time Maritime Situational Awareness (MSA) for the UK Government maritime security

$10-25m FOR BEACH RENOURISHMENT WORKS

souvenir shops. Folly Beach County Park has picnic areas and a pelican rookery. As well as beaches and wildlife-rich habitats, Lighthouse Inlet Heritage Preserve has views of Morris Island Lighthouse, completed in 1876. It has a claim to fame, too, being the site of a battle fought by the 55th Regiment at the end of the 1989 film

stakeholders. This MSA is facilitated by the Royal Navy Maritime Domain Awareness Programme. To enrich and improve the coastal surveillance data, JMSC seeks to capture coastal radar data provided by existing radar operators such as the Ministry of Defence and the Maritime Coast Guard Agency and include these in the MSA. JMSC is seeking a lead radar data integrator to manage the commercial relationship with radar providers, undertake the engineering effort needed to acquire individual radar tracks, process these, and provide these to the MDA Programme.

DREDGING SERVICES (1) Ancona, Italy (2) Tenders Invited (3) €10,929,168 (4) The assignment of the executive design and implementation of the works for the deepening of the Seab through dredging and consolidation of the river quay. (5)

For the latest news and analysis go to www.maritimejournal.com

n Folly Beach, South Carolina Glory, about the role of African American soldiers in the American Civil War. https://sam.gov/opp/ da6103ef8bda4348a15135376dbfa708/view Tender Details: Open Procedure Dated: 02/10/2023 Tender Deadline: 28/10/2023 - 13:00 Hrs

Autorita di Sistema Portuale del Mare Adriatico Centrale OFFSHORE SERVICES (1) Paris La Defense, Paris (2) Tenders Invited (3) Not stated (4) RTE intends to launch a call for bid for HVDC VSC onshore converter stations and offshore substations part of 1.2 GW HVDC links at DC operating voltage 320 kV and 2 GW HVDC links at DC operating voltage 525 kV connecting Offshore Wind Farms (OWFs) to the French grid (5) RTE VESSEL R&M SERVICES (1) Split, Croatia (2) Tenders Invited (3) €86,500 (4) Repairs of working ships; Lot.1 - annual overhaul of m/v Svilaja; Lot.2 - annual overhaul of m/v Saida. (5) Plovput d.o.o.

VESSEL CHARTER (1) Ponta Delgada, Portugal (2) Contract Awarded (3) €4,927,500 (4) Contract awarded for the charter that ensures the regular

maritime transport of goods to the island of Flores. (5) Fundo Regional de Apoio a Coesao e ao Desenvolvimento Economico (6) Transinsular - Transportes Marítimos Insulares S.A. DECK & RAMP REPLACEMENT (1) Washington, USA (2) Contract Awarded (3) $39,480 (4) Contract awarded for the removal and replacement of existing deck, ramps and entry to buildings located at the James River Reserve Fleet (JRRF). (5) Maritime Administration, DOT Maritime Administration (6) Vision Contracting Inc GEOTECHNICAL SURVEYS (1) Athens, Greece (2) Contract Awarded (3) €5,994,000 (4) Contract awarded for carrying out a marine bathymetric/ geophysical/ geotechnical survey. (5 Anexartitos Diacheiristis Metaforas Ilektrikis Energeias (ADMIE) A.E (6) C. Liapakis-B.Balis Engineering Consultants O.E.

OCTOBER 2023 | 49

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NAVIGATION & COMMUNICATION

AI PORT SECURITY LAUNCHED ON INTERNATIONAL STAGE BrainCreators is launching a port security software system that keeps eyes on operations 24/7 and sends alerts should anything occur The Dutch software developer used the recent London International Shipping Week to launch its port and harbour surveillance system internationally, CEO Jasper Wognum told Maritime Journal.

Having been rolled out in ports and harbours of various sizes in his native Netherlands, the system is now ready to go to the international market.

‘Seagull’ uses footage from cameras strategically placed at areas of the port or harbour to identify anything untoward and send alerts to the relevant parties.

The system identifies and records exactly which vessels come in and out of the port, the speeds at which they are travelling and what they are doing – and if it doesn’t seem normal, it will react.

“For instance, a fishing boat leaving the coast at four in the morning is perfectly normal,” says Wognum.

“But a RIB coming in with high speeds in the middle of the night is suspicious, so we want to send an alert to whoever it concerns, whether it’s the harbour master, coast guard, customs or police.

“For instance, last week we discovered that drugs, or other contraband stuff, is being hidden underneath ships without the ship owner even being aware. Then people rock up with an underwater jetski to pick up whatever it is and take it back to shore.

“In a control room you will see this on an extra screen, or it can be integrated with the system they already have – so instead of looking at all different camera footage all the time, you are told to look at a specific one because something seems to be going on.”

Wognum says the increasing amount of crime – mainly smuggling contraband – was difficult to monitor by personnel alone, especially now that some crime has shifted to the smaller ports, making it even more difficult to spot.

“In the Netherlands, for instance, it used to be the case that Rotterdam was the main target, but that has increased security now and you see criminals going to other ports – not just commercial ports but leisure marinas as well,” he says.

“The government is trying to enforce keeping a register of day and night traffic at these very small harbours, but they don’t have the staff and it’s very expensive to hire someone to monitor all this activity.”

n BrainCreators’

software launched at London Shipping Week

Kongsberg equipment for German ocean research vessel Kongsberg will provide scientific sensors and scientific handling equipment for Germany’s new state-of-the-art ocean research vessel, the 135-metre Meteor IV. The 10,000 GT vessel will be built by MeyerFassmer Spezialschiffbau (MFSB) for the German Federal Ministry of Education and Research and will satisfy the need for next generation survey equipment.

“We need to build a better understanding of our changing climate and the effect it has on the marine environment to protect our oceans and future generations,” said Stene Førsund, executive vice president sales and marketing, Kongsberg Discovery.

“A top priority of marine scientists is to map the entire seafloor by 2030, an enormous task that will require instruments and equipment with extremely precise calibration.”

Kongsberg Discovery will supply Meteor IV

52 | OCTOBER 2023

with the EM 124 and EM 712 multibeam echo sounders, used for seabed mapping at various depths. It will also provide the Seapath 380 with Motion Gyro Compass (MGC) R3, which has sensors that use GNSS signals and inertial measurements. These combine with the EM series of echo sounders to create an exact picture of the seabed.

To monitor ecosystems and marine life, Meteor IV will use Kongsberg Discovery’s EK80, a high-precision scientific echo sounder with acoustic doppler current profiler capability, which may be used to measure the velocity of fish in a water column.

The EK80 measures speed and direction of currents in a water column, which helps researchers understand how organisms, nutrients and other biological and chemical constituents are transported through the ocean.

Kongsberg Maritime will also supply a complete integrated scientific handling system for Meteor IV, enabling safe and efficient operations with cables and ropes up to 12,000 metres in length.

The scientific winch system comprises two direct pull winches, two conventional twin drum traction winch systems and a third traction winch system, which includes Kongsberg Maritime’s field-proven cable traction control unit (CTCU) for superior performance with synthetic fibre rope.

The delivery also includes overboard handling units; a stern A-frame, two handling beams and a corer handling system, as well as cranes.

The vessel, due for delivery in 2026, replaces existing research vessels Meteor and Poseidon.

For the latest news and analysis go to www.maritimejournal.com

SECURITY

ENSURING CYBER SECURE OFFSHORE WIND TECH Researchers have been awarded funding to create an offshore wind cyber security research and development facility that will protect the technology against cyber-attacks

Security testbed The facility will equipped with examples of the actual software and hardware found in a wind turbine array and its integration to the grid and use them to identify potential vulnerabilities.

Then the project team will develop resilience procedures, security measures and training tools that ensure any future attacks don’t interrupt the wind farms’ flow of energy.

The CROWN project is being led by researchers from the Maritime Cyber Threats Research Group at the University of Plymouth, in collaboration with the Offshore Renewable Energy (ORE) Catapult and supported by Expleo Engineering UK Limited.

It comes as discussions continue around the potential future growth of floating offshore wind technology in the Celtic Sea. The new facility will complement the university’s state-ofthe-art ORE and maritime cyber research facilities.

Credit: University of Plymouth

The Cyber-Resilience of Offshore Wind Networks (CROWN) project will create a purpose-built lab space at the University of Plymouth in the UK. “The quest for clean energy is a critical element in the global drive for net zero. However, as increasingly innovative technologies are developed there is a pressing need to ensure they are not only efficient but also cyber-secure,” said Chloe Rowland, CROWN project manager. ”With the South West being at the forefront of developments in floating offshore wind and maritime cyber security, this project unites two disciplines that will be critical to our future environmental and economic prosperity.”

They include the UK Floating Offshore Wind Turbine Test Facility (UKFOWTT), the Maritime Simulation Laboratory – where offshore wind project teams can verify, test and optimise installation and maintenance projects – and the Cyber-SHIP Lab, the UK’s only hardware-based maritime cyber security research and development platform.

The CROWN project is being supported by a grant of £650,000 from the Heart of the South West Local Enterprise Partnership.

n Researchers

have been awarded funding to create an offshore wind cyber security research in Plymouth UK

Biggest ever Irish drugs haul seized on container ship Four men have appeared in an Irish court after the Irish Army Ranger Wing, Gardai and Naval Service brought a container into the port of Cork carrying more than two tonnes of cocaine.

The drugs are estimated to have a street value of around €160 million.

The Irish Navy confirmed in a statement that a joint task force of the Naval Service, Air Corps, Army Ranger Wing, Revenue Customs Service and An Garda Síochána ’have implemented a co-ordinated operation at sea, which resulted in the detention of a Panamanian registered bulk cargo vessel originating in South America, MV Matthew’.

It said it deployed offshore patrol vessel LÉ William Butler Yeats, a 90m x 14m vessel commissioned into the naval fleet in 2016, along with two AW139 helicopters, one CASA fixed wing aircraft and one PC12 fixed wing aircraft.

n Irish offshore patrol vessel LÉ William Butler Yeats

“The container ship was tracked by both Air Corps and the Naval Service assets over a number of days and was detained following the firing of warning shots in its direction by the LÉ William Butler Yeats,” the Navy said. “A specialist team from the Army Ranger Wing then deployed by helicopter onto the MV Matthew via fast rope insertion in challenging conditions. The ARW made the vessel safe and enabled its boarding by

For the latest news and analysis go to www.maritimejournal.com

officials and personnel from the Naval Service, the Garda National Drugs Unit, Organised Crime Bureau (GNDOCB) and Revenue’s Customs Service.

“The vessel was escorted by the Naval Service to an Irish Port where it will be detained to allow for a detailed search and investigation by the relevant State agencies.”

The four men, Cumali Ozgen, a 48-yearold with an address in the Netherlands; Saeid Hassani, a 37-year-old Iranian national; Mykhalio Gavryk, a 30-year-old Ukrainian national; and Vitaliy Vlasoi, a 31-year-old Ukrainian national, were charged with possession of drugs, namely cocaine, on September 24 for the purpose of supplying it within the Irish State.

In court on Tuesday October 3, they only spoke to indicate what kind of translator they would need.

OCTOBER 2023 | 53

PORT, HARBOUR & MARINE CONSTRUCTION

OPINION: THE UK’S DILAPIDATING PORT INFRASTRUCTURE As a result of a change to the widespread use of less robust materials such as reinforced concrete and steel piles commencing around 100 years ago, a lot of the UK’s port infrastructure is now at a tipping point A2 Maritime Ltd founder David Tresidder looks at the recent increase in the number of significant failures occurring, with some shocking examples of failures including: Change in use of a granite blockwork wall causing loss of blocks over time resulting in eventual catastrophic collapse of the wall.

Bollard failure resulting from corroding bolts that were hidden from inspection by a fender panel Microbiologically induced corrosion in a steel wall resulted in underwater holes and loss of the fill. The ground behind showed no signs of the potential collapse A change in passing vessels resulted in scour occurring where previously an equilibrium existed, undermining the foundations of a quay wall Unchecked concrete reinforcement corrosion resulted in a catastrophic wall collapse after several weeks of significant movement.

As the UK ports industry faces an ever-increasing risk of infrastructure failures, the need for a considered and smarter approach to the ongoing monitoring and maintenance of our assets is clear.

Drivers and trends There is an underlying trend of increasing vessel sizes, resulting in larger berthing and mooring forces as well as the need for deeper berths. The rate at which port assets are degrading is accelerating.

UK ports have a long history of having to reinvent themselves with frequently changing cargo and usage.

Brexit and the changes to the vehicle and power generation industries are just the latest drivers for change and the need to adapt the often aging port infrastructure.

The drive towards Net Zero and the new Biodiversity Net Gain requirements for new development mean that reuse of the existing infrastructure have many previously overlooked benefits.

UK port capacities generally meet or exceed demand, and with limited market growth, efficiency competition between operators to retain their market share is strong. Maintenance and replacement of port infrastructure is often considered an unaffordable luxury.

So with much of the UK port infrastructure in critical condition and current market constraints, many ports find themselves in a difficult position and it is not surprising that there is an increase in the number of failures occurring.

Insurance, inspection and maintenance While safety is always the key concern, it is worth noting that typical insurance policies will exclude normal wear and tear.

Asset owners/operators can find themselves with an uninsured loss as it is often possible to prove wear and tear as a probably primary cause, especially where there are limited records of maintenance or condition assessments.

Port owners/operators apply disparate approaches to

54 | OCTOBER 2023

asset management. In some cases, durable and non-critical assets are being unnecessarily inspected. More common is the lack of a good quality benchmark by which to assess degradation rates and develop a maintenance strategy.

Each asset is unique and an assessment in terms of age, usage, materials, environment and condition is required to optimise an asset management plan. The more thorough the initial information is, the more informed the risk assessment will be. This will, in turn, determine how appropriate the future inspection regime, maintenance plans and budgets are.

At A2 Maritime, we offer a holistic consultancy service including above and below water qualified engineer inspections using the latest (where appropriate) technology and in-house diving engineers to provide our clients with appropriate inspections.

We then develop bespoke asset management strategies.

For example, a very old wall is most likely still standing because it is a robust structure. Its age therefore often offers reassurance of future performance and is not the risk that many perceive it to be. Inspection frequency can be significantly reduced and our clients reduce their costs with the reassurance that it is also the right strategy that meets their needs.

n David Tresidder

Monitoring To extend the life of an asset while also controlling risk, it is necessary to monitor it. Each asset needs a unique monitoring strategy. This could be a survey every 20 years at one end of the scale, or real-time monitoring with alarms and action plans at the other.

Digital twins and artificial intelligence providing informed optimisation can offer significant benefits, but they are only as good as the data on which they are based. The harsh maritime environment taking its toll on sensors means the more technologically advanced options frequently have a way to go before they are truly cost effective.

In summary The requirement for maintenance, re-purposing or replacement of much of the UK’s port infrastructure is increasing as assets degrade and uses change.

With limited ability for the industry to invest, it is critical that good quality, thorough inspection and maintenance records are kept. These will enable informed decisions to be made and acted upon, significantly improving safety and decreasing the potential of uninsured wear and tear being determined as the probable cause of a failure.

8 David Tresidder has 28 years’ experience specialising in maritime engineering and heavy civil infrastructure design and project delivery for ports, harbours and maritime structures, including jetties, ports, harbours, marinas, slipways, floating structures and river/flood defence projects.

Tresidder has founded maritime infrastructure engineering consultancy A2 Maritime Ltd, which has teamed up with A-Squared Studio Engineers to deliver maritime projects.

For the latest news and analysis go to www.maritimejournal.com

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PORT, HARBOUR & MARINE CONSTRUCTION

EXPANDED ABERDEEN BECOMES SCOTLAND’S LARGEST PORT As a £420 million (€486 million) expansion at the Port of Aberdeen is completed. funding has been confirmed for a multi-million pound project to design and deliver a large-scale land-side and vessel-side shore power system An additional 1.5km of deep-water berths have been added to the South Harbour with a maximum depth of 15 metres, which means 300m long ships can now be accommodated.

In total there are now 8km of quayside.

Heavy-lift zones have been added, with 125,000m2 of flexible laydown space and expansive project areas.

“The opening of the South Harbour demonstrates the hard work from all project partners that has gone into successfully delivering the project’s completion in the face of challenges such as pandemic disruption, and has ultimately showcased the importance of establishing rigorous project controls on major infrastructure programmes to provide assured confidence to client and stakeholders,” said Garry Murphy, UK head of project management, infrastructure.

‘‘

Beyond this structural growth, the ferry freight market is evolving and new challenges are emerging with the necessary consideration of environmental issues, Brexit and the evolution of the size of ships “Port of Aberdeen is the UK’s oldest and one of its most successful ports and this vital expansion will ensure its future is just as bright.”

Details of the ‘Shore Power in Operation’ project, part of the Department for Transport’s Zero Emissions Vessels and Infrastructure (ZEVI) competition, were unveiled at London

International Shipping Week. Port of Aberdeen is leading an industry and academia consortium to deliver the shore power, including Connected Places Catapult, DOF Subsea, Tidewater Marine, OSM Offshore, the University of Manchester’s Tyndall Centre and Buro Happold.

“Shore power is considered the leading option to reduce vessel emissions at berth,” says the port. “It’s a well-tested technology that prepares the port for the future, accommodating hybrid or fully electric vessels. The benefits include cleaner air, lower CO2 emissions, and reduced noise.”

The project follows a successful Clean Maritime Demonstration Competition-funded feasibility study completed in March 2022. The new funding will see the design and installation of shore power facilities at seven berths on Albert Quay and Mearns Quay in the port’s North Harbour, which will be operational by April 2025.

n Port of Aberdeen

Major port transformation kicks off in France A €17 million port transformation has begun in Cherbourg as part of a larger project that will ultimately connect southwest France to the British Isles and Spain.

In its entirety, €61 million will be spent on all three of the Ports de Normandie’s ports of Caen-Ouistreaham, Cherbourg and Dieppe.

Five million heavy goods vehicles crossed the English channel last year either by ferry or through the tunnel, the port says, an increase of 25% over 10 years. The group has set itself the task of building the infrastructure to be able to accommodate larger vessels, expand its area and create a more efficient land transport service to complement road services.

“We are aiming to develop activity to

56 | OCTOBER 2023

n Port of Cherbourg, owned by Ports de Normandie

enhance added value and promote employment across the territory, optimise the general Normandy port system, and in addition to the two major seaports, equip Normandy with a port structure of national

importance, while remaining flexible and responsive,” said Hervé Morin, president of the Ports de Normandie.

Officials from Brittany Ferries, the French Railways and the maritime industry attended a breaking-ground ceremony earlier this week to mark the beginning of the new terminal’s construction.

“Beyond this structural growth, the ferry freight market is evolving and new challenges are emerging with the necessary consideration of environmental issues, Brexit and the evolution of the size of ships,” the port officials said.

Engineering works to be carried out include new terminal buildings, berths for larger ships and electric upgrading at the port.

For the latest news and analysis go to www.maritimejournal.com

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SUBSEA SERVICES

UK SUBSEA FIRM WINS KEY INDONESIAN DEAL A UK manufacturer of diving and subsea rescue equipment has won a deal to supply its new submarine rescue system (SRS) to the Indonesian navy The three-year contract with Submarine Manufacturing and Products includes the design and build of the SRS which centres around the company’s new SRV-F Mk3 rescue submersible. It will be hosted on board a mothership designed by Houlder and delivered by its Indonesian partner, BTI Defence.

“The market is evolving, and countries operating conventional submarines in regional waters simply do not need complex systems of the massive scale of nuclear navies,” said Ben Sharples, managing director at SMP. “The logistical challenges that come with these larger systems take up time which, in an emergency, we just don’t have.”

The SMP SRV-F Mk3 is a hybrid system, capable of deployment both by air and on its mothership.

When deployed by air, the rescue submersible can be towed to and from the distressed submarine’s location without needing to be recovered to deck, minimising time to first rescue and saving valuable time.

The SRV-F Mk3 can dive to depths of 500m and can carry up to 50 rescuees at a time. Rescues adopt a ‘one out, all o ut’ philosophy used on conventional submarines, rather than other systems which might need repeated trips to the vessel in distress.

In addition to the SRV-F Mk3, the new mothership is fitted with a suite of support equipment, including a handling system, a transfer under pressure system and a decompression chamber.

SMP has been supported by UK Export Finance throughout

the process. “It’s fantastic to see UK companies securing a prominent international contract and being supported by the UK government along the way,” said Dominic Johnson, Minister for Investment from the UK Department for Business and Trade.

“The programme will not only bring capital to the North of England, but also deepen our collaboration with our Indonesian partners.”

This latest deal follows the recent change in ownership at SMP after it was sold to a new shareholder team. The former owner, Phil Connolly, remains chair of SMP.

n SMP’s submersible rescue vessel

Ulstein inks new cable laying vessel contract Ulstein Verft has signed a new shipbuilding contract to construct a large DP3 cable laying vessel for Nexans.

The vessel, an ST-297 CLV design by Skipsteknisk, is an updated version of the Nexans Aurora, delivered in 2021.

“We awarded the contract for a new vessel to Ulstein after an extensive tendering process, where Ulstein’s track record, including the delivery of Nexans Aurora, was important factors in deciding on the shipyard Ulstein Verft yet again. We are looking forward to working with Ulstein for this new exciting project,” said Pascal Radue, Nexans EVP Generation & Transmission.

Important role The new vessel is based on the Nexans Aurora design, as developed by Skipsteknisk, which is now playing an important role in

58 | OCTOBER 2023

n The new vessel, an ST-297 CLV design by Skipsteknisk, is an updated version of the Nexans Aurora, delivered in 2021

Nexans’ turn-key supply of advanced subsea high voltage systems to support the electrification of the world.

This includes providing vital connections between countries and regions, offshore renewable solutions as well as electrification

solutions for other offshore installations.

The vessel is specially designed to carry out the transport and laying of various types of subsea cables, including cable bundles as well as recovery and repair.

It can perform effectively even in challenging weather conditions and boasts exceptional manoeuvrability and station-keeping capabilities.

Ulstein Verft is responsible for the vessel’s construction and the preparation of its topside equipment.

This cutting-edge cable laying vessel features a split turntable on deck capable of holding up to 10,000t of cable, an underdeck turntable with a 3,500t cable capacity, and a fibre optic basket holding 450t.

The vessel measures 31 metres in width, 149.9 metres in length, and is accommodated for a crew of 90.

For the latest news and analysis go to www.maritimejournal.com

SUBSEA SERVICES

AI HELPS MAKE SEABED MAPPING QUICKER AND EASIER A British developed AI solution to improve the speed and ease of seabed mapping has been shortlisted for a national excellence award

Real-time data Seabed mapping is used to produce a bathymetric profile of a given area of seabed using sonar technology.

But because sonar works by sending sound pulses into the water and measuring the echoes reflected from the seabed, many unwanted data points are also generated and these need to be filtered out after the survey to produce a true representation of the seabed profile. This can be a resourceintensive, expensive and time-consuming.

‘‘

Designing an AI system that can process and quality control sonar data was a challenging process over the course of two and a half years GeoAcoustics, based in Great Yarmouth and a manufacturer of high-quality sonar equipment for seabed mapping, approached UEA’s School of Computing Sciences to do a feasibility study to see if AI technology could automatically remove unwanted noise from sonar data.

This was carried out by two MSc Computing Science students, supervised by Dr Wenjia Wang and Dr Ben Milner and a team from GeoAcoustics.

Credit: GeoAccoustics Ltd

The real-time AI seabed mapping solution was developed

by GeoAcoustics Ltd in partnership with the University of East Anglia’s School of Computing Science.

“Designing an AI system that can process and quality control sonar data was a challenging process over the course of two and a half years,” said Dr Danny Websdale, an AI/ML research scientist at GeoAcoustics Ltd. “Together with the project team we were able to meet the intended goals and even exceed them by developing a system that provides real-time data on board a survey vessel, which is a unique capability that improves data quality while saving GeoAcoustics’ customers time and money.”

Following encouraging results, further research and development grants were awarded; an Enabling Innovation: Research To Application (EIRA) award, and an Innovate UK Knowledge Transfer Partnership (KTP). These enabled an AI module to be developed which was then evaluated using various benchmark data sets and sea trials.

This established that the AI was able to produce accurate and consistent results comparable to that of an experienced surveyor, without needing any human intervention and operating at a fraction of the time.

The AI system was integrated in GeoAccoustics flagship seabed mapping product GeoSwath 4 and provided to customers as a free update.

The project, which has been graded ‘Outstanding’ by Innovate UK, has been named as one of three finalists in the Technical Excellence category at the national Knowledge Transfer Partnership Awards, with winners being announced on 18 October.

n The AI system

was integrated in GeoAccoustics flagship seabed mapping product GeoSwath 4 and provided to customers as a free update

OEG Renewables buys marine surveyor Offshore wind firm OEG Renewables (OEGR) has bought marine surveying company Geosight to strengthen what it can offer in offshore renewable energy, subsea cables and marine civils, it says.

Geosight provides hydrographic and multi-sensor geophysical surveys, marine engineering and other surveys.

OEG works in applications around the globe for the offshore wind industry such as topside, subsea and vessels. The combination. ”Recent contracts include the completion

n From left: Alex Richards, OEGR operations director; Brian Gamet, managing director at Geosight

For the latest news and analysis go to www.maritimejournal.com

of a large-scale hydrographic survey within Scapa Flow and Kirkwall Bay in Orkney, paving the way for the development of a new deepwater facility to support wind farm expansion off the coast of Scotland,” says the company.

“This acquisition aligns with our strategic vision of expanding our presence in the survey market and utilising our combined resources to better serve our clients,” said Eric Briar, Managing Director at OEG Renewables.

OCTOBER 2023 | 59

AUTONOMOUS VESSELS & TECHNOLOGY

AUTOMATED MACHINE DEVELOPED FOR SEAGRASS PLANTING Marine civils firm Land & Water has teamed up with marine conservation organization Project Seagrass to design and build an automated seagrass planter (ASP) Marine civils firm Land & Water has teamed up with marine conservation organization Project Seagrass to design and build an automated seagrass planter (ASP).

Seeds are loaded into the ASP, which is then transported out to sea on the deck of a multicat. It is lifted off the deck and swung out over the side to be lowered to the seabed – at which time the automated system takes over and seeds are planted on the ocean floor.

The approach, says Land & Water, is much less invasive than by hand or individual diver, with 64 sacks being planted at once and then covered over by the machine.

The work is being done with Land & Water’s division Earth Change as well as Swansea University.

Calling it ‘ground-breaking technology that promises to revolutionise the large-scale planting of seagrass’, Land & Water says it is currently testing the equipment before rolling it out commercially.

The ASP can accurately place sacks filled with sand and seeds in pre-assessed locations to ensure optimal growth conditions, Earth Change says, and can work in subtidal and intertidal areas in depths of up to six metres.

Its automated system is designed to space the seagrass plugs at their best positions and using GPS can record where they are placed. It can also be adjusted to accommodate different species, Earth Change says.

Seagrass meadows are thought to help maintain healthy marine environments and absorb carbon dioxide.

Trial planting regimes will be subject to ongoing monitoring

by Project Seagrass to validate the effectiveness of the new planting regime. “We are excited by the planting results, and we must now see how this method of planting works,” said Richard Unsworth, associate professor at Swansea University.

Ultimately the plan is to roll out the ASP ‘in large-scale

restoration initiatives worldwide’, say Earth Change and Project Seagrass, by working with governments, environment groups, research bodies and coastal communities.

“We found that at least 44% of the UK’s seagrass has been lost since 1936 – most of it since the 1980s,” said PhD candidate Alix Green and Dr Peter Jones, with the University of Swansea. “But when we modelled which coastal areas were likely to have been suitable for seagrass, we found that as much as 92% of it might have disappeared.

“The task of restoration of saltmarsh is enormous and made more difficult in temperate parts of the world as light quality is vital to the growth of seagrass. Most of the planting of seagrass is done by hand in the UK - by hand at low tide or by divers at a high cost and low output.”

Project Seagrass identified a site in Dale Bay, Pembrokeshire where seagrass has always been planted by hand. The recent test of a scalable prototype planted 2,000 bags in a day.

n New Automated Seagrass Planter

by Land & Water division Earth Change

Diverse Marine launches first autonomous vessel Isle of Wight based Diverse Marine has launched its first fully autonomous vessel, Hydronaut, complete with an autonomous ROV Aquanaut, for Texas-based Nauticus Robotics.

“She is fully fitted and equipped with autonomous equipment, can drive herself or be controlled and driven by the office in Aberdeen, where she will go,” Diverse Marine managing director Ben Colman told Maritime Journal.

“She can launch the ROV off the back, use her own sensors – a fully autonomous workboat.”

Hydronaut, designed by Global Marine Design, is powered by two Volvo Penta IPS 1050 engines, Colman said, with a gyro

60 | OCTOBER 2023

n The ROV Aquanaut can be autonomously launched from autonomous mothership Hydronaut, pictured above, built by Diverse Marine

stabiliser. She is 18 metres long by 6.5 metres beam.

Because of MCA rules, no vessel can operate uncrewed within six miles of the

coast, says Colman, although Hydronaut does have the capability.

“They either have to be crewed or have a chase RIB,” he said. “We will be launching a second Hydronaut in January, and are treating them as technology demonstrators.

They will be UK flagged, and perform all manner of survey operations for oil and gas or offshore wind within the UK and Europe using the survey gear on the ROV.” Aquanaut, says Nauticus Robotics, can repair pipelines and scan the seabed entirely autonomously or remotely, running entirely on battery power.

At 4.2m x 2.03m, and with a height of 1.71m, she has a maximum speed of six knots and a maximum range of 250km.

For the latest news and analysis go to www.maritimejournal.com

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POLLUTION CONTROL

HOW A MASSIVE OPERATION SAVED THE FSO 'SAFER' With Boskalis having now completed the removal of oil from what was the “ticking time bomb” FSO Safer off Yemen, and the release of the logs, it is possible to reflect in more detail on another success story for the marine salvage industry.

It is said the press only like bad news. Not entirely true but people’s natural interest in matters of concern can mean that good news stories, for example a difficult task that actually goes according to plan, fail to make the cut. The success of Boskalis in dealing with the Safer, along with the unusual funding arrangements, is a good news story deserving closer examination.

Reporting marine salvage stories in a world where people want instant news can be difficult with operations lasting days, weeks, months, even years. It often needs a ‘story so far’ approach. Sometimes, drawn-out legal procedures reaching a settlement between the various parties can also restrict reporting.

In the case of the Floating Storage and Offloading vessel Safer, while things started to go wrong for the 47-year-old converted tanker around eight years ago, the story of this sad vessel’s life after a period of normal trading started around 30 years ago, when it was moored some 4.8nm southwest of the Ras Issa peninsular on Yemen’s west coast.

In 2015, production and maintenance on the tanker stopped due to the eight-year conflict between a progovernment Saudi-led coalition and Houthi rebels. At the time, Safer had 1.13 million barrels of crude oil on board, and should things go wrong could potentially create the fifth largest tanker oil spill in history, containing four times the amount spilled by Exxon Valdez off Alaska in 1989. With Safer reported as being “beyond repair”, the region faced a humanitarian and environmental disaster.

The United Nations Development Programme (UNDP) warned an oil spill would mean the closure of all ports in the area, cutting off food, fuel and other life-saving supplies to Yemen, where 80% of the population already rely on aid with a spill “likely to wipe out 200,000 livelihoods instantly” and fish stocks requiring 25 years to recover.

Obviously something had to be done, but the usual process of the vessel owner, along with various insurance interests working with contractors to tackle the problem, appeared not to be possible with the UN and in turn UNDP becoming involved in what for them was a “first of its kind” operation.

The aim was also to eventually dispose of the vessel following removal of the oil while ensuring a replacement vessel could be secured to a specialised safety buoy.

Groundwork and funds Raising funds for the project became key, with UNDP estimating the two-track operation would cost US$144 million, including US$79.6 million for the emergency operation (US$35 million for the salvage operation); but to put that into context, the UN warned that if the vessel and its

62 | OCTOBER 2023

Credit: Boskalis

The decaying oil tanker FSO Safer could have been a humanitarian and environmental disaster. For once, though, the ultimate outcome was one of success rather than failure.

Peter Barker reports on how a tragedy was averted

cargo were lost, clean-up costs alone would be $20 billion. It is hoped to recoup some of the cost with subsequent sale of the oil.

Nearly two years of political groundwork, fund raising and project development followed, including in May 2022, the Kingdom of the Netherlands and the UN co-hosting a pledging event in The Hague in support of the UNcoordinated plan to address the threat.

Approximately US$38 million in funding was raised during the event, UN saying that additional funding commitments would be needed to implement the plan before it was too late, adding: “An investment of tens of millions of dollars now will save tens of billions of dollars in the future.”

Work to progress this complex and unusual project for the UN bore fruit in April 2023, when Boskalis, through its subsidiary Smit Salvage, announced it had reached agreement with UNDP for the removal of oil from the Safer, eliminating the greatest environmental risk associated with the vessel’s situation.

“We have been assisting the UN in their endeavours to avert a potential massive environmental and humanitarian disaster off the coast of Yemen since 2021,” said Boskalis CEO Peter Berdowski. “We are extremely delighted that these efforts and the perseverance of the UN to raise the necessary funds has brought us to this agreement. Following a long planning period, our salvage experts are keen to get to work and to remove the oil from the Safer.”

n FSO Safer was

described as being ‘beyond repair’

Salvage begins The project scope for Boskalis involved a number of phases and its multi-purpose support vessel Ndeavor was allocated the main support asset for the task.

Ndeavor along with near-sister vessel Ndurance were built

For the latest news and analysis go to www.maritimejournal.com

POLLUTION CONTROL

in 2013, their initial roles including cable-laying at a time of rapid growth for the offshore wind industry.

Ndeavor was originally under the ownership of Boskalis Group subsidiary Smit International BV and in 2017 came under the Koninklijke Boskalis BV banner and subsequently given the role of Offshore Support Vessel.

Ndeavor was at this time moored at the Boskalis facility at Wallhaven in Rotterdam, where preparations for her new mission got under way, and late in April 2023 she set sail, destination Djibouti, where the salvage crew could make final preparations before departing for the Safer off the Yemeni coast. She sailed from Djibouti for the 48-hour passage to the tanker on 29 May 2023.

Upon the salvage team’s arrival the next phase commenced, involving a detailed assessment of the vessel. Initial actions included obtaining gas measurements from inside the vessel before declaring it “safe to access”; visual inspections including the pump and engine rooms; cargo assessment; inspection of cargo and inert gas lines, valves and manifolds; and finally inspection of the mooring arrangement.

Eleven days later Ndeavor was moored alongside the Safer, a mobile fixed staircase built to facilitate easy access between the vessels.

Two weeks later, two Smit Lamnalco tugs – SL Aden and SL Manakin – arrived to assist with berthing of the receiving VLCC Yemen, which was acquired by the UN for the task, the team’s ongoing work including inspecting and reinstating winches and pumps on Safer and an underwater diving inspection of the hull.

Following the connection of hoses between the two vessels, pumping of the 1.13 million barrels of oil that had threatened local and regional communities for so long began on 25 July, just three months after Boskalis announced the agreement with UNDP.

n Boskalis Ndeavour being prepared in Rotterdam

Credit: Boskalis

Raising funds for the project became key, with UNDP estimating the two-track operation would cost US$144 million, including US$79.6 million for the emergency operation (US$35 million for the salvage operation); but to put that into context, the UN warned that if the vessel and its cargo were lost, clean-up costs alone would be $20 billion The process involved lowering hydraulic pumps into each of Safer’s tanks, with inert gas supplied to keep the tank atmosphere at safe levels during the transfer. The operation was estimated to take two to three weeks and indeed just 17 days later, Boskalis reported that the main transfer of the oil into the receiving tanker Yemen had been completed. Once the pumpable oil had been removed, a thick layer remained on the bottom of the tanks, which was removed by a mobile spray tank cleaning machine in an operation taking around one week.

The next stage for what Boskalis described as the now “dismantled ticking time bomb” involves preparing the vessel for transport to a green scrapping yard under the responsibility of the UN. “I am very pleased that we have succeeded in removing the oil from the FSO Safer and transferring it to a modern double-hulled tanker,” said Berdowski. “With our salvage activities, we have once again averted an environmental disaster of unprecedented proportions.

“Thanks in part to the efforts of the Dutch Ministry of Foreign Trade and Development Cooperation and over two years of preparations by Boskalis, we were able to successfully execute this complex operation on behalf of the United Nations. I would like to compliment our salvage experts in particular for carrying out the work under very challenging conditions in the Red Sea.”

n Pumping oil off the FSO Safer

A tale almost concluded All this is just the end of a story with an interesting timeline. It started 43 years ago, in 1976, when the single-hulled tanker (not unusual at the time) entered service.

A decade later it was converted into an FSO and moored off Yemen. In 2015, the war saw the suspension of operations leading to the ensuing years where Safer’s structural integrity “significantly deteriorated”.

Planning and negotiations, including securing of funding, continued behind the scenes during this period of the story that started eight years ago, and it was in April 2023 that Boskalis announced its commitment to removing the cargo.

Just four months later Boskalis reported ‘job done’.

The salvage industry, through its umbrella organisation the International Salvage Union, regularly highlights the importance of the sector being able to maintain investment during what can be lean periods – in effect a ‘use it or lose it’ situation.

That Boskalis, with its subsidiary Smit Salvage having the hardware and more importantly the expertise to respond in such an efficient way, is testament to the importance of this mantra. And this is just one chapter in a story still not quite complete.

For the latest news and analysis go to www.maritimejournal.com

OCTOBER 2023 | 63

SAFETY & TRAINING

FIRE AND MYTH: EXPLORING EV BATTERY DANGERS IN SHIPPING Best practice and recommendations for the safe carriage of electric vehicles has been published by the International Union of Marine Insurance (IUMI).

“Fires in battery electric vehicles are not more dangerous than fires in conventional vehicles and are currently not more frequent,” says the paper, which was coordinated by the Research Institutes of Sweden and part of EU-funded LASH FIRE, an international research project aiming to reduce the risk of fires on board roro ships and a document that should be read in conjunction with IUMI’s report.

Recent fires on pure car and truck carriers (PCTCs) has prompted speculation that BEVs were the origin. Most recently, the fire on the PCTC Fremantle Highway off the Dutch coast led to reports that this was the case; yet those involved have said there is no evidence of that.

“There are currently no documented cases of factory-new electric vehicles causing a fire on board [a ship],” says the IUMI report. “In contrast, used cars may have had accidents causing mechanical damages which may negatively impact the intactness of the battery pack.”

In fact, current statistics from Sweden indicate that the probability of a BEV fire is lower than that of fire in an ICE vehicle, relative to the total number of vehicles.

Recent fires on pure car and truck carriers (PCTCs) has prompted speculation that BEVs were the origin. Most recently, the fire on the PCTC Fremantle Highway off the Dutch coast led to reports that this was the case; yet those involved have said there is no evidence of that An important safety feature of EV battery packs is their inbuilt battery management system (BMS), which monitors and controls the battery, ensuring the cell operates within safe operating parameters.

Alarming CCTV footage has shown the consequences of thermal runaway lithium-ion battery fires during charging in domestic settings, but the document notes that BMSs are not incorporated into smaller capacity and less sophisticated vehicles such as electric bikes or scooters.

With electric vehicles projected to match the sales of ICE vehicles by 2030 and surpass them by 2040, the shipping industry will be keen to keep pace with managing the safety of moving such vehicles by sea, ensuring the financial risks, and lives of ships’ crews with whom the buck stops when a fire breaks out, are adequately addressed.

Thermal runaway The battery’s State of Charge (SoC) is a factor where

64 | OCTOBER 2023

Credit: Rijkwaterstaat

A recent paper refutes what it says are misleading claims that battery electric vehicle (BEV) fires are more dangerous and frequent than those in vehicles with internal combustion engines (ICE)

experience indicates those at high SoC experience “more violent reactions” during thermal runaway.

While high SoC cells produce higher heat release rates, maximum temperatures and toxic gas concentrations during thermal runaway affecting the growth and peak heat release, it does not affect the total heat release.

When thermal runaway occurs the cell undergoes an unstable chemical reaction that is difficult to bring under control and the released heat potentially affects other nearby cells.

But studies by the Danish Institute of Fire and Security Technology and US-based National Fire Protection Association have determined that EV fires, once established, are largely fuelled by the car’s body and plastic interior, and the fire load is similar to that of ICE vehicles with around 20% (regardless of propulsion method) from the energy source and 80% from plastics and vehicle interior.

The report describes battery design as “inherently safe”, adding that thermal runaway can occur if a cell is abused for example by heat, mechanical damage or overcharging.

Clearly there are differences in risk between ships carrying brand new vehicles and those carrying used EVs, such as car ferries.

n The fire on the

Fremantle Highway in the North Sea claimed the life of a crew member

Different ships The report examines differences in design between PCTCs, roro and roro/pax vessels.

Roro spaces are categorised as open, closed or weather deck; open roro spaces having opening in the hull sides are described as closed space if not open or a weather deck. The large openings “make firefighting challenging” due to air flow, while fires in spaces with smaller openings are restricted by the available oxygen.

Passengers on roro/pax vessels are increasingly asking for EV charging facilities while on board, the report noting that charging stations and cables have to be approved by classification societies with charging cable connected by the crew.

For the latest news and analysis go to www.maritimejournal.com

The European Marine Safety Agency has also published guidelines on the carriage of alternative fuel vehicles in roro spaces.

It is pointed out that as well as roro/pax vessels carrying ‘used’ electric cars, they also transport buses and excavators that may have hidden damage that might be difficult to visually check.

PCTCs are purpose built for a variety of ‘rolling’ cargo, from cars to heavy construction equipment. They often have 10 to 13 decks, the heights of which can be adjusted allowing for lower-height cars thereby maximising cargo space. This results in very little space between the vehicles, which impedes quick access to specific cars.

Vessels face particular challenges when alongside, where CO2 extinguishing systems cannot be used due to internal doors and stern/side ramps being open for loading, whereby the CO2 cannot be contained within. Similarly, uneven air flows disrupt the flow of foam-based extinguishing agents.

The report adds that ramps cannot be closed quickly and that external fire-fighting teams “are not familiar with the design of vessels and not trained to fight fires in such environments.”

EV fires are notoriously difficult to put out and the report says fire-fighting agents should be injected directly into the battery to enable efficient cooling.

With all vehicle fires early detection, suppression and boundary cooling are described as “critical actions” to stop the fire spreading. The risk of re-ignition is higher for a longer period with EVs and precautionary measures to avoid reignition of the traction battery must therefore be taken for an extended period after a fire has been extinguished.

Gasses from all types of vehicle fires are toxic and ships’ crews along with emergency responders will be aware of the importance of basic safety measures including PPE and avoiding smoke plumes in such situations.

Recommendations The report finishes with recommendations and best practices drawing from the main body of the document. It concludes that with safety systems incorporated into EVs, new cars present a lower risk compared to used cars.

Vehicles should be screened and rejected before being allowed on board if there is any suspicion of a damaged battery.

On-board charging can be permitted if appropriate risk control measures are implemented, indeed charging on board is described as a “safer option” due to in-built safety mechanisms.

Gas detection systems, thermal imaging cameras and AI powered systems are also vital.

Full-scale tests show that drencher systems have the same impact on fires on-board roro and roro/pax vessels regardless if they are internal combustion or electric, and therefore considered effective to manage and control fire.

Credit: MOL, Boskalis

SAFETY & TRAINING

n Salvors lost

Planned revised amendments to SOLAS will include detection and alarm systems, along with fixed water monitorbased extinguishing systems to cover weather decks intended for vehicle carriage.

The recommendations also include doubling the CO2 capacity aboard PCTCs, given the success of such means tackling fires. The potential effectiveness of high-expansion foam is mentioned, and while unable to stop thermal runaway, such measures hindered the ignition of flammable gas including gaseous electrolyte from the batteries, effectively preventing heat transmission from a vehicle on fire as long as it was submerged in the foam.

Beginning in March 2024, the IMO’s Sub-Committee on Ship Systems and Equipment will start work on the “Evaluation of adequacy of fire protection, detection and extinction arrangements in vehicle, special category and roro spaces in order to reduce the fire risk of ships carrying new energy vehicles.”

IUMI’s overarching approach is that with PCTCs and roros, different design, resources, equipment and circumstances have to be considered for each vessel. Individual risk assessments and tactics are essential to ensure an effective response in case of a fire on board.

In more ways than one the subject of safety with lithiumion batteries can be described as a ‘hot’ topic that will clearly gather pace as the use of such technology increases.

The IUMI’s report is interesting in putting the risk element of the subject into perspective, while also pointing the way to managing this developing area and its effect on safety at sea, the document can be viewed at https://iumi.com/news/ iumi-eye-newsletter-september-2023/iumi-publishes-bestpractice-and-recommendations-for-the-safe-carriage-ofelectric-vehicles.

the battle to save the Felicity Ace following a fire in 2020

n Far left: Decks

Credit: Peter Barker

on roro cargo ships are classed as open, closed and weather deck.

Left: Fremantle Highway limps into Rotterdam

For the latest news and analysis go to www.maritimejournal.com

OCTOBER 2023 | 65

MONITORING & CONTROL

BV INVESTS IN NEW YORK MARITIME SOFTWARE FIRM OrbitMI Testing and certification firm Bureau Veritas (BV) has invested in a New York-based maritime software company to speed up the development of data-driven solutions in maritime with a focus on addressing new climate regulations BV will work with OrbitMI to try to address the ‘dual opportunities of the digital transformation and the decarbonisation of shipping’.

Regulatory requirements in the name of climate change are coming thick and fast, with CII, the EU ETS, IMO and FuelEU motions all landing imminently.

“We are linking the interests of operators and charterers in ship and fleet performance with our technical expertise, insight, and classification activities,” said Matthieu de Tugny, president, Marine & Offshore at Bureau Veritas. “This expanding role is deeply intertwined with data monitoring and the implementation of digital solutions. Additionally, as a world leader in audit and certification across multiple industries, Bureau Veritas brings unique insight, an unparalleled global footprint, and a high level of trust from our customers.”

‘‘

We are linking the interests of operators and charterers in ship and fleet performance with our technical expertise, insight, and classification activities Improving performance will be vital to keep vessel operators competitive, and the two companies say a solution that allows people to make the most informed decisions day to day will be key.

OrbitMI claims it can integrate its software into existing systems and processes, transforming data into insight ‘that individuals and teams can use to enhance the tasks they do every day, whether on ship or on shore’.

“This collaboration is a significant affirmation, from a longestablished maritime institution and global testing, inspection and certification giant, of OrbitMI’s expertise in digital innovation and our strategy to operationalise data through the Orbit platform into intelligent connected workflows across pre-fixture, fixture and post fixture,” said OrbitMI CEO Ali Riaz.

In November 2022, OrbitMI announced it was partnering technology firm Nautilus Labs to work out how to manage data integrations, operational processes and other optimisations for ‘improved commercial and environmental outcomes’.

Nautilus aims to ‘unlock profitable decarbonisation for the ocean supply chain’.

n Desktop and mobile phone software from OrbitMI

Zelim signs trial agreement with US Coast Guard Maritime safety start-up Zelim is celebrating an agreement with the US Coast Guard that will trial artificial intelligence (AI) in search and rescue.

The Scotland-based firm says it has signed what is known as a CRADA (Co-operative Research and Development Agreement) with the US Coast Guard Research and Development Center (USCG RDC).

They will trial Zelim’s ‘ZOE’ software, which detects and tracks people, boats or other target objects in the water at any time of the day and in any kind of weather.

“Like the driving aids that reduce driver fatigue, provide hazard alerts and timely information in cars, ZOE aids the search operator by consistently scanning the

66 | OCTOBER 2023

n Zelim’s ZOE search and rescue solution searched area looking for anomalies and providing visual and audible alerts,” Zelim says.

“The Coast Guard Research and Development Center investigates and

develops methodologies and technologies to improve Coast Guard Mission Performance,” said Captain Chien, commanding officer of the USCG RDC. “Both the Research and Development Center and Zelim are interested in better understanding the potential contribution of AI detection technologies to improve maritime safety, security, and stewardship.”

“We are extremely proud to be partnering with the US Coast Guard, who operate the world’s largest SAR fleet,” said Zelim chief technology officer Doug Lothian. “Bringing their operational experience into the project is vital to making sure the technology meets the needs of SAR operators now and in the future.”

For the latest news and analysis go to www.maritimejournal.com

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INSURANCE, LEGAL & FINANCE

SEAFARERS POST BREXIT: NAVIGATING THE CHANGES Since the UK’s departure from the European Union on 31 December 2020, there have been notable changes in working opportunities for seafarers The post-Brexit legal landscape has introduced several key alterations that impact seafarers’ employment and mobility. This analysis will outline some of the significant changes and their implications.

End of free movement One of the most significant changes resulting from Brexit is the end of free movement between the UK and EU member states. Previously, seafarers from EU countries could work in the UK without any restrictions, but with the new rules, EU seafarers are now subject to the same immigration requirements as non-EU seafarers. This means they need visas to work in the UK. The hardening of borders with Europe has caused issues for seafarers even if they were partly obscured by Covid restrictions. The scale of the issue for UK seafarers is difficult to measure. For UK yacht crew, for example, the loss of freedom of movement and the application of Schengen rules has made it harder to remain in the EU for extended periods while seeking work.

The UK points-based immigration system introduced in January 2021 had the potential to stop companies importing cheap labour and undercutting UK pay and conditions, which seemed to be a positive change for seafarers working domestically. However, it was evident from the treatment of workers in the P&O Ferries scandal that such changes have not been widely implemented.

Changes in certification recognition Prior to Brexit, seafarers’ certifications obtained in EU member states were automatically recognised in the UK, and vice versa.

That has now changed. The UK has implemented its own certification regime, and EU seafarers seeking employment in the UK may need to undergo additional assessments or obtain UK-specific certifications.

Since 1 January 2021, identical immigration rules apply to all EU and non-EU seafarers transiting through the UK. There have been several cases of non-UK seafarers being refused entry to the UK and being removed due to incorrect immigration documentation or lack of evidence of purpose for their entry to the UK. This has been intensified by the UK Visas and Immigration department taking an inconsistent approach to when a seafarer requires a visa.

Impact on cabotage rights Cabotage refers to the transport of goods or passengers between two points within a country by a vessel registered in that country. Before Brexit, EU member states enjoyed cabotage rights in the UK, allowing vessels to transport goods or passengers between UK ports. Now, EU vessels no longer have automatic cabotage rights. This could obviously limit employment opportunities for EU seafarers within the UK. Potential for new bilateral agreements There is, however, potential for new bilateral agreements

68 | OCTOBER 2023

between the UK and EU member states. These agreements could address some of the issues faced by seafarers, such as facilitating mutual recognition of certifications or providing preferential treatment for seafarers’ employment.

Negotiations and discussions are ongoing, and the outcome of these agreements could have a real impact.

Because seafarers regularly transit between adjoining and regional countries, different adaptations are needed to meet the new rules. Foreign crews who operate on vessels within UK territory are subject to even more specific rules and these regulations are often rigorously enforced by the UK government.

Seafarers can adapt in a Post-Brexit situation by: nP roper declaration: Officials in the UK stop and inspect vessels regularly. However, major changes should not apply when it comes to getting customs clearance. There could be potential challenges for UK nationals, especially related to possible EU-imposed limits, during their stay within EU waters. nS taying updated: Crews with Irish nationality do not require visas to work in the UK. Those from Lichtenstein, Iceland, Norway, and Switzerland can also work on vessels that remain outside the 12nm limit. However, regulation ambiguity makes it imperative to ask local authorities for updates. nN on-UK nationals: Non-UK nationals operating on vessels within 12nm of the UK border must have UK work visas.

Exemptions to this rule may apply, depending on certain types of vessels. If they disembark or embark on vessels that operate outside 12nm of the UK border, they may be able to join or leave a vessel based on the ILO108 convention (Seafarers’ Identity Documents Convention). n J oining a vessel: If a non-UK national does not have a UK work visa, but has a ratified ILO108 Seamans book, it is recommended that they obtain an ISL (Immigration Support Letter) from a Ship Agency. An identity card and passport are also general requirements. For a smooth embarkation, it is important to make sure details on the ISL match the information on other documents as well.

Seafarers who join a vessel operating within UK territory must show entry clearance, even if they have a work visa. It is important to regularly check the UK Visas & Immigration website and obtain specialist legal advice where needed. n Brevis Law is a Hertfordshire based law firm and is diversifying into new areas as it expands from its core focus on conveyancing to offer immigration and other legal specialisms. For more information: w w w. b rev i s l aw. co.uk

n Mandie

Sewa - Head of Immigration at Brevis Law

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CHEETA HMA R I N E.CO.UK INFO@CHEETAHMA RI N E .CO.UK +44 (0) 1 983 852 398

BESPOKE W O R K B O AT C ATA M A R A N S

W HY C HEE TA H? 6.2 - 15M Length 2.4 - 5.0M Beam Great Stability Superior Handling Better Fuel Economy 2l/nm Extra Deck Space Bespoke Layout/Designs Top Speed 40knts + Cruise Speed 25knts +

n Righton Blackburns Building 38, Second Avenue, The Pensnett Estate, Kingswinford, West Midlands, DY6 7UE Tel: +44 1384 276400 sales@rblimited.co.uk www.rightonblackburns.co.uk

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.

CHAINS

n Trillo Anclas y Cadenas SLU Parque Empresarial de Coiros, Parcela 10, 15316 Coiros (La Coruna) Tel: +34 981 173478 Fax: +34 981 298705 info@rtrillo.com www.rtrillo.com

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+44 1329 825335 www.maritimejournal.com

| OCTOBER 270| APRIL 2023 2023

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

Our business involves increasing and maintaining safety on sea. We provide coast guards, marine authorities, navies, and ports around the globe with world-class aids to navigation (ATON) solutions.

Our products have earned a global reputation for being class performance in the world’s harshest environments.

DECK EQUIPMENT

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

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 Tel: +44 1899 221577 Mobile: +44 7836 545117 Fax: +44 1899 221515 info@winchhire.com www.winchhire.co.uk

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 SABIK Marine Höylänlastu 2 A, Porvoo, FI-06150 Tel: +358-19-560 1100 sales@sabik-marine.com marine.sabik.com/

n SDMT Marine Equipment Costi, Vanatori, Galatai, 807325, Romania Tel: +40 7267 07514 marketing@dmt-winches.com www.dmt-winches.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.

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).

n Carlier Chaines SA 37 Rue Roger Salengro, 59733 Saint-Amand cedex Tel: +33 3 27 48 12 00 Fax: +33 3 27 48 95 27 info@carlier-chain.com www.carlier-chain.com/

n SIBERCISA DECK MACHINERY Molinos 25, (Pontevedra), 36213-Vigo Tel: +34 986 213 900 Fax: +34 986 202 779 ibercisa@ibercisa.es www.ibercisa.es

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

DESIGN

BLINDS & CURTAINS

n Spectrum Metrology Unit 8, Ireton Avenue, Leicester, Leicestershire, LE4 9EU Tel: +44 1162 766262 sales@spectrum-metrology.co.uk www.spectrum-metrology.co.uk

DECK EQUIPMENT

Electro optical metrology company selling alignment telescopes and precision electronics levels for alignment, flatness, angle, level, squareness and parallelism (shipbuilding and repair - propeller shaft and engine alignment).

Universally acknowledged as market leader for the supply of raw materials to the marine industry, Righton Blackburns is your first choice for aluminium, stainless steel, copper alloys, plastics, composites and steel products.

CRANES

BARGES 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 Tel: +44 2380 529555 marine@williams-shipping.co.uk www.williams-shipping.co.uk

BUOYS & BEACONS

ANCHORS

ALUMINIUM STOCKHOLDERS

ALIGNMENT & TEST EQUIPMENT

INDUSTRY DATABASE

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

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. n Macduff Ship Design Ltd Low Shore, Macduff, Aberdeenshire, AB44 1RE Tel: +44 1261 833825 Fax: +44 1261 833835 info@macduffshipdesign.com www.macduffshipdesign.com

Southerly Designs is a leading designer of high speed aluminium working vessels. Specialists in high and medium speed monohull vessels. Patrol and Military vessels.

Pilot Launches. Fast fishing vessels.

Utility vessels and work boats.

Landing craft. Offshore support and crew boats. Over 600 vessels in service. n Southerly Designs 2 Carrol St, Port Denison, 6525 Tel: +61 8 9927 2750 info@southerly.com.au southerly.com.au

For Forthe thelatest latestnews newsand andanalysis analysisgo gototowww.maritimejournal.com www.maritimejournal.com

n Hendy Power 22 Segensworth Roundabout, Brunel Way, Fareham, PO15 5SD Tel: + 44 1489 568165 mdean@hendy-power.com https://hendypower.co.uk/

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. n Volspec Ltd Woodrolfe Road, Tollesbury, Nr Maldon, Essex, CM9 8SE Tel: +44 1621 869756 Fax: +44 1621 868859 enquiries@volspec.co.uk www.volspec.co.uk

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.

Spyderco pioneered the modern folding knife, introducing features like pocket clips, serrations and one-handed opening. That innovation and quality are the heart of Spyderco’s distinctive folding knives, fixed-blades and sharpeners.

n Dacon AS Durudveien 35, Haslum, Norway1344 Tel: +47 21 06 35 10 rescue@dacon.no www.dacon.no/

n Spyderco 820 Syderco Way Golden, Colorado Tel: +1 1303 279 8383 Fax: +1 1303 278 2229 www.spyderco.com

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. n Northern Divers (Eng) Ltd Oslo Road, Sutton Fields Industrial Estate, Hull, Yorkshire, HU7 0YN Tel: +44 1482 227276 Fax: +44 1482 215712 contact@northerndivers.co.uk www.northerndivers.co.uk

Today Quest provides a large range of diving and marine related services and owns and operates a comprehensive fleet of marine plant and equipment from our operations base at Portland Harbour Dorset. n Quest Underwater Services Ltd Ferryman’s Way, Weymouth, Dorset, DT4 9YU Tel: +44 1929 405029 Fax: +44 1929 405472 info@questmarine.co.uk www.questmarine.co.uk

For the latest news and analysis go to www.maritimejournal.com www.maritimejournal.com

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. n ABP Norse Marine (UK) Cleverley Cottage, Bishops Waltham, Southampton, Hampshire, SO32 1FX Tel: +44 1489 890031 Fax: +44 1489 890031 jan@bpnorsemarine.co.uk www.bpnorsemarine.co.uk

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 Tel: +45 33 91 25 07 Fax: +45 33 91 25 14 mail@rohde-nielsen.dk www.rohde-nielsen.com

DREDGING

CHAINS 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

CRANES

DIESEL POWER & PROPULSION

n Motorenrevisie Spaarnestad Nijverheidsweg 27G, Haarlem, 2031 CN Tel: +31 23 531 03 17 revisie@spaarnestad.nl www.spaarnestad.nl

Royal Smals; inland dredging company cleaning and maintaining inland waters. With 20 very accurate, all road transportable cutter suction and deepwin dredgers in various measures we clean your harbours, navigation channels, lakes, inland waters in an eco-friendly environmental friendly way. n Smals Dredging Ltd Highbridge Enterprise Centre, Isleport Business Park, Bennett Way, Highbridge, Somerset, TA9 4AL Tel: +44 7510 530150 pco@smals.com www.smals.com

UK leader offers efficient solutions to dredging requirements throughout Europe. Modern vessels feature latest technology, in-dock dredging maintenance, capital works, buoy lifting and hydrographic/land surveys. n UK Dredging Queen Alexandra House, Cargo Road, Cardiff, Glamorgan, CF10 4LY Tel: +44 2920 835200 Fax: +44 2920 835216 ukd@abports.co.uk www.ukdredging.co.uk

ELECTRICAL INSTALLATIONS & REPAIRS

Hendy Power is the award-winning industrial and marine engine division of the Hendy Group offering an extensive range of services from new engine supply, 24-hour engine breakdown callouts, outstanding aftermarket service support, and OEM parts.

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).

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.

DREDGING

DIESEL ENGINES & SPARES

For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com

DISTRESS SIGNALS & PYROTECHNICS

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. n Beta Marine Ltd Davy Way, Waterwells, Quedgeley, Gloucester, Gloucestershire, GL8 8LT Tel: +44 1453 723492 Fax: +44 1453 883742 sales@betamarine.co.uk www.betamarine.co.uk

DIVING & MARINE CONTRACTORS

DIESEL ENGINES & SPARES

INDUSTRY DATABASE

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

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Maritime Journal Directory contact sales@maritimejournal .com or phone

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OCTOBER APRIL2023 2023| 71 |3

n Battley Marine Ltd East End House, Billingford, Dereham, Norfolk, NR20 4RD Tel: +44 1362 668641 Fax: +44 1362 668930 battleymarine@gmail.com www.battleymarine.com

C&T Marine electronics services, supply and support equipment 24/7, 356 days a year. Our efforts are focussed on helping you keep your vessels safe, compliant, on hire and on the move. No matter where you operate, we have the strength in-depth to deliver a quality service. n Charity & Taylor Navigation House, Wilford Bridge Road, Woodbridge, IP12 1RJ Tel: +44 1493 804371 rodger.perks@charityandtaylor.com www.charityandtaylor.com

Buoyant Works design and manufacture performance driven fendering and offshore wind farm impact protection. Fender applications: Crew Transfer Vessels, Tugs, Commercial Vessels and Quaysides. Outstanding durability maximises protection and increases operational performance. n Buoyant Works Unit 4, Little Trethew Industrial Estate, Horningtops, Liskeard, Cornwall, PL14 3PZ Tel: +44 7850 778109 andrew@buoyantworks.com www.buoyantworks.com/

72| APRIL | OCTOBER 4 2023 2023

FENDERS/ FENDERING

Exhaust Systems - Noise & Vibration Control - Environmental Protection specialists, Halyard, designs and manufactures high quality, technically advanced equipment. Halyard also distribute: Aquadrive, Emigreen DPF & SCR, Seatorque shaft systems, Siderise noise insulation and Wave filtration. n Halyard (M&I) Limited 86 Cobham Road, Ferndown Industrial Estate, Wimborne, Dorset, UK, BH21 7PQ Tel: +44 1722 710922 technical@halyard.eu.com www.halyard.eu.com

FINANCE

n Shawbrook Bank Prospero, 73 London Road, Redhill, Surrey, RH1 1LQ Tel: +44 7799 134682 / +44 7342 085974 Jason.crump@shawbrook.co.uk www.shawbrook.co.uk/marine

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

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.

Manuplas design and manufacture vessel fendering, quayside fenders, navigation buoys, mooring buoys and subsea buoys. Manuplas supply to ports, harbours, navies, boat builders and operators and the offshore energy market. n Manuplas Unit 18 Estover Road, Plymouth, Devon, PL6 7PY Tel: +44 1752 771740 sales@manuplas.co.uk www.advancedinsulation.com

Specialist marine finance provider for UK based SME companies. Marine mortgages available for workboats, WFSV’s, tugs, barges, dredgers, ferries, Thames river craft, hire fleets, coastal ships and other commercial vessels.

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

Seago Commercial specialise in sale and hire of SOLAS and ISO approved life rafts. With a range of products including lifejackets, fire extinguishers, pyrotechnics, industrial fibre ropes, wire ropes and chains. n Seago Deanland Business Park, Golden Cross, East Sussex, BN27 3RP Tel: +44 1825 873 567 sales@seagocommercial.co.uk www.seagocommercial.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

For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com

GENERATORS, GEN SETS & AUXILIARIES

n MJR Power & Automation 85 & 88 Willows Court, Teesside Industrial Estate, Thornaby, Stockton-on-Tees, TS17 9PP Tel: +44 1642 762151 sales@mjrcontrols.com www.mjrcontrols.com

n Suzuki GB Plc Steinbeck Crescent, Snelshall West, Buckinghamshire, MK4 4AE United Kingdom Tel: +44 1243 388 940 https://marine.suzuki.co.uk/

EXHAUST SYSTEMS

Fenders - New and second-hand: all types. Pneumatic (to ISO 17357), Foam, Rubber & Plastic.

First Yokohama approved fender repair company worldwide in 1976. Inspection, refurbishment, renetting services also available (no fix, no fee). Batmar Super Sliding Fender (HDPE).

FIRE FIGHTING EQUIPMENT

FENDERS/ FENDERING

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.

FIRE PROTECTION

ENGINES - OUTBOARD

ELECTRONICS

ELECTRICAL PROPULSION SYSTEMS

INDUSTRY DATABASE

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/

Kohler Power Systems, provides complete power systems, including generators (residential, industrial, mobile, portable, and marine), automatic transfer switches, paralleling switchgear, monitoring controls, and accessories for emergency, prime power and energy-management applications. Kohler has delivered energy solutions for markets worldwide since 1920. n Kohler Power Systems 1 Kristallaan, Zevenbergen, 4761 ZC Tel: +1 800-544-2444 Muriel.HUGUET@kohlereurope.com kohlerpower.com/

Webasto offers robust heating and air conditioning solutions for retrofitting or as original equipment. They do this for any type of commercial boat, patrol craft, cargo vessel, passenger boat or naval vessel. We are also now the sole distributor of WhisperPower in the UK. n Webasto Webasto House, White Rose Way, Doncaster Carr, South Yorkshire, DN4 5JH Tel: +44 1302 322232 Fax: +44 1302 322231 info-uk@webasto.com www.webasto.co.uk

For Forthe thelatest latestnews newsand andanalysis analysisgo gototowww.maritimejournal.com www.maritimejournal.com

Servicing and hire of life rafts, boats and lifejackets. Sales of a complete range of marine safety and firefighting equipment to SOLAS and MED. n Adec Marine Limited 4 Masons Avenue, Croydon, Surrey, CR0 9XS Tel: +44 2086 869717 Fax: +44 2086 809912 sales@adecmarine.co.uk www.adecmarine.co.uk

MARINE CONSTRUCTION

Leading specialist Marine Underwriting Agents & Insurance Brokers to the maritime industry, offering a range of bespoke insurance policies for commercial passenger craft, tugs, workboats and marine service operators throughout the UK and Europe. n Knighthood Corporate Assurance Services Ltd Knighthood House, Imberhorne Lane, East Grinstead, Sussex, RH19 1LB Tel: +44 1342 327111 Fax: +44 1342 319575 enquiries@knighthoodcorporate.com www.knighthoodcorporate.com

MODULAR PONTOON SYSTEMS

INSURANCE SERVICES LIFE SAVING EQUIPMENT

D

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 Tel: +44 1626 866066 Fax: +44 1626 864288 info@tmsmaritime.co.uk www.tmsmaritime.co.uk

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/

For the latest news and analysis go to www.maritimejournal.com www.maritimejournal.com

NAVAL ARCHITECTS & MARINE ENGINEERS

MOORING & BERTHING EQUIPMENT

n Péguet & Cie Maillon Rapide, 12 rue des Buchillons, B.P.205, Annemasse, F-74105 Tel: +33 450 95 58 23 Fax: +33 450 92 22 06 d.durand@peguet.fr www.peguet.fr

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

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. n Navmoor Ltd The Innovation Centre, Ebbw Vale, Gwent, NP23 8XA Tel: +44 2922 638222 info@navmoor.com navmoor.com/

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/

Incat Crowther is a diversified marine design business with offices in Australia, USA and the United Kingdom. n Incat Crowther P O Box 179, Terrey Hills, HQ Sydney, NSW 2084 Tel: +61 2 9450 0447 Fax: +61 2 8006 5783 info@incatcrowther.com www.incatcrowther.com

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/

OCEANOGRAPHIC/HYDROGRAPHIC SURVEY

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

n Hypro Marine Mount Pleasant Lane, Lymington, Hampshire, SO41 8LS Tel: +44 1590 681445 info@hypromarine.co.uk www.hypromarine.com

KNIGHTH

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.

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.

OIL POLLUTION CONTROL

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.

Jo Bird and company have been making safety equipment cabinets from composite materials for over 30 years. n Jo Bird & Co Ltd Factory Lane, Basonbridge, Highbridge, Somerset, TA9 4RN Tel: +44 1278 785546 Fax: +44 1278 780541 info@jobird.co.uk www.jobird.co.uk

NAVIGATIONAL AIDS

n Brimmond Group Tofthill Avenue, Midmill Business Park, Kintore, Aberdeenshire, AB51 0QP Tel: +44 1467 633 805 www.brimmond-group.com

LIFE SAVING EQUIPMENT

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.

MARINE CI VILS

HYDRAULIC COMPONENTS

INDUSTRY DATABASE

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. n Briggs Marine Contractors Ltd Seaforth House, Seaforth Place, Burntisland, Fife, KY3 9AX Tel: +44 1592 872939 Fax: +44 1592 873779 enquiries@briggsmarine.co.uk www.briggsmarine.com

DESMI develop, manufacture, sell and service pumps and pumping solutions including a wide range of environmental equipment for oil spill, seaweed and clean waterways. n DESMI Pumping Technology A/S Tagholm 1, 9400 Nørresundby, Denmark Tel: +45 9632 8111 Fax: +45 9817 5499 desmi@desmi.com www.desmi.com

OCTOBER APRIL2023 2023| 73 |5

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. n SAFEHAVEN MARINE Ashgrove, Cobh, Cork Tel: +353 86 8054582 info@safehavenmarine.com www.safehavenmarine.com

74| |APRIL OCTOBER 6 2023 2023

n Hamilton Jet EMEA Unit 26, The Birches Industrial Estate, East Grinstead, West Sussex, RH19 1XZ Tel: +44 1342 313437 Fax: +44 1342 313438 marketing@emea.hamiltonjet.com www.hamiltonjet.com

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/

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

n WaterMota Ltd Cavalier Road, Heathfield Industrial Estate, Newton Abbot, Devon, TQ12 6TQ Tel: +44 1626 830910 Fax: +44 1626 830911 dm@watermota.co.uk www.watermota.co.uk

ROPES

PROPULSION SYSTEMS

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.

Cotesi UK is a manufacturer / supplier of Mooring ropes in different materials from Polypropylene to HMPE Dyneema, Nylon, Polyester, Polysteel, Tow lines, winch lines. Polyform Buoys, Fenders, floats.

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/

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 Cotesi UK Ltd 10 Ripponden Business Park, Oldham Road, Ripponden, UK, HX6 4DJ Tel: +44 1422 822000 Fax: +44 1422 821007 enquiries@cotesi.co.uk www.cotesi.co.uk

PROPULSION SYSTEMS

HamiltonJet waterjets provide highly efficient propulsion for high speed vessels operating in the world’s most demanding marine environments.

PROPELLERS & STERN GEAR

n Nivalis Head Office: Burcott Road, Avonmouth Industrial Estate, Avonmouth, BS11 8AP, UK Tel: 44 (0) 117 462 2090 www.nivalis-tech.com

World leaders in innovation, design and manufacture of high performance, high quality propellers and sterngear for 45 years. Approved by all major classification societies. Propellers to 2.55m, shaftlines to 400mm. n Teignbridge Propellers International Ltd Great Western Way, Forde Road, Brunel Industrial Estate, Newton Abbot, Devon, TQ12 4AW Tel: +44 1626 333377 Fax: +44 1626 360783 info@teignbridge.co.uk www.teignbridge.co.uk

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

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. n Rotec Hydraulics Ltd Rotec Hydraulics Ltd, Unit 1, Venture Way, Priorswood Industrial Estate, Taunton, TA2 8DE Tel: +44 01823 348 900 sales@rotec.net www.rotec.net

n Marine Jet Power AB Hansellisgatan 6, Uppsala, SE-754 50 Tel: +46 10 164 10 00 sales@marinejetpower.com www.marinejetpower.com

RIBS (RIGID INFLATABLE BOAT)

n Sue Stevens Media Ltd 7 Foxhills, Ashurst, SO40 7ED Tel: +44 2380 292992 suestevens@suestevensmedia.co.uk www.suestevensmedia.co.uk

LIFE SAVING EQUIPMENT

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.

PONTOONS

PILOT BOATS

PR, MEDIA & ADVERTISING AGENCIES

n 308 Woodside Way Springvale ind. Est., Cwmbran NP44 5BR, United Kingdom Tel: +44077860717461 sales@zwannyltd.com www.zwannyltd.com/

Nivalis are the world leaders in Ice Pigging, a technology that uses slurry ice to clean process pipe systems. We are the original engineering team that developed Ice Pigging from Bristol University, and now have Ice Pigging applications in UK, Europe, USA, Canada, Japan, etc.

PROPULSION SYSTEMS

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.

PROCESS PIPE CLEANING

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

POWER & PROPULSION

OIL POLLUTION CONTROL

INDUSTRY DATABASE

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

For Forthe thelatest latestnews newsand andanalysis analysisgo gototowww.maritimejournal.com www.maritimejournal.com

Johnson Controls formally TYCO & ADT is a market leader in providing integrated security solutions such as Building Management Systems, Fire Detection, Fire Suppression, HVAC and Security Systems. n Johnson Controls Plc The Security House, Hanworth Rd, Sunbury-on-Thames, TW16 5DA Tel: +44 1932 743333 www.johnsoncontrols.co.uk

SEATING & CHAIRS

n H Henriksen Trleborgveien 15, Tnsberg, 3101 Tel: +47 33 37 8400 Fax: +47 33 37 8430 hooks@hhenriksen.com www.hhenriksen.com

For the latest news and analysis go to www.maritimejournal.com www.maritimejournal.com

TRANSPORT & LOGISTIC SERVICES

n Oceanscan Group Denmore Road Bridge of Don AB23 8JW United Kingdom Tel: +44 (0)1224 707000 sales@oceanscan.co.uk www.oceanscan.net

n Lee Sanitation Ltd Wharf Road, Fenny Compton, Warwickshire, CV47 2FE Tel: +44 1295 770000 Fax: +44 1295 770022 sales@leesan.com www.leesan.com

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.

n Lloyds Maritime Academy KNect House, 30-32 Mortimer Street, London, W1W 7RE Tel: +44 2070 174483 learning@knect365.com www.lloydsmaritimeacademy.com

n HUMPHREE Grimboasen 16, Gothenburg, 417 49 Tel: +46 31 744 3577 Fax: +46 31 744 3573 humphree@humphree.com www.humphree.com

Oceanscan Limited and group companies supply highly advanced subsea and NDT equipment as well industries s􀁅􀁅 uch as oil and gas, defence and renewables.

Lloyd’s Maritime Academy is the world’s largest provider of professional development courses and academic education qualifications for the maritime industry

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

LeeSan, leaders in marine sanitation, have over 25 years’ experience designing, specifying and supplying equipment for seagoing and inland waterways craft of all sizes. Extensive stocks of spares and replacement components are available for most marine toilets.

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.

For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com

TRAINING

STABILISERS

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

SUBSEA EQUIPMENT

SALVAGE & WRECK REMOVAL SANITATION & PLUMBING SAFETY HOOKS

RECRUITMENT ROPES, NETS & CORDAGE FIRE PROTECTION

English Braids is a family run business established in 1968, now a leading UK manufacturer of bespoke project-based HMPE rope solutions and mooring lines.

Official Dyneema partner. We have the ability to test an manufacture a range of products in different materials depending on your requirements. n English Braids Ltd Spring Lane, Malvern Link, Worcestershire, WR14 1AL Tel: +44 1684 892222 Fax: +44 1684 892111 eboffshore@englishbraids.com www.englishbraids.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.

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. n Capital Seating 1 Forward Park Sheene Road, Gorse Hill Industrial Estate, Beaumont Leys, Leicester, LE4 1BF Tel: +44 1162 169910 Fax: +44 1162 169920 info@capitalseating.co.uk www.capitalseating.co.uk

n Lockinex Works Hammonds Drive, Eastbourne East Sussex BN23 6PW Tel: 01323 737626 sales@lockinex.com www.lockinex-store.com

n Markus Lifenet Ltd. Hvaleyrarbraut 27, IS-220 Hafnarfjörður, Iceland Tel: +354 864 3559 Sales@markusnet.com www.markusnet.com

Seamariner Limited are Marine Recruitment Specialists and have been established since 1992. We hold ISO 9001:2015 accreditation by Lloyds Register and are MLC, 2006 compliant. We supply temporary and permanent seafarers to shipping companies worldwide and our expertise is the basis of our continued success. n Seamariner Ltd The Square, Fawley, Southampton, Hampshire, SO45 1TA Tel: +44 2380 840374 admin@seamariner.com www.seamariner.com

Lockinex is a UKAS ISO-accredited leading UK supplier of industrial safety solutions for over 22 years.

We pride ourselves on offering the UK market with a diverse range of effective safe flooring and barrier systems at competitive prices.

SURVEYORS

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.

SAFETY SOLUTIONS

RECOVERY PRODUCTS

INDUSTRY DATABASE

Vessel Registration - Seafarer Endorsements - Marine Surveyors Hubel Marine B.V. is a Dutch independently owned consultancy firm working with a major network of international shipping business professionals. n SD products Ltd Micros Building, Karel Doormanweg 5, 2nd floor, 3115 JD SCHIEDAM, Netherlands Tel: +31 10 458 7338 www.hubelmarine.com

Incat Crowther is a diversified marine design business with offices in Sydney, Australia; Lafayette, USA; Portsmouth, UK. n Incat Crowther P O Box 179, Terrey Hills NSW 2084 Australia Tel: +61 2 9450 0447 www.incatcrowther.com

OCTOBER APRIL2023 2023| 75 |7

Naval architects including design & engineering specialised in metal workboats up to 25m length, from concept idea up to production data and supply of pre-cut building kits. n Bruce Roberts Europe bv PO Box 250, Veersedijk 59, Hendrik Ido Ambacht, Zuid-Holland, 3340AG Tel: +31 7868 49990 Fax:+31 7868 13590 Edgar@BREbv.com www.brebv.com

n Herman Sr bv Ebweg 56, Barendrecht, 2991LT Tel: +31 78 619 25 07 info@hermansr.com www.hermansr.com

76| APRIL | OCTOBER 8 2023 2023

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. n jbj Techniques Limited 28 Trowers Way, Holmethorpe Industrial Estate, Redhill, RH1 2LW Tel: +44 1737 767493 Fax: 01737 772041 info@jbj.co.uk https://www.jbj.co.uk

VESSEL BUILD & REPAIR

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

n Safehaven Marine Ashgrove, Cobh, Ireland Tel: +353 86 8054582 www.safehavenmarine.com

VESSEL BUILD & REPAIR

VESSEL BUILD & REPAIR

n DSB Offshore Ltd Riverbank House, 1 Putney Bridge Road, London, SW6 3JD Tel: +44 2073 842882 brokers@dsboffshore.com www.dsboffshore.com

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.

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.

Seaward boats are hand crafted in the UK, with an established reputation gained through our commercial boat building heritage.

Using ‘Best of British’ design and build quality we deliver first class boats for which Seaward is renowned world-wide. n Seaward 1 Prospect Road, Cowes, Isle of Wight, PO31 7AD Tel: +44 1983 280333 nickward@seawardboat.com www. seaward.com

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 Trafalgar Shipyard Trafalgar Wharf, Hamilton Road, Portsmouth, PO6 4PX Tel: +44 23 9238 7833 info@thetrafalgargroup.co.uk www.thetrafalgargroup.co.uk/

At NR Marine we pride ourselves on our offshore wind industry experience of more than 20 years’, including management of crew transfer vessels, turbine management in construction, commissioning and operational phases. n NR Marine Unit 1, Pump Lane, Caister On Sea NR30 5TF United Kingdom Owen Nutt Tel: 7860771998 www.nrmarine.co.uk/

n ASL GRP Leigh House, Main Road, Rookley, Isle of Wight, PO38 3NL Tel: +44 1983 400730 sales@aslgrp.com www.aslgrp.com

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.

n Macduff Ship Design Ltd Low Shore, Macduff, Aberdeenshire, AB44 1RE Tel: +44 1261 833825 Fax: +44 1261 833835 info@macduffshipdesign.com www.macduffshipdesign.com

VESSEL SALE & CHARTER

VESSEL BUILD & REPAIR

TUGS TUGS, TOWAGE & SALVAGE

TUGS, TOWAGE & SALVAGE

n CVan Wijngaarden Marine Services BV Buitenweistraat 15, 3372 BC Hardinxveld-Giessendam Tel: +31 184 490 244 info@wijngaarden.com www.wijngaarden.com

ASL GRP (the Air Sea Land Group) is a dynamic armour company with over 30 years’ experience in the armour, security and defence industry. We are based on the Isle of Wight, on the South coast of England.

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.

WINCHES

n LK Valves and Controls Ltd Unit 4 Arbour Place, Arbour Lane, Knowsley Industrial Park, Liverpool, L33 7XG Tel: +44 151 548 3300 Fax: +44 151 548 3311 sales@lkvalvesandcontrols.co.uk www.lkvalvesandcontrols.co.uk

For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com

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.

LK Valves & Controls are ISO 9001:2015 accredited marine valve & actuator stockist & distributer, representing carefully chosen, high end, market leading European principles, with many products having classification Society type approval.

VESSEL BUILD & REPAIR

VALVES

INDUSTRY DATABASE

New business start-up operator Aquatic Towage and Marine Ltd brings together over 50 years of combined towage and work boat experience from its key staff team. n Aquatic Towage and Marine Ltd 24 Raynes Road, Lee-On-The-Solent, Hampshire, PO13 9AL Tel: +44 (0) 7876251409 inquiries@aquatictowage.com www.aquatictowage.com

Designers and manufacturers of winches, windlasses and capstans.

Hydraulic, electric, diesel, pneumatic and manually driven, along with ancillary equipment.

Also hydraulic towing winches. n Gemmell and Prout Marine Ltd Swann Street, Hull, Yorkshire, HU2 0PH Tel: +44 1482 329600 Fax: +44 1482 216296 enquiries@proutmarine.co.uk www.proutmarine.co.uk

For Forthe thelatest latestnews newsand andanalysis analysisgo gototowww.maritimejournal.com www.maritimejournal.com

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/

Maritime Journal Directory contact sales@maritimejournal .com or phone

+44 1329 825335

n Cheetah Marine OceanBlue Quay, The Esplanade, Ventnor, Isle Of Wight, PO38 1JR Tel: +44 1983 852398 mail@cheetahmarine.co.uk www.cheetahmarine.co.uk

www.maritimejournal.com

For the latest news and analysis go to www.maritimejournal.com www.maritimejournal.com

Kraken Marine Services [KMS] is an independently owned company based in the South West, UK and owned by the highly experienced Captain, Julian Northway. KMS owns the 26m multipurpose landing craft, KMS Terramare, which is well known within the UK workboat industry. n Kraken Marine Services c/o Harbour Office, Penzance Harbour, Cornwall, TR18 4AH, UK Tel: 07794 072399 www.krakenmarineservices.co.uk

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

Southampton Marine Services specialise in ship building, ship repairs and steel fabrication across all aspects of the marine industry.

n Aister C/Baixada do Cocho, nº 228, A Guia – M, Meira – 3, MOAÑA, 6955 Tel: +34 986 240 294 Fax: +34 986 240 157 i.defrancisco@aister.es www.aister.com/en

Now in our 25th year of production, Cheetah Marine continues to lead Europe in the specialist design and construction of power commercial catamarans.

WORKBOATS

WORKBOAT BUILDERS

We design, build, repair, convert and mobilize vessels for the maritime industry. It is our aim to offer you the best solution through innovation, creativity, cooperation and flexibility. n Neptune Shipyards BV Rivierdijk 586, 3371 ED, Veerdam 1, Hardinxveld-Giessendam, 5308 JH Tel: +31 184 621423 Fax: +31 184 612741 info@neptunemarine.com www.neptunemarine.com

Safe, reliable and designed for work aluminium boats: bespoke patrols, SAR boats and passenger catamarans.

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

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/

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

n Diverse Marine Medina Ship Yard, Pelham Road, Cowes, Isle of Wight Tel: +44 1983 300656 info@diversemarine.co.uk www.diversemarine.co.uk

Blue Wireless is the first global service provider for managed wireless connectivity, with a single focus on helping organisations succeed in a wireless world. Our team of hands-on experts uses the latest LTE/5G technologies to design and deliver high-speed and cost-effective networks for maritime vessels. n 60 Paya Lebar Road, #13-18 Paya Lebar Square, 409051, Singapore Tel: +65 6910 6250 enquiries@bluewireless.com www.bluewireless.com

To advertise in the

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.

WORKBOATS - ALUMINIUM

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/

WORKBOAT BUILDERS

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.

WIRELESS CONNECTIVITY

n Lebus International Engineers Ltd Pioneer House, Shorebury Point, Amy Johnson Way, Blackpool, Lancashire, FY4 2RX Tel: +44 1253 402402 Fax: +44 1253 345748 enquiries@lebusinternational.com www.lebusintengineers.com

Design and manufacture of high performance window wipers.

Three year Warranty. DuroWiper Pantographs and Pendulums have a Patented twin drive rotary transfer box giving a remarkable smooth, powerful and reliable performance. n Durowipers Unit 20, Oldends Lane Industrial Estate, Stonehouse, Glos, GL10 3RQ Tel: +44 1453 820972 Fax: +44 1453 820979 sales@durowipers.co.uk www.durowipers.co.uk

WORKBOATS

Experienced designers and manufacturers of special purpose and standard marine handling equipment inclusive of winches, windlasses, capstans, cranes, davits, reelers, fairleads, cable spooling systems etc.

WINDOW WIPERS

WINCHES

INDUSTRY DATABASE

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. n Habbeke Schelphoek 103, 1621 Mk Hoorn Tel: +31 2993 62182 Fax: +31 2993 67464 info@habbeke.nl www.habbeke.nl

OCTOBER APRIL2023 2023| 77 |9

Tel: +44 (0) 18892 78423

Email: info@airfloatmps.com

www.airfloatmps.com

Airfloat Modular Pontoons: A New Era of Excellence Under Joint Ownership MarineServices.ie and Carbery Plastics join forces to elevate Airfloat’s cutting-edge modular pontoons

I

n an exciting development for the maritime industry, Airfloat Modular Pontoons (www. airfloatmps.com) has recently announced a partnership. The company, known for its innovative modular pontoons, is now under new management of MarineServices.ie and Carbery Plastics. This dynamic partnership aims to propel Airfloat to new heights by leveraging the combined expertise and resources of both companies.

Airfloat Modular Pontoons has long been recognized for its revolutionary products that redefine stability, flexibility, and durability in the marine sector. By offering modular solutions, Airfloat has made it easier and more efficient for harbors, marinas, and waterfront developments to meet their unique requirements. These pontoons, which can be customized to various sizes and configurations, allow for easy installation and adaptability to changing needs.

The joining of forces between MarineServices.ie and Carbery Plastics adds a layer of expertise and technical prowess to Airfloat’s already impressive offerings. MarineServices.ie, a leading provider of marine equipment and services, brings a wealth of knowledge in project management, engineering, and customer support. Their experience in marine construction projects, harbor installations, and

offshore structures will undoubtedly enhance Airfloat’s ability to deliver seamless solutions to their clients.

Carbery Plastics, on the other hand, is renowned for its engineering capabilities, particularly in the plastics industry. With decades of experience in rotational molding and fabrication of plastic products, Carbery Plastics will significantly contribute to Airfloat’s manufacturing processes.

Through their technical expertise, Carbery Plastics aims to streamline production and improve the quality of Airfloat’s modular pontoons, ensuring long-lasting durability and reliability.

By combining MarineServices.ie’s project management acumen and Carbery Plastics’ manufacturing expertise, Airfloat Modular Pontoons is poised to further revolutionize the marine industry. The collaboration between these two industry leaders signifies a commitment to delivering the highest quality products and services while pushing the boundaries of innovation.

Airfloat aims to expand its market reach and forge new partnerships worldwide. Their modular pontoons offer a versatile solution for various applications, including marinas, yacht clubs, fishing harbors, waterfront developments, and even event venues. The collaboration between

MARITIMEJOURNAL EDITORIAL & CONTENT Editor: Debbie Mason dmason@maritimejournal.com Correspondents Please contact our Correspondents at editor@maritimejournal.com Tugs & Towage: Peter Barker Graphic Editors David Blake, Paul Dunnington production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Head of Media Sales: Louise Clarke lclarke@mercatormedia.com Commercial Marine Team Leader Lizzie Monk lmonk@mercatormedia.com

78 | OCTOBER 2023

Sales Executives Contact the sales team on commercialmarine@mercatormedia.com Marketing marketing@mercatormedia.com Chief Executive Andrew Webster awebster@mercatormedia.com Published monthly by: Mercator Media Limited Spinnaker House, Waterside Gardens, Fareham, Hampshire, PO16 8SD, England t +44 1329 825335 f +44 1329 550192 info@mercatormedia.com mercatormedia.com

MarineServices.ie and Carbery Plastics will enable Airfloat to cater to a broader customer base, helping more organizations unlock the potential of their waterfront spaces.

As Airfloat Modular Pontoons embarks on this new chapter under MarineServices.ie and Carbery Plastics , the maritime industry eagerly awaits the remarkable advancements that will emerge. By combining their individual expertise, innovation, and a customer-centric approach, these companies are set to shape the future of modular pontoons and the way we interact with our aquatic environments.

For more information about Airfloat Modular Pontoons and their innovative solutions, please visit their website at www.airfloatmps.com.

Manuafacturing & Shipping from the EU

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NEXT MONTH The November 2023 issue will feature: Power & Propulsion; Deck Equipment & Lifting Gear; Vessel Repair & Maintenance; Dredging & Flood Defence; Ocean Sciences; Security International Workboat Show – TBC

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24 APRIL Port of Amsterdam TO 2024 The Netherlands 25 Hosted by:

Book now and save 15% The short sea shipping and sustainable logistics network 2024 Programme and Topics

Delegate place includes

Short Sea Shipping - how the market is adapting Advancing supply chain resilience with modal shift Smart operations - Digitalisation, Automation, & Innovation Ports - Enabling the Energy Transition • Green corridors - collaboration to drive sustainable growth

2-day conference attendance including lunch & refreshments Technical Visit Electronic documentation Conference Dinner (Premium Package) Presentation download (Premium Package)

Sponsor:

Supporters:

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 #Coastlink

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