Maritime Journal September 2023 (Subscription)

MARITIMEJOURNAL

15

FEATURES

20 $20 billion subsea cable project

3,800km of cable to join Morocco with UK

22 Subsea carbon capture plans

The Netherlands gives the green light

32 Methanol in tugs

First part of two-part series on the feasibility of CH 3 OH as a fuel

41 AI power to avoid surface collision

Pilot autonomous survey hailed a success

42 Growing risk of shipyard fire

Ramtech has a new monitoring system to combat the danger

46 UK Shipbuilding Credit Scheme

LA Marine lawyers try to make sense of it

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Patrol 26 WP SAR propulsion concept is based on three Volvo Penta D13-IPS 1350 units and SidePower SH550 bow thruster which gives the vessel

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Patrol 26 WP SAR features 4 workstations in the wheelhouse for crew members – including a designated scene coordinator workstation. There are 8 marine grade shock damping seats for passengers and rescue workers depending on the mission requirements and the vessel also features accommodation spaces for up to 6 people.

n https://bwb.ee/

BRIEFS

Cruise ship crash

300 passengers were flown home from Mallorca after their cruise ship crashed in the port of Palma. A few were slightly injured by broken glass and a liferaft was damaged but the vessel, Britannica, was able to set sail shortly after the incident and return to Southampton. The 13deck cruise ship was able to stick to her schedule with a new liferaft.

34 vessels for Viking

Viking Norsafe Life-Saving Equipment has won one of its biggest orders for defence and professional boats with a 34-vessel order from the Greek coastguard. Three separate contracts were signed to deliver 31 patgrol boats and another three high-speed boats to sit onboard coastguard vessels to provide rapid patrol and rescue capability.

Dock arrives in Jamaica

A 215m floating dock has been towed across the Atlantic from Germany to its new home in Kingston, Jamaica. Deep sea tug Titan towed what is Jamaica’s first floating dock for German Ship Repair Limited, a private joint venture of German, Turkish and Jamaican investors. The company can now repair international vessels.

New president at VP

Volvo Penta has appointed Anna Müller as president, replacing Heléne Mellquist. Müller has tenure at the company, having started there in 2014 in business development. Her new position will begin in December, while Mellquist leaves for investment company Latour as executive vice president and chief operating officer.

ZERO BIDS MADE FOR UK OFFSHORE WIND PROJECTS

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.

Two container ships have run aground in recent days in separate incidents, one off the coast of Finland when the captain fell asleep, reports say.

The Western Finish Coast Guard stepped in to stabilise Leonie, a 100-year-old container ship, which began taking on water after she ran aground by the Åland archipelago and was in danger of sinking.

“I fell asleep and ran aground,” skipper David Saari told Åland Radio, reports said. Having successfully pumped out the water, ‘the coastguard is preparing to combat environmental damage in support of the Rescue Area of

For this year’s auction, the government set a maximum price of £44 (€51) per MWh, and it seems that was not high enough to attract bids in view of the soaring supply chain costs faced by contractors.

The zero bids come after Vattenfall axed a 1.4GW wind farm off the English coast after recording 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.”

TWO CONTAINER SHIPS RUN AGROUND IN SEPARATE INCIDENTS

Åland Landskommuner,” it said. None of the crew of three was hurt. In the other incident, a Turkish container ship heading from Turkey to Israel ran near Bodrum, reports said.

UK/GERMAN MERGER FORMS TO FOCUS ON FLOATING RENEWABLES

A merger has been formed between a German and Scottish firm to accelerate the move into floating renewables.

Schottel Marine Technologies has been formed to speed up deployment of anchoring solutions for floating offshore renewables, it says, ’to exploit the growing business opportunities in offshore renewables, in particular in floating offshore’.

German firm Schottel Aquos Technologies, has been merged with the Scottish Swift Anchors,

based in Edinburgh and a subsidiary of Aquos since 2022.

Quoting the research firm 4COffshore, it says the floating offshore wind sector is forecast to have 12GW of capacity installed or under way globally by 2030 – corresponding to approximately 800 installed 15MW wind turbines – and is expected to reach 39GW by 2035.

The company “is developing a suite of rock anchoring solutions for the global offshore energy sector and the aquaculture

The Greek coast guard and other coastal rescue services stepped in to salvage the ship, Vento, which had 426 containers on board. The hull remained intact, reports said.

industry,” the firm says.

“Drawing upon pedigree and heritage and expertise in anchoring floating energy devices, I am excited about Schottel Marine Technologies’ future growth in Europe and indeed worldwide,” said new company CEO Dirk Schulze.

n Run aground: the century-old Finnish freighter Leonie Dirk Schulze

FLAGSHIP GREEN H2 PROJECT HITS THE WALL

A project trumpeted as being the UK’s flagship green hydrogen programme that would make the gas using electricity generated by offshore wind has been abandoned.

‘Gigastack’ was a project backed by the UK government’s Department of Energy Security, which admitted that £7.5 million (€8.7 million) has been handed to the scheme under its Hydrogen Supply Competition, when it was run by the Department for Business, Energy and Industrial Strategy (BEIS).

Project partners included Philips 66, an American energy manufacturing and logistics company that owns the Humber Refinery in eastern England, where the hydrogen project was planned to be situated; energy giant Ørsted; and ITM Power, which designs and manufactures

n Model of the Gigastack green hydrogen project that has now been abandoned. The UK government has refused to say how much public money has been spent

electrolysers.

“Gigastack is of increased importance as the flagship UK renewable hydrogen project, creating a blueprint for deploying scalable electrolyser technology,” the project’s website still says.

It is not clear how much work had been done on the project.

“We have made a joint decision to withdraw our bid from the funding process and pause the

Gigastack project,” a spokesman told Maritime Journal on behalf of Phillips 66 and Ørsted. "Phillips 66 Limited and Ørsted believe that further project maturation together with supply chain development is required to unlock the maximum potential of this world-scale electrolytic hydrogen project. We will continue to work with the industry and stakeholders.”

HAMBURG REVEALS MAJOR PORT REVAMP

Hamburg Port Authority will begin work on replacing its cruise centre (Hafen City) with a modern new terminal on several floors.

The new cruise terminal will be part of a building complex that includes an underground bus terminal, car parking spaces, taxi access, as well as hotel and retail areas.

Two new berths at the terminal will provide cruise ships with the capability to access shore power

The US’s plans to expand offshore wind have fallen flat with the first lease sale for projects in the Gulf of Mexico receiving just one winning bid.

RWE Offshore US Gulf won the Lake Charles Lease Area by virtue of the fact that it was one of only two contenders. The area was won for $5.6 million, and the area is estimated to have the potential for generating 1.24GW of energy.

The two other areas in the lease sale did not receive a single bid. The asking price for the areas was $5,124,000 million and $4,839,000 respectively.

“Gulf companies are already instrumental in the development

BRIEFS

UK shipbuilding boost

The UK Shipbuilding Taskforce has published a report promising to transform the UK’s shipbuilding industry and safeguard it for the future. A Step Change in UK Shipbuilding Skills has been called a ‘game-changing report that is set to transform UK shipbuilding skills for the medium and longer term’ by author Dr Paul Little, principal of City of Glasgow College.

Van Oord christens vessels

during their time at berth.

The Port of Hamburg is already the largest seaport in Germany and the third largest in Europe, as well as being Europe’s largest railway port.

With its location in the heart of Germany’s industrial zone, the port’s update is essential for business and tourism alike, and despite woes across Europe for one reason or another in recent years, the bulk cargo it handled

in the first half of 2023 saw a 7.7% increase and shifted 19 million tons. General cargo was down by 11.1% and seaborne cargo lower by 5.8%.

“On a comparison with other North Sea ports in the North Range, it is absolutely clear that all players in this market are subject to the same tough prevailing circumstances,” said Axel Mattern, CEO of HHM – Port of Hamburg Marketing.

BIDDERS TAKE WIND OUT OF US OFFSHORE SALES

of the US market and by opening new lease areas on their doorstep we will leverage our unique domestic expertise even further,” said Liz Burdock, founder and CEO of the Business Network for Offshore Wind, in February.

In March 2021, Biden set a target of 30GW of offshore wind to be in place by 2030, which would be enough to power 10 million households.

The administration has said it will hold seven offshore wind lease sales by 2025.

The Bureau of Ocean Energy Management (BOEM), which has been promoting the lease sales, called the Gulf of Mexico sale ‘an important milestone’ despite the disappointing bidding scenario.

John Filostrat, with the Office of Communications, said: “The Gulf is well positioned to transition to a renewable energy future, as the region’s existing energy infrastructure, workforce, and businesses expertise in offshore operations can advance and benefit offshore wind.”

Van Oord has added another LNG dredger to its fleet alongside a cable-layer, both of which have been christened in Rotterdam. Vox Alexia is a 138m trailing suction hopper dredger, built in Singapore, and Calypso is the second cablelaying vessel to join Van Oord’s offshore wind fleet. She will have two carousels.

OEG buys marine surveyor

Offshore wind firm OEG Renewables (OEGR) has bought marine surveyor Geosight so it can offer more services in offshore energy, marine civils and subsea cables. Recent contracts include a large-scale hydrographic survey in preparation for a deepwater facility to support wind farm expansion off the coast of Scotland.

First WEC goes commercial

CorPower has installed its first commercial-scale wave energy converter in northern Portugal, it says. The C4 device has been connected to a UMACK anchor on the seabed 4km offshore, and to the Portuguese national grid by subsea export cable. Functions and operational modes will now be verified in a commissioning programme,

VARD TO SUPPLY FOUR NEW EDDA WIND CSOVs

Vard is to design and build four new commissioning service operation vessels (CSOVs) for Edda Wind with an option for a further 2+2

All four, of type Vard 4 25 design, will be zero-emissionsready with a liquid hydrogen carrier and/or methanol direct injection. With capacity for 120 crew, they will be used by technicians undertaking commissioning and maintenance work on offshore wind turbines.

The first two are scheduled for delivery in Q1 2025. The hulls will be built by Vard in Romania, with the final outfitting, commissioning and delivery completed at one of Vard’s shipyards in Norway. The second two, scheduled for delivery in Q2 2025 and Q1 2026, will be built and delivered by Vard Vung Tau in Vietnam.

All four CSOVs will be powered by Schottel propulsion packages comprising two Dynamic RudderPropellers type SRP 460 D, one Retractable RudderPropeller type SRP 380 R and two TransverseThrusters type STT 5.

“With its individual components, the package is specifically tailored to the needs of a CSOV, where precise manoeuvrability and crew comfort are essential, and the performance of the propulsion system is crucial for the time window in which to operate,” explained Schottel chief executive Stefan Kaul.

Sustainability is a key part of Vard’s requirements. To meet this Schottel reports it has delivered a minimised DP (dynamic positioning) footprint with better accuracy and fuel saving thanks to an integrated prime mover – the ‘embedded L-Drive’.

The Dynamic RudderPropellers have an input power of 2,000kW and a propeller diameter of 2,600mm, while the Retractable RudderPropeller has an input power of 1,500kW and diameter of 2,200mm. The two TransverseThrusters have an input power of 1,400 kW and a diameter of 2,500mm.

Artemis Technologies unveils improved CTV

Artemis Technologies has unveiled the latest iteration of its EF-12 crew transfer vessel (CTV) and daughter craft.

The EF-12 is a 100% electric hydrofoil for supporting crew transfers at offshore wind farms. The company says this latest generation has been designed to prioritise the comfort and efficiency of crew working in demanding maritime environments.

“The introduction of the revitalised Artemis EF-12 CTV marks a significant step forward in our ongoing drive to provide the most advanced maritime solutions,” said David Tyler, co-founder at Artemis Technologies.

“The enhanced cabin design, coupled with our unwavering commitment to maritime innovation and safety, sets a new benchmark for crew transfer vessels, ultimately enhancing the efficiency and effectiveness of offshore operations.”

Key enhancements include:

n An updated dual drive with the option of an additional propulsion system on the rudder to provide double the power

during bollard push manoeuvres as well as improved slow speed control.

n A significantly larger cabin with increased capacity to 12 passengers.

n Enhanced safety features such as improved impact resistance and fire suppression technology.

n Seamless connectivity with real-time data exchange between crew and onshore operators.

Artemis Technologies has partnered with Ørsted, offshore access specialist Tidal Transit and Lloyd’s Register to deploy the first EF-12 CTV at Ørsted’s Barrow wind farm on the UK’s west coast next year.

The project was awarded £2.4 million as part of the Clean Maritime Demonstration Competition Round 3 (CMDC3), funded by the UK’s Department for Transport and delivered in partnership with Innovate UK.

n The series of four commissioning service operation vessels built by the Norwegian Vard Group

8 An artist’s impression of the new Artemis EF12, a 100% electric foiling vessel designed for the offshore wind market

Source: Schottel

Tomorrows tugs. Today.

Damen’s compact ASD Tug 2111 represents the latest in multi-purpose harbour towage. With 50 tonnes of bollard pull it has the power to confidently handle ships of all sizes, and the combination of Damen’s patented twin fin skeg and twin Azimuth thrusters ensures excellent manoeuvrability. The double drum winch is positioned inside the deck house, allowing the single winch to operate over both the bow and stern. And as the latest in tug technology, the ASD Tug 2111 not only comes prepared for full compliance with IMO Tier-III regulations, it will also be available in a full electric version as part of an program for all Damen’s compact ASD tugs.

Pictured here: ASD Tug 2111

A new flagship ferry for the self-governing Isle of Man has completed berthing trials in its next step towards replacing an existing vessel.

The largest ship in the fleet of the British Crown dependency has also visited Belfast as it prepares to replace Ben-my-Chree, which has been running for 25 years and will enter fleet reserve status.

The 132m ro-pax vessel was built at the Hyundai Mipo Dockyard in South Korea, and will run on the Wärtsilä 31 engine, which the company claims is ’the world’s most effiecient 4-stroke diesel engine and an engine that can also utilise artificial intelligence and machine learning in a condition-based maintenance regime’.

“It will also have the flexibility to take advantage of alternative future fuels as they become available. Wärtsilä has the experience to deliver a state-of-the-art bridge to propeller solution, along with the track-record needed for this complex newbuild project,” said Jim Royston, fleet operations and project manager at the Isle Of Man Steam Packet Company, the owner.

“The hybrid solution, combining highly efficient engines and energy storage, is increasingly being seen as a practical means

Fastnet Shipping Ltd

NEW ISLE OF MAN RO-PAX FERRY COMPLETES BERTHING TRIALS

for meeting today’s environmental and operating challenges. This solution lowers emission levels and extends the time between engine overhauls, and is an effective futureproof model for ship owners,” said Wärtsilä Marine Power sales manager Karl Hinks.

Manxman will become the flagship ferry for the island’s passenger transport services between the British mainland to the east and Ireland to the west. She is so named because the people of the Isle of Man are known as

‘Manx’, and some still speak the Manx language.

”Manxman is a huge step forward from both Ben-my-Chree and Manannan in terms of technology, and requires entirely new ways of working,” said the Steam Packet Company. ”The crew of Manxman and shoreside staff have been working tirelessly to develop and implement operating procedures as real-life knowledge of the vessel grows.”

n Manxman

ROBOSYS AND LYNX POWER DEVELOP MRV

UK-based Robosys Automation has partnered South African firm Lynx Power Catamarans to deliver a fully autonomous multi-role vessel

The 11m aluminium twin-hulled vessel has been developed for waterborne surveillance, ambulance operations and patrolling duties for the South African port infrastructure in the coastguard, firefighting, search and rescue and fisheries sectors.

Robosys’ Voyager AI Vessel system will be installed on the catamarans to give the option of crewed, lean-crewed, unmanned or fully manned operations with remote controls either ashore or from a mothership.

The system can be retrofitted to almost any vessel or workboat, Robosys CSO Nigel Lee says.

“This enables increased cost-effective, safer and environmentally focused outcomes for those who wish to continue using their existing craft, but now with the added benefits of crewed, lean-crewed, optionally uncrewed and uncrewed options, dependent on the specific challenge,” he said.

Robosys has been developing AI maritime autonomy and smart shipping solutions for two decades, and its most recent Voyager AI promises improved collision avoidance with updated algorithms devised through simulation software that has been combined with real-time challenges, the company says.

“Furthermore, improved vessel track and dynamic navigational path changes are made in accordance with a

vessels’ specific manoeuvrability and its other performance characteristics, which results in a manoeuvring path matched to that particular vessel’s characteristics,” the company says.

“Navigational paths are now set and validated according to user-selected chart parameters, and Voyager AI can now be swiftly tuned according to the specific vessel operating area, such as ocean, coastal, or inshore waters.”

An integrated remove and autonomous platform alarm, monitoring and control system has been added to Voyager AI, which can integrate and control multiple ship hardware systems.

n Lynx Power Catamarans

Navigational paths are now set and validated according to user-selected chart parameters, and Voyager AI can now be swiftly tuned according to the specific vessel operating area, such as ocean, coastal, or inshore waters

SALVAGE ROUND-UP

The International Salvage Union has provided details of its members’ activities, the sector’s expertise in demand not only for casualties on the world’s oceans but also within ports and even on dry land.

Salvage contractor and consultant Marine Masters BV has completed the complex removal of a 1,200t collapsed coal transfer crane and part of the associated jetty at Ashkelon, Israel. As well as removing debris from the seabed the Netherlands-based company was able to recover the body of the crane operator, who was tragically killed in the accident.

The team was able to inspect the sister crane to the one lost to establish locations of subsea cuts by divers as part of the operation, which was completed ahead of schedule over a period of seven weeks and with minimal impact on the environment and despite being impacted by geopolitical conflict.

Buenos Aires-based salvor Raul y Negro responded when the Taiwanese-flagged bulk carrier Tai Knighthood struck rocks on the breakwater while leaving Necochea port, Argentina. The vessel, loaded with 72,000t of soybeans, suffered major hull damage, heeling seven degrees to port and increasing its draught dangerously, leaving it unable to continue its journey to China.

The vessel was assisted to Golfo Nuevo, where temporary repairs, including a 10m by 4m patch bolted to the hull, were completed. After dewatering the flooded tanks and installating cement-filled boxes, Tai Knighthood continued its voyage.

Vessel groundings sometimes require cargo to be discharged but thanks to the intervention of professional salvors this particular casualty’s cargo could remain on board, doubtless minimising the financial and (potential) environmental damage risk.

Around the same time Rauly Negro was tasked following the “uncontrollable sinking” of a floating drydock in Montevideo, Uruguay. Five fishing vessels were under repair in the drydock at the time, one Korean-flagged vessel capsizing and sinking.

In association with Servicios Maritimos SA of Uruguay, Raul yNegro carried out wreck removal operations of both fishing vessel and drydock. The latter was described as in a “delicate structural condition” after the accident and both vessels were sent for scrap, freeing up space for a new floating dock.

Inland work after hurricane

Marine salvage contractors would perhaps not normally expect to be heading inland to carry out their work but when in September 2022 Hurricane Ian hit landfall as a Category 4 storm at San Carlos Island, Florida, 40 vessels, including fishing vessels, found themselves displaced ashore.

Resolve Marine came to the rescue with the “challenging” project of returning the vessels to their natural element in an operation the US-based salvor said “will long be remembered for rejuvenating a fishing industry and restoring a valuable local community”. Access to the vessels involved clearing debris from pathways for personnel, rigging and roller bag access using its RMG 400 crane barge, the operation also including removal of fuel and rotting shrimps.

More conventional activities were provided meanwhile by Resolve with its tug Resolve Commander responding from its salvage station in Freeport, Bahamas to assist two disabled container vessels that lost power close to the Florida coast.

Greek salvor Tsavliris is well known for its work responding to ships disabled mid-ocean and requiring assistance. One of its own tugs, the 41tbp Hermes, was dispatched from its salvage station at Patras Port recently when the general cargo vessel Himalaya experienced engine failure and anchored in the area of Kardamyli/Stoupa, Greece.

Difficulties in recovering the vessel’s anchor meant it had to be cut and buoyed, whereafter Himalaya was towed to Neo Molo Drapetsonas and handed over to port tugs for berthing.

Tsavliris also reports corporate news, including gaining ISO certification 22301 for business continuity management, the company saying the new certification “demonstrates the commitment for increased resilience, uninterrupted operations and increased capability to handle disruption”. It also renewed ISO certifications 9001, 14001 and 45001 with Bureau Veritas following its record of zero incidents at sea and marine pollution.

The Greek salvor also received the Green & Environmental Award during the Maria Callas Awards 2023 in Monte Carlo, with Andreas A. Tsavliris receiving the award from His Serene Highness Prince Albert II of Monaco, a supporter of green policies with his foundation dedicated to protecting the global environment for decades.

The award demonstrates that as well as providing services that protect the marine environment, salvors are not averse to ensuring their operations also meet their own green ambitions.

n Assisting diabled ships may be dayto-day for salvors but such services shou;ld not be taken for granted

n Marine Masters BV successfully removed crane and jetty debris in Israel

Source: Marine Masters

Source: Tsavliris

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TUG AND LIFEBOATS RESCUE STRICKEN RO-RO AND CREW

A

trio of Cornish collaborators has carried out another major salvage operation in the south of England

When the 195m ro-ro vessel Mazarine suffered total main engine failure eight nautical miles off England’s Land’s End, it was almost inevitable that she, her 22 crew and three passengers would drift onto an outcrop known as Wolf Rock.

At around 9 o’clock in the morning, Mazarine’s main engine (MaK12M43) gave up the ghost and the crew could not restart nor fix it.

The vessel was doing its regular service between Cork in Ireland and Zeebrugge in Belgium when the engine seized and she drifted in a southwesterly wind onto the rock.

RNLI lifeboats from Sennen and Newlyn responded, along with an MCA helicopter in case there was a need to evacuate any personnel.

The Scillonian passenger ferry, on its morning run out of Penzance, also stood by but there were no injuries reported among the 22 crew and three passengers.

Sennen Cove’s Tamar class all-weather lifeboat then launched at 10am and made best speed to the area.

“When we launched initially, we thought we might be facing a situation where we were having to evacuate the crew from the vessel, and we were preparing ourselves for a very difficult situation,” said coxswain Ollie George. “Thankfully the Mazarine was able to clear Wolf Rock, but unable to restart her engines, she was drifting at a rate of two knots towards Mounts Bay.”

A third lifeboat launched

At 10.30am a Severn class lifeboat was launched from Newlyn.

“It’s a distance of about 14 miles from Newlyn to Wolf Rock, and with the south westerly wind touching force 7 on our bow, it was a pretty uncomfortable trip out there but with the possibility of having to evacuate crew from the casualty vessel we were going full speed to get there quickly,” said coxwain Patch Harvey, who in 30 years working these waters had not seen a vessel grounded on Wolf Rock. “It took about 45 minutes.”

There was no direct contact with the vessel’s captain and all communications were made via Falmouth Coastguard.

Using her own anchor winches, the 2009-built 195m long Malta-flagged vessel (31340gt/14552 summer dwt) managed to drag herself off Wolf Rock, beneath the famous lighthouse, and began drifting easterly towards The Lizard and cliffs that have claimed dozens of ships over the centuries.

At about 4pm the Falmouth harbour tug Mercia, skippered by Captain Mark Rickard, arrived on scene and connected the tow to hold the ship.

The Sennen vessel was then stood down after nearly 10 hours at sea. The Lizard’s all-weather lifeboat continued to escort the vessel until around 1:30am before they handed over to the Falmouth lifeboat, which escorted the vessel into the safety of Falmouth Bay.

Salvage team

Casualty brokers, along with the vessel’s owners and insurers, appointed Falmouth-based marine contractors KML to provide a ‘nick of time’ salvage coordination team.

Diccon Rogers of KML and Brendan Rowe of SeaWide Services (SWS) had been informed of the incident via a network of local sources and international salvage intelligence services, and together they mobilised the fast crew transfer launch James Dalton with a six-man team.

Arriving at the drifting vessel, the salvage crew boarded the Mazarine in strong winds and swell and lengthened the tow to the Mercia, using the ship’s on-board emergency tow wire.

The ship’s pumps were coping with the inrush of water through the damaged hull, but emergency repairs had to be made by accessing the ballast tanks through a hatch to the bilge well on the lower vehicle deck, which was not loaded.

Rubber sheeting and boards of plywood were used to make a gasket to cover the hatch and five tonnes of chain were placed on top to hold it down against the ingress of water.

The KML/SWS team later replaced the timber and rubber with a steel bolted and welded patch.

The Mazarine and tug Mercia headed for the shelter of Falmouth Bay, but they were ordered by the MCA to stay to the east outside port limits where they zigzagged for several hours until the Deputy SOSREP (Secretary of State’s Representative) gave permission to enter the port’s waters, where the ship was anchored.

Hull damage

An underwater survey by SWS divers revealed significant damage to Mazarine’s hull.

Three ballast tanks within the double-bottom hull had been ruptured, although there was no sign of any pollution.

Following discussions between the ship’s owners and insurers, the MCA, A&P Falmouth, Falmouth Harbour authorities and the salvors, the vessel was towed into

n Mercia

Falmouth Docks and a week after the grounding, entered drydock assisted by two local harbour tugs.

Once in drydock the extent of the damage to Mazarine’s hull became evident, with multiple cracks in the plating beneath the waterline and large holes in area extending more than 20 metres.

With no ro-ro facilities in Falmouth the ship’s cargo of trailers will remain on board until it reaches a suitable port to discharge.

Salvage experience

The Cornwall-based marine specialist companies KML, SWS and A&P Falmouth were instrumental in the salvage of the Russian bulker Kuzma Minin in December 2018 and the repair of the crippled Maersk Weymouth

KML and SWS also collaborated in the salvage of the Ukrainian-owned coaster Sea Breeze back in 2014 and have worked together on the salvage and/or recovery of many smaller commercial, fishing and leisure vessels, often contracted by the MAIB.

Mazarine is one of six sister vessels among the Luxembourgbased operating company’s fleet of more than 30 ro-ro vessels, mostly carrying unaccompanied road freight. The ship was built in 2009 and the Cork-Zeebrugge route was inaugurated in 2020, post Brexit restrictions on cross-Channel trade.

CldN, the ship’s operators, have not responded to requests for comment.

New contracts needed

The tug Mercia has a long history of harbour and coastal towage. As Sun Mercia, it was built in 1990 as one of the last of that famous Thames ship towage fleet, before being renamed Adsteam Mercia, then Svitzer Mercia.

Since arriving in Falmouth in 2020 she has frequently been

Using her own anchor winches, the 2009-built 195m long Malta-flagged vessel (31340gt/14552 summer dwt) managed to drag herself off Wolf Rock, beneath the famous lighthouse, and began drifting easterly towards The Lizard and cliffs that have claimed dozens of ships over the centuries

deployed farther afield, recovering casualty vessels from the Western Approaches, and voyaging to Dutch and French ports and the Isles of Scilly.

With a bollard pull of 43 tonnes, Mercia is comparatively small by today’s standards, and has performed well but was not designed for deep water salvage.

Mazarine is a relatively small short-sea vessel, compared with the ultra large container ships and crude oil carriers that traverse these waters constantly. If one of those suffered the same kind of blackout it would need a lot more bollard pull to keep it from grounding.

Coincidentally, the MCA has just announced a new fiveyear contract for the Scotland-based Emergency Towing Vessel (ETV) Ievoli Black, 70 metres in length and 2,283 gross tonnes, with a bollard pull of around 140 tonnes.

Under the new contract, there is a requirement for the vessel to be flagged to the UK and for the first time it will be operated by an all-UK crew.

n Mercia and Mazarine arriving at Fal with James Dalton in the foreground

n Hull damage

MULTIPURPOSE IS THE NAME OF THE GAME

The changing shape of tugs and workboats to take on multiple roles is becoming a feature of new designs

A look at vessels reported recently as delivered or under construction demonstrates the popularity of tugs and workboats with multipurpose capabilities.

The line between pontoon-shaped work/utility boats and conventional tugs is increasingly blurred nowadays, the former often quite capable of coastal towing as well as traditional roles, for example dredging support, able to handle anchors and lift floating pipelines onto their deck for repair etc.

Seacontractors’ extensive fleet is a mix of tugs and workboats and the Netherlands-based towage operator recently welcomed into its family Sea Eidum, its first Neptune Marine-built Eurocarrier 2611 workboat.

Capable of multiple roles, the vessel has a useful 33.9tbp on a draught of just 2.61m, with power derived from two Tier III compliant Caterpillar C32 main engines delivering 1,940kW in total to fixed-pitch propellers, with two gensets from Volvo.

Deck machinery includes two Heila cranes with Werkendam-based Tecnospirit supplying towing, anchorhandling and tugger winches. Traditional fendered pushbow, towing pins and bow and stern rollers serve the generous 145m2 free deckspace are included with accommodation provided for six persons.

Turning to tugs, but still with multipurpose capabilities in mind, Damen Shipyards Cape Town has delivered the Shoalbuster 3209 plough tug Mohoma to Transnet Ports Authority. The 45tbp, unrestricted sailing capability vessel can plough up to 25m depth, a requirement for Transnet’s programme of expanding port capacities to accommodate larger vessels. Towing and pushing, along with buoy and anchor-handling, are among its additional capabilities.

A somewhat different profile of utility vessel/workboat is promised with a new vessel, built to a design from Macduff Ship Design Ltd and under construction at Tor Group’s new facilities in Turkey.

Hybrid propulsion, DP, four-point mooring, hydraulic A-frame,

moonpool and boulder-grappling from a 13t offshore crane are among the many features of the ASD-configured vessel powered by three MAN gensets supplying two 500kW e-motors, in turn driving Schottel SRP 210FP thrusters. We hope to return in more detail to what promises to be an interesting vessel due to enter service in UK waters in January 2024.

Finally, Delfzijl-based Royal Wagenborg offers a range of services in marine logistics, including towage, and has added the Robert Allan-designed, Uzmar Shipyard-built ASD 3280 tug Waterland to its fleet, to be based in Eemshaven. At 80tbp it is the largest tug in Wagenborg’s tug fleet, which now comprises 10 vessels.

Vernicos Scafi orders new tug from Med Marine

Greek tugs and salvage firm Vernicos

Scafi has ordered a Robert Allan-designed harbour tug from Med Marine.

The RAmparts 2500W vessel will be built at the Eregli Shipyard in Turkey, one of the country’s largest yards.

The 25.2m long, 12m wide vessel has a bollard pull of 70 tonnes and a speed of 11 knots achieved with two 2000kW MTU engines and a Kongsberg azimuth stern drive.

“As we look forward to the completion of this vesse, both Med Marine and Vernicos Scafi are confident this partnership will mark

the beginning of a long-lasting and mutually beneficial relationship,” saiud Med Marine sales director Melis Üçüncü.

n An interesting new utility vessel is under construction at Tor Group in Turkey

Vernicos Scafi was formed four years ago, when Vernicos joined forces with Italian company Scafi Società di Navigazione. The newbuild tug is being touted as a further expansion for the company to meet increasing demand.

Vernicos Scafi has signalled that it will need to order more tugs in the future for projects it intends to do outside Greece. It predominantly operatres in the Piraeus area, as well as occasionally in Thessaloniki and other ports in the eastern Mediterranean, Black and Red Seas.

Source: Tor Group

n RAmparts 2500W tug for Vernicos Scafi

PUTTING CONTAINER LOSSES INTO PERSPECTIVE

Pictures of ships arriving at ports, their container stacks collapsed with boxes leaning precariously over the side of the vessel, makes for good copy and often attracts the attention of the world’s media beyond immediate industry circles

But is the overall problem as serious as the pictures indicate? An updated World Shipping Council (WSC) survey for 2022 revealed statistics that might surprise a few.

The survey found that in 2022, just 661 containers were lost at sea. This represents less than one thousandth of one per cent (0.00026%) of the 250 million packed and empty boxes shipped each year, with just two carriers reporting losses above 100 units for the year.

Since 2008 the survey shows there has been an average of 1,566 containers lost at sea each year. Over the last three years (2020-2022) the average was 2,301 a year. The threeyear moving average (since 2008) can be described as up and down; however just one or two incidents with significant losses set against a good year can result in wide variations over short periods.

The container ship MOL Comfort, for example, foundered in 2013 after a fire and lost 4,293 containers despite salvors’ best endeavours. Around 900 containers were lost in 2011 when the Rena grounded off the Bay of Plenty, New Zealand. And more recently, in 2020, around 1,800 containers were reported lost when the One Opus encountered severe weather in the Pacific Ocean.

While explaining why containers are lost overboard during otherwise uneventful voyages is complex, the Marin Top Tier Joint Industry Project has already delivered positive outcomes on the causes, including how to manage different kinds of parametric rolling.

Cargo pre-containerisation

Looking further into the subject one is reminded of how what is described as general cargo was transported precontainerisation – it was a very different world. Cargo was loaded directly into ships’ holds, resulting in stowage plans that could actually be seen by the eye as well as on paper with limited loading of cargo on the open deck.

The attraction of containerisation was obvious: loading a typical general cargo ship could previously take several weeks, whereas now, an equivalent container ship with a deadweight tonnage 10 times greater can be turned around in 72 hours or less. A side effect, however, is that where previously the actual cargo was there for all to see, containers are loaded and sealed at the content’s source and (usually) remain unopened until at their destination. Like the loading location, this could be many miles from the sea in a non-marine environment.

The potential therefore exists for declared container weights to be different from reality with implications for those responsible for stowage planning on board the ship remembering a basic stability principle: keeping heavy loads low down with lighter loads above.

While unrelated to the topic here, the containers being sealed with the contents out of sight has led to incidences of mis-declared or undeclared dangerous goods. This has the potential for cargo fires where for instance chemicals are stowed next to each other.

The supply chain for the container’s journey from beginning to end involves a number of parties who all share responsibility for safety.

This includes the container operator, who ensures it is fit for purpose and clean etc. The shipper, packer and freight forwarder are responsible for the container’s safe packing in accordance with industry guidelines.

The container ship MOL Comfort, for example, foundered in 2013 after a fire and lost 4,293 containers despite salvors’ best endeavours. Around 900 containers were lost in 2011 when the Rena grounded off the Bay of Plenty, New Zealand

The terminal operator has to ensure the safe handling of the container. Finally, the vessel operator produces a safe stowage plan based on the information received about the container, its weight and contents etc.

WSC says that how the cargo is packed and stowed by the exporter is key to safe transport, both on sea and land, particularly concerning a correct declaration of the contents and total weight.

The report outlines the active safety improvement initiatives currently under way – that is crucial to not only the material and financial consequences but more importantly for the vessel’s crew, for whom the expression ‘the buck stops here’ is very relevant.

n Automation in ports has transformed how general cargo is loaded onto container ships

Source: Peter Barker

MARKEY TOWING WINCHES TO BOOST TUG POWER FOR MORAN

News

The vessels, built to Robert Allan Ltd RApport 2800 designs, are under construction at Master Boat Builders in Alabama. With bollard pulls of 80+ tonnes, enormous loads will potentially be put on the deck machinery so Markey’s DEPCF-52 hawser winches (along with separate CEW-60 capstans) have been selected for the pair.

The new tugs will be among the most powerful of Moran’s 95-vessel fleet. Technical details of their towing winches include brake holding capacity of 339 tons; line retrieval will be 378ft/minute and maximum winch line pull 15.4 tons at 73ft/minute. Also included are automatic level wind, stainless steel brake drums and NextGen controls, preventing over-speeding spikes on the motors.

One hazard faced by shiphandling tugs, including when operating in tethered escort mode, is where snatch loads are encountered such as in adverse sea conditions, which puts unexpected loads on the towline. A feature of these winches is a render/recovery system providing precise control of such loads accompanied by very high line-retrieval speeds.

The winches are “Class II’ in Markey’s range and include automatic tension line control for tethered operations, allowing operations though “day-long” escorts with the winch automatically adjusting towline scope to maintain preset line tension settings. The original design of the Class II winch was specifically for situations where the towing staple is located close to the winch.

Moran Towing refers to its long-standing relationship with Markey as “built on trust and ensuring optimal performance and safety for our fleet and personnel”, and describes the order for the vessels as “a significant milestone” in its fleet enhancement programme, which brings the number of tugs

under construction for the Connecticut-based owner from four to six.

Markey reports the deck machinery for the newbuilds will be delivered in 2024, saying the tugs will “bring more power to accommodate the larger, deeper draught vessel coming into ports along the US Gulf and East Coast”.

Damen strengthens its position in Sweden

Damen Shipyards Group is forming a strategic partnership with Swedish investment company Lazarus Industriförvaltning as the Dutch shipbuilder progresses with its extensive order book in Sweden.

Damen already owns a shiprepair yard at Oskarshamn and is gearing up to manage a healthy order book of references including seven patrol vessels for the Swedish Coast Guard, four ice-breaking tugs for Försvarets Materielverk (eventually for the Swedish Navy) and ongoing work with Saab Kockums on replacements for Dutch submarines. The Coast Guard vessels will eventually be shipped to Damen’s shipyard at Oskarshamn for installation and testing of the owner’s deliveries.

“Damen Shipyards Group can now serve our customers in Sweden with service hubs in both Oskarshamn and Stockholm,” said Damen’s Martin Verstraaten. “Those service

Today’s powerful shiphandling tugs demand deck machinery that is up to the challenge

hubs are supported by Damen Services from the Netherlands and our New-Build Sales organisation. In addition, we will also be supplying the Swedish market with our unique Damen Modular Barges from both locations. These are standard pontoons that you can assemble like Lego bricks to provide comprehensive floating solutions.”

Lazarus Industriförvaltning, whic h has a portfolio of eight companies, collectively generating a turnover of more than SEK6 billion (€500 million) and employing more than 2,200 personnel is described as “enthusiastic” about the new partnership with one of Europe’s premier shipyard groups, producing a diverse portfolio of vessels.

n

that Seattle-based Markey Machine has been selected to provide its hawser winches and capstans for Moran Towing’s two new escort tugs turns the spotlight on components where there is no place for what can be considered the weakest link in the chain

Source: Markey Machnery

8 Damen has strengthened its position in the Swedish market

One hazard faced by shiphandling tugs, including when operating in tethered escort mode, is where snatch loads are encountered such as in adverse sea conditions, which puts unexpected loads on the towline

SLUMP IN SALVAGE FIGURES COULD BE WORRYING SIGN

A slump in four key areas of the salvage industry is a worrying sign for shipping as a whole, writes Peter

Barker

Raw figures from the International Salvage Union (ISU) for 2022 show that gross revenue for members has sunk since the year before, with Lloyds Open Form (LOF) revenue halving.

In summary, gross revenue for ISU members last year was $241 million, down from $391 million in 2021; services provided 149, down from 189 the previous year; and 26 LOF cases compared with 29 in 2021 resulted in revenues of $66 million, down from $122 million in 2021.

In wreck removal, which ISU president Captain Nicholas Sloane describes as “an important source of income for members of the ISU”, income almost halved to $55 million (from 32 services) compared to $108 million from 56 services in 2021.

All four areas indicate notable decreases during 2022 and any suggestion that investment in such an important sector may be subsequently affected should be of concern for the shipping community in general. This does not only apply to the insurers who often foot the final bill when disaster strikes, but for society as a whole, who would be affected if the salvage industry’s often unrecognised actions in protecting the environment were watered down.

People are quick to count tonnage of oil spilled and numbers of containers lost overboard, without considering the quantities retained safely within the vessel by salvors’ quick and professional actions.

Figures are gross income from which contractors’ costs must be paid and relate to the year received, not the year when the service was provided, and can include revenue related to services provided in previous years with an element of “time lag”.

Not only can initial salvage services last over extended periods (casualty vessels may be secured while operations pause during bad weather, or for the passage of winter seasons) but separate wreck removal contracts may not materialise until long after the initial loss and extend over equally long periods.

Income and statistics

Captain Sloane says income for ISU members showed a 38% decrease compared with the previous year, with Emergency Response services generating $166 million split between LOF ($66 million) and other contracts at $100 million.

“Wreck removal income has nearly halved, dropping from $108 to $55 million,” Sloane said. “Economic conditions are challenging and activity and income for our industry is volatile year on year. The general trend towards a smaller number of larger and more complex cases enhances that annual variability.”

Short or medium-term influences can be reflected in such year-on-year statistics.

“The numbers in this survey reflect the period when the world was still fully contending with the Covid pandemic, which made operations and logistics more challenging,” he says. “Throughout those difficult times ISU members showed time and again their problem solving and willingness to

overcome obstacles to provide services to their clients, the shipowners and their insurers. And, taken alongside the ISU’s pollution prevention statistics, these numbers demonstrate a dynamic industry which, in most years, performs some 200 salvage services.”

The document includes bar charts with figures dating back to 2018 which, given the time scales often involved and mentioned above, can perhaps be considered short term. They indicate a mixed picture of ups and downs but the important ‘gross revenues all sources’ indicates a downward trend over the period.

Wreck removal income has nearly halved, dropping from $108 to $55 million

The statistics are collected from all ISU members by a professional third party, which aggregates and analyses them and does not include revenues from non-ISU members but are said to be the only formal measure of the state of the marine salvage industry.

One could interpret these figures as a sign that the shipping world is getting safer, which by some measures it certainly is, but it could be wrong and dangerous to assume that emergency response capabilities can be allowed to decrease accordingly.

With larger ships carrying increasingly more dangerous cargoes, leading to greater complexity for salvors, alongside increased demands for success by coastal states as well as vessel and cargo owners and insurers, investment in the industry at a time of falling demand and income arguably needs to be greater than ever if the industry and society in general wishes to avoid catastrophic financial and environmental losses.

n Wreck removal income almost halved in 2022 compared with the previous year

Source: Peter Barker

Svitzer says it has progressed to the second phase of its work in designing a methanol hybrid fuel cell (MHFC) tug with naval architect Robert Allan.

The firm says it has already carried out established feasibility to make sure it can meet the operational requirements of a tug.

It will then complete the design, scope considerations for build and select equipment.

“The MHFC tug will use an electric propulsion system with methanol fuel cells and batteries, delivering a self-sustained tug with longer endurance and fewer operational constraints than a purely battery-powered vessel,” says Svitzer. “It will use methanol fuel cells and batteries, delivering a self-sustained tug with longer endurance and fewer operational constraints than a purely battery-powered vessel.

“Secondary methanol-fuelled generators will provide back-up power without needing a secondary fuel. Calculations indicate that the MHFC tug running on green methanol would reduce CO2 emissions by about 1,300 tonnes.”

Robert Allan’s TRAnsverse tug design will form the basis of the vessel, and the batteries and fuel cell system will be sourced from other companies.

Svitzer is ramping up its methanol

SVITZER MOVES INTO NEXT METHANOL FUEL CELL PHASE

exploration. In April it signed an MoU with Caterpillar Marine for solutions that could give Svitzer the option to use it across its fleet.

Svitzer is not the only one. In May, Damen and Boluda announced a partnership to launch a methanol-powered tug.

n Maasluis-based Dutch ocean-going museum tug Elbe has emerged from drydock following its five-year special survey that found the 64-year old vessel to be in “excellent condition”.

Passion among the Dutch for their long and prestigious towage and salvage heritage is well known, Elbe providing no better demonstration of how that heritage can be preserved. But nothing happens without the goodwill of volunteers and importantly professional service providers essential to keep the tug running and thanks have been passed on to Aegir Marine for propeller polishing services, MME Group for prop-shaft thickness measurements and magnaflux testing, Lloyd’s Register for its wise advice and support (in record time), and Damen Maaskant Shipyard for in the volunteers’ own words: “Their great support in helping us keeping the old girl in service.”

n Schottel has received confirmation from external sources of the increased performance of its RudderPropeller Dynamic SRP-D thruster when used for dynamic positioning.

Schottel’s range of thrusters is a popular choice for tug owners, their capabilities for applications requiring dynamic positioning

making them suitable also for tugs and workboats requiring DP in their repertoire. Investigations into the effect of DP thruster response, carried out in cooperation with Netherlands-based MARIN and Polish ship designer MMC, demonstrated much improved position accuracy and enhanced operability of the vessel.

n Crowley has agreed a long-term charter with Brusco Tug & Barge for the 96tbp tug Artemis, which is reported as expected to

serve the ports of Los Angeles and Long Beach.

Artemis joins three other Tier IV-compliant sister vessels Athena, Apollo and Hercules, all of which meet strict US emissions standards. The powerful tugs are also equipped to provide the operators with remote performance monitoring to increase efficiency and versatility of operation.

n The preserved Dutch museum tug Elbe manned by volunteers is fully certificated to carry fare-paying passengers

Source: Peter Barker

WORLD LARGEST CABLE-LAYER FOR £20bn SUBSEA PROJECT

Designs have been completed for a vessel that will be twice the size of the world’s current largest cable-lay vessel, Prysmian’s Leonardo da Vinci.

The vessel is being built for a £20 billion (€23.1 billion) marine civil engineering project to lay 3,800km of subsea cables from Morocco to southern England.

The Xlinks project aims to send electricity generated in the Moroccan desert by solar panels and 600 wind turbines to Devon, in the south of England, where it will be connected to the grid and should supply up to 8% of the country’s electricity demand.

Project director Richard Hardy said the nature of Morocco’s sun and wind resources meant electricity could be generated for up to 20 hours a day, probably more.

“It’s not full load base generation, but having some flexibility in being able to use that battery storage to deliver power when’s needed works really well when you’ve got lots of optional wind and solar built in and connected to the UK itself.”

He says an area of desert the size of Greater London –about 15,000km2 – has been leased from the Moroccan government for the generation site.

XLCC incorporated

Pioneered by entrepreneur Simon Morrish, Xlinks soon found it had to take on the cable manufacture itself as it was unable to find any that could deliver the amount it requires in the time it requires them.

The solution was incorporating the company XLCC, which will be led by project director Alan Mathers, formerly of Xlinks.

XLCC will build up to three cable-manufacturing factories, the first of which has already received planning permission and will be sited in Hunterston, one of the most deprived areas of Scotland, providing hundreds of jobs.

Just one type of cable will ever be produced in the factory – the 525kV HVDC submarine cable designed for the Xlinks project but also suitable for most offshore wind farms.

It will be built in 20km sections, joined together in one 160km length and laid a piece at a time from the new vessel – more of that later.

“Other competitors make land, subsea, different voltages of cable, but we’re not going to,” says Mathers. “We are set up at scale and we’re only going to produce one thing so that we can do kilometre after kilometre of the same thing without having to stop production to change specifications or machines.

“The size is a sweet spot for the next 10 years or so. Some of the offshore wind farms want it already, and we’ve already got 11.6GW under MOU without Xlinks, which means 2,600km of cable.

“Some developers are saying they want 330kV and not 525kV, but we can make it cheaper than 330kV and they can still use it without it being stressed, so it’s proper game changing for the industry. If our cable gets damaged we can repair it easily because all we will have are the means to repair that specific type of cable.”

The factory, at Hunterston in western Scotland, is to be built on the site of an old coal yard on 800m x 400m of land.

Because the cable insulation cannot be done horizontally – it takes too long to harden and would therefore drip and be

misshapen before the entire length was firm – a 185m tower will have to be built so it can be dried vertically. This tower will be the tallest structure in Scotland.

Mathers says the first spade should break ground next year, and plans are already being set out for a second and third, such is the confidence in this kind of manufacturing model.

Cable-lay super vessel

Prysmian’s Leonardo da Vinci can carry about 14,000 tonnes of cable, Alan Mathers says. XLCC’s new vessel will carry almost double that.

“Ours will have two carousels under the deck, each able to carry 13,000 tonnes of cable, plus a smaller carousel for the fibre optic cable that runs alongside,” he says.

“The super structure of the vessel is right in the centre of the ship, rather at one end, completely unlike any offshore vessel. If you have to re-purpose a vessel you can do it easily

n Xlinks cable route from Morocco to southern England

n XLCC’s HVDC cable

if the super structure is on one end. If it’s in the middle you can’t do that, but you won’t need to. It means the vessel is much more stable, efficient, and the centre of rotation is in the middle of the boat.

“We are going to be in this game for more than 25 years and we want to design vessels that are fit for our purpose and not for anything else – we don’t want a generic vessel.

“It’s also going to be green. It will be hybrid so it can go in and out of port on electricity, and we are looking at putting in engines running on methanol to start with.”

The vessel has been fully designed by the Norwegian firm Salt, and will be built in Asia, he says, without giving away a more exact location or price tag. All funds, he says, are being raised privately.

ROVs will carry out the trenching work, either ploughing or using jets to create a trench, then it will either self backfill or be covered over, depending on seabed conditions, he says.

“We have to get seabed permissions from France, Spain and Portugal, and also work out how to cross 68 cables that are there already,” he says.

At its deepest, the cable will be 700 metres below sea level. There will be four 1.8GW cables laid plus the fibre optic health monitoring cable alongside, and 24 joints along the length that will be fixed along the route by raising the cable up to the surface. It will all be done by ROVs, which are still to be finalised.

Top team

XLCC has gathered a team of big hitters to advise on all aspects of its engineering project.

Former Tesco CEO Dave Lewis has been appointed chair, and Ian Douglas, the former CEO of subsea cabling services provider Global Marine, appointed CEO.

Ex Rolls-Royce chairman and BP board member Ian Davis is one of the board’s advisors, along with Paddy Padmanthan, president and CEO of ACWA Power, Valaris CEO Thomas Burke and high voltage engineer with NKT and ABB Marc Jeroense. SolarVentus managing director Mark Budd has been appointed board director.

Already having invested in the project are energy firm Octopus and the Abu Dhabi National Energy Company, which is known as TAQA and run by the UAE government.

Xlinks is in talks with the UK government to get approval to go down the Contracts for Difference route for funding, and given the amount of time spend in discussions is confident this can be achieved.

Simon Morrish has personally funded a large amount of the project so far along with private investors he has brought on board, says Richard Hardy.

“This is a very large project,” says Hardy. “What is driving the timeline is the subsea aspect because there’s a lot of work to do, but it means we would be looking at the end of 2030. Once that’s in place it only takes another two years to get the system operational.

“One of the key points for me is yes, this is a very long offshore cable route. But there’s been a definite trend in the market for longer and longer subsea HVDC interconnectors, and in many respects this is doing more of the same along a longer route rather than re-inventing the wheel.

“We are not sitting around waiting for some huge technological breakthroughs: all the pieces are already there.”

n Rendering on what will be the world’s largest cable-laying vessel, double the size of Prysmian’s Leonardo da Vinci

n Site of XLCC’s HVDC cable factory in North Ayrshire, Scotland

n Left to right: XLCC project director Alan Mathers; Xlinks project director Richard Hardy; Pioneer: Simon Morrish

TUNNEL ELEMENTS CAST FOR FEHMARNBELT LINK

Tunnel elements for the longest immersed tunnel in the world are being cast at the world’s largest concrete element factory in Rødbyhavn, Denmark.

The first 24 metres of what will be an 18km tunnel joining Germany and Denmark have been cast so far, by Femern Link Contractors.

In total, 79 tunnel elements, each 217m x 42m, and nine metres high, will be produced from nine castings or segments, each 24m long. Another 10 elements will be cast in different sizes.

The first element is due to be immersed in the Fehmarnbelt in 2024 in a tunnel trench, which is currently being dredged. More than 90 per cent of the dredging operations have now been completed, the project managers say.

Once set, the elements are pushed out to a dry dock one by one and sealed at both ends with a bulkhead before being towed by tug and lowered onto the seabed.

With millimetre precision, they are fitted together, water is pumped out and a partial vacuum ensures they are locked together.

A layer of protective stone then covers the elements, and over time this will in turn be layered naturally with gravel and sand.

Plans for the Netherlands to store carbon dioxide 3km beneath the North Sea have been rubber stamped by the Council of State, which has ruled the project is ecologically sound.

‘Porthos’ – which has been obtained from Port of Rotterdam CO₂ Transport Hub and Offshore Storage – has been conceived by the Port of Rotterdam and energy firms Gasunie and EBN to cut the amount of CO2 emitted by industry operating at the port every year over the next 15 years.

The parties aim to pipe millions of tons of carbon dioxide to depleted gas fields 20km offshore until available capacity of 37 million tons is reached in sealed hubs beneath the seabed.

Once capacity is reached, it is not clear what happens – although the project leaders say they are ‘investigating the possibilities for a sequel’.

Collected CO2 will flow ]] as a gas under 35 bar of pressure through an onshore 108cm diameter pipeline, which will be housed within an existing pipeline corridor through the Rotterdam port area for about 30km out to a compressor station at Maasvlakte.

Here, the CO2 will be compressed to 130 bar for transmission to the P18-A offshore platform, a former gas platform, through a

The tunnel will start and finish in Lolland in Denmark and Fehmarn in Germany. As well as containing by road, a railway track will

PLANS FOR SUBSEA CARBON CAPTURE GIVEN GO-AHEAD

22km pipeline about 40cm in diameter under 130 bar of pressure.

The collected carbon dioxide will be stored in the pores of the sandstone substratum that used to contain natural gas, the project leaders say. As gas was extracted the high pressure there was relieved, but as it is replaced by CO2 it will rise again. The depleted gas field is cased in metal and will now be fitted with a new inner tube to make sure the CO2 does not leak. Once filled in about 15 years’ time, the well will be sealed with plugs.

The Dutch project allows for 2.5 million tons of carbon to be captured and stored each year.

Details of the infrastructure required have not yet been released but the project is slated to commence by the end of next year.

According to statistics body Statista, the two largest carbon capture and storage sites currently operating in the world are tied at seven million tons per year: the Petrobras Santox Basin Pre-Salt Oil Field in Brazil and the Shute Creek Gas Processing Plant in the United States.

accommodate a 200km/h train that will connect Hamburg with Copenhagen in less than three hours.

n Graphic of the proposed carbon capture and storage site offshore Rotterdam

TO JUNE 202 4 Southampton United Kingdom

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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 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

More than 2,000 properties should get protection along 4.5km of coastal defences in what the UK government is calling a vital project to manage the threat of flooding.

Rock rolls, which are bundles of aggregate tied up in netting, are being installed by Jackson Civil Engineering, which is part of One Group Construction. They will be used to restore the embankment at Stallingborough along the River Humber near the coast in a third phase of sea defences coming after the repair and strengthening of sea walls.

Other rock armour will be installed along three kilometres of the flood defences, with four river outfalls being repaired and improved.

Some minimal culvert works – tunnels allowing streams to flow under roads – will also be put in.

The work is anticipated to take three years, the Environment Agency says, and when completed will protect ‘nationally important’ infrastructure such as major roads and railways, major industry, areas outline for development and 1,200 residential properties.

“Low-lying communities along the Humber are at high risk of tidal flooding and rising sea levels,” said operations manager with the Environment Agency Dom Freestone.

“Works to improve flood defences are vital

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.

€34m ESTUARY FLOOD DEFENCES GET UNDER WAY

to manage that threat and will help drive business confidence and investment in the area, But despite our best efforts, flooding can still happen.”

Stallingborough is just a part of wider efforts to manage tidal flood risk across the Humber

estuary, which was first outlined in 2008.

Nationwide, the government has earmarked £5.2 billion (€6.7 billion) for flood defences to be in place by 2027.

n Port of Cherbourg, owned by Ports de Normandie

£29 million (€34 million) flood defences have got under way in the east of England, where in 1953 devastating floods prompted coastal walls to be built

NEW TUG HAVEN FOR ROTTERDAM

Port of Rotterdam has announced construction of a new tug haven as part of its ‘widening Yangtzekanaal’ programme to accommodate expansion of the container terminals at Maasvlakte 2

Boluda Towage, Fairplay and Svitzer are among the providers of shiphandling tug services throughout the port of Rotterdam’s expansive estate. There are different towing requirements however between the upper reaches of the port, such as at Waalhaven, near the actual centre of the city, and the huge container, bulk and petroleum terminals at Maasvlakte (one and two) on the coast.

Dedicated tug berths are located throughout Rotterdam, including at Scheurhaven on the Rozenburg peninsular, Tennesseehaven and Prinses Margriethaven, but as the port has expanded westwards so tug berths have to follow to avoid excessive transit times. Boluda’s extensive location at Scheurhaven, for example, is around 15km (by water) from the APMT2 and RWG container terminals in Prinses Amaliahaven.

The ‘widening Yangtzekanaal’ programme involves expanding the canal, which was built in 2012 when the former Yangtzehaven was dug out, connecting the new harbours at Maasvlakte 2, including Prinses Amaliahaven, Prinses Arianehaven, Prinses Alexiahaven and other harbours, with the open sea.

An extra 2,400m of container terminal quay wall is being constructed in Prinses Amaliahaven, which will increase traffic significantly in the Yangtzekanaal. The Euromax container terminal is also on the north side of the canal.

The Port Authority therefore intends to widen 1,400m of the Yangtzekanaal to the west of the existing Antarctica quay before 2030 by constructing a quay wall with waiting berths for inland shipping. Work will also include dredging to increase water depth.

For the additional tug berths, the canal will be widened on the south side over a length of 500m to accommodate 12 berths. A recent consortium comprising Hakkers, Van Oord and De Klerk signed contracts with Port of Rotterdam Authority to build the tug quay.

The choice of the consortium is in line with the authority’s commitment to sustainable port development, with Hakkers, Van Oord and De Klerk making construction more sustainable by using electric equipment, thereby reducing CO2 emissions during construction.

“The consortium has also demonstrated that they add a lot of value through the measures offered to prevent disruption and damage,” the port said. Construction is due to begin later in 2023 with completion scheduled for spring 2025.

Rotterdam terminal partners Samskip in shore power

Rotterdam Shortsea Terminals (RST) and Samskip have launched a new shore power connection to tackle CO2 emissions produced by vessels at the dock.

The shore power solution is the first of its kind for a container terminal in the Netherlands.

“RST is committed to be a frontrunner in energy transition and is taking a leading role in the port of Rotterdam to work on practical solutions to serve the planet and RST’s customers,” said CEO Arno Storm.

“I am truly proud to be able to say that we are the first container terminal in the Netherlands which has a shore power connection. For me, keying in on the path towards CO2 neutrality means partnering with customers and suppliers and I am thrilled that together with Samskip, HES and Jolectra, we have been able to take a first step.”

The new shore power endeavour was largely possible through the expertise of Harbour Electronical Services (HES) which both prepared and outfitted Samskip’s shortsea vessel “Innovator” to receive shore power. The power supply unit at the quay of RST has been installed by Jolectra.

The European Commission has made clear that onshore power supply systems are a critical step towards the decarbonisation of the shipping sector.

For the entire shipping sector, shore-side electricity is expected to reduce CO2 emissions by five megatonnes of CO2 per year (3.7% of global shipping emissions).

With this joint iniative, Samskip is also moving forward in its preparation for the FuelEU Maritime regulation, which will require shore-power connectivity from 2030 onwards.

Samskip vessels are already using a variety of means to reduce emissions including bio-fuel, CO2 capturing systems, WASP (Wind Assisted Ships Propulsion) and shore power.

The company has set itself ambitious decarbonisation targets for the upcoming years with a clear aim to achieve net-zero emissions by 2040.

n Boluda’s facility at Scheurhaven is one of several serving Rotterdam’s tug fleets

Source: Peter Barker

n The shore power solution is the first of its kind for a container terminal in the Netherlands

PD Ports has dug deep to buy a dredger for the River Tees to replace its 50-year-old workhorse.

Already named Emerald Duchess, the new dredger has been ‘future proofed’, PD Ports says, with the capability of swapping between battery power to hydrotreated vegetable oil (HVO), which some call ’renewable diesel’.

“It is also ready for future innovation, with hatches above the engine room to allow power units to be swapped out for modern fuel cells as the technology matures, using methanol or ethanol fuel,” PD Ports says.

“Extensive modelling, using computational fluid dynamics, has taken place to create a hull that is as refined as possible while moving through the water to minimise fuel consumption.”

Emerald Duchess will be 71 metres long and is currently under construction at a shipyard in Poland. She will be able to carry 2,500 tonnes and hold up 2,000m3 of dredged material.

“The Emerald Duchess represents a major investment in our conservancy operations as SHA and shows our high level of commitment to the socio-economic development of the River Tees and the wider region,” said Frans Calje, chief executive officer of PD Ports: .

PSD PORTS SNAPS UP €27m ‘FUTURE-PROOF’ DREDGER

“The vessel is a step ahead in terms of crew safety and sustainability, using low-emission fuel and an innovative layout to make it more fuel efficient.

“Every investment we make is targeted to keep our environmental impact to a minimum, while also supporting the growth and success of the region and the commercial operators who rely on the river.”

“The battery and DC-bus system-based power management system is an expansion

of Neptune Marine’s innovative approach to future proof sustainable shipbuilding and operation,” said Benjamin Grefkens, director Neptune Marine.

The new vessel is due to be delivered after trials in the Netherlands in 2024. She will be crucial for legally agreed levels to allow commercial vessels along the Tees for vessels at depths of up to 17 metres.

The Cleveland County will be stood down after 50 years on the Tees.

n Emerald Duchess

Van Oord’s Vox Apolonia has been contracted for dredging and maintenance work by one of the UK’s largest port operators.

The vessel is being touted as a more environmentally friendly dredger because it runs on Liquefied Natural Gas (LNG), which is considered to have a lower carbon footprint than diesel.

Van Oord also says it reduces nitrous oxide emissions by 90% and totally eliminates sulphur emissions.

“We’re constantly researching and investing to bring our fleet to the next level in terms of sustainability,” said Marine Bourgeois, project manager at Van Oord. “We have our own commitment to achieve net-zero emissions by 2050 and the Vox Apolonia is the next step towards that goal.”

The 137.5m x 27.6m trailing suction hopper dredger was only built last year (2022) and will work alongside three other vessels that will dredge the Liverpool channel and docks.

“We are always looking for ways to reduce our impact on the environment across our port

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FUGRO TO RUN OFFSHORE WIND FARM STUDY

A joint venture between Ørsted, Simply Blue Group and Subsea 7 has appointed Fugro to conduct a metocean survey for the proposed Salamander offshore wind farm project

Located 35 kilometres off the coast of Peterhead, Scotland, the 100MW project will use innovative floating offshore wind technologies to help the UK achieve its net-zero ambitions.

Huw Bell, project director for Salamander said: “As a pioneering floating offshore wind project, there are technical factors which must be key considerations as we begin to develop the Salamander site.

“It’s crucial that we understand the influence of the environmental conditions our turbines will be required to operate under. The metocean survey conducted by Fugro will not only be an asset in terms of deciding our windfarm design, but also any future operations and maintenance schedule.”

Scheduled to begin in September, the survey will run for approximately twelve months and gather essential meteorological, oceanographic and environmental data to help inform the wind farm’s design and operation as well as support the planning application.

Two floating SEAWATCH Wind Lidar Buoys and a Wavescan buoy will be deployed, measuring wave height, wind and current speed and other region-specific metrics.

The metocean survey and others will be conducted by Salamander before starting the environmental impact assessment and habitat regulations assessment. The project

team aims to submit the necessary consent applications by early 2024.

The Salamander floating offshore wind farm will reportedly generate enough green energy to power up to 100,000 Scottish homes. It will also provide insights for future commercial-scale developments in Scottish waters, ahead of the larger-scale ScotWind buildout.

Scottish ROV inspects Brazilian pipeline

Engineering and construction firm, Subsea7 has successfully operated a remotely operated vehicle from Scotland to carry out repair work 9,400 km away in Brazil.

The work, which included pipeline inspection and light intervention tasks, was part of an ongoing contract to provide inspection, repair and maintenance services for Brazil’s state-owned Petrobras.

“This was a major milestone for Subsea7,” said Alan Gray, ROV and Autonomy manager. “The maturity of our remote piloting systems has been demonstrated here and shows how new technologies alongside new ways of working, can lead to more sustainable operations.

“Subsea7 has deployed remote piloting systems on ROVs in the North Sea region, but this demonstration was

our first remote piloting operation conducted for Brazil.”

The project involved a remote piloting upgrade of the work-class ROV system on board an ROV support vessel. Real-time remote control was achieved via a secure, high-speed communications link to Subsea7’s Aberdeen onshore control centre. Subsea7 also has two onshore control centres in Stavanger, Norway.

“This project is an example of our ongoing collaboration with Subsea7, with the successful remote piloting trials delivering a high quality of operations across a variety of IRM activities,” said a spokesperson for Petrobas.

n A Fugro SEAWATCH Wind Lidar Buoy

Source: Fugro

As a pioneering floating offshore wind project, there are technical factors which must be key considerations as we begin to develop the Salamander site

n Fixing pipelines 10,000 km away is possible with an ROV

SPECIAL FEATURE: DEEP DIVE INTO METHANOL, Part 1

There’s a welter of interest in methanol as a marine fuel, but how does it line up for workboats, and tugs in particular? Stevie Knight takes a dive into methanol.

Harbour and ship assist tugs are in a bind. They’re under pressure to clean up but many alternatives fall short: compressed hydrogen and batteries need to keep returning for a top-up, while others rely on cryogenic or bulky kit.

By contrast methanol, with its low-emission combustion and green, low-to-no carbon variants, seems an achievable win. However, it comes with inherent challenges.

“The energy trapped within methanol is quite low – it’s about half that of diesel,” says Kerrie Forster, CEO of the Workboat Association.

“The issue is partly endurance but for tug operations there’s another, arguably more important characteristic. The engines of a ship assist tug are subject to extreme loads, similar to, say, a bulk carrier.” This means it has to meet the demand with a high torque output.

The issue is that methanol has an extremely low cetane number (<5), with inherent compression-ignition resistance, so burning methanol in diesel-cycle engines usually requires a pilot fuel to set off the combustion.

Currently many are port fuel injected (PFI) systems, introducing methanol into the intake manifold. It’s easier to achieve, but the result falls short of diesel’s almost instant load response.

Injection and speed

But it’s not just about the type of injection: so far, these dual-fuel designs are all medium speed.

“In general, a medium-speed engine will not respond as quickly to throttle input as a modern high-speed engine –regardless of cylinder head configuration,” says Peter Soles, Marine Operations & Business Development at specialist naval architect Glosten. “This is mostly just the nature of the medium-speed beast: the engine itself is larger and, by design, it turns more slowly.”

This, he says, can be an issue, especially for tugs.

“A ship assist tug reacting to commands from a pilot sees extremely dynamic loads. Particularly in a tight waterway, the throttles need to respond pretty quickly and the power needs to be immediately available. Many operators won’t be interested if the engines don’t respond fast enough.”

Some are making inroads into the issue. Wärtsilä, for example, is offering a direct injection version that has good load uptake – but this gives rise to another dilemma: space.

This is going to be challenging. As Wärtsilä’s Stefano Canterut, manager Portfolio Management - Energy Saving Technologies, told MJ, there’s the IGF Code amendment that has cofferdam stipulations to prevent leaks into machinery or personnel areas and fuel tanks that might double in size to retain the same endurance.

Moreover, these direct-injection engines have further demands – they need high-pressure delivery, but regulations impact layout.

“Rules require that fuel treatment units will have to be placed into a separate compartment and not into the engine room,” says Canterut, although he adds it’s best to get it as

close as possible: a shorter run from the high-pressure pump avoids any possible impact on engine load capabilities. Embracing this can be tricky.

But as Soles says, medium-speed engines are generally much larger than their counterparts anyway.

“Modern ship assist tugs, typically between 80 and 105ft [24 to 32m], will find it extremely challenging to fit mediumspeed engines in the available machinery space,” he says. “Enlarging the boat would mean exceeding the size envelope that’s most suitable for ship handling work.”

So can a modern escort/assist tug be outfitted with a direct fuel injection medium-speed methanol engine and safely carry out its duties?

“Absolutely,” says Soles, “but it won’t have the same feel as, say, an 80ft harbour tug with high-speed diesels. There is irrefutably a performance trade-off. You sacrifice some quickness and agility with medium-speeds, no question.”

Still, they remain a useful option for ocean towing and escort vessels.

“It’s fine for a big line-haul tug where the job is to get hooked up, get out in front of a barge and pull it to its destination,” says Soles.

For example, Kotug Canada’s Salish Sea project will likely have direct-injection methanol power partly because, says Lawren Best, director of Design Development with Robert Allan, “it’s a very environmentally sensitive region”.

n Could methanol clean up tug operations?

Source: Wärtsilä

The issue is that methanol has an extremely low cetane number (<5), with inherent compression-ignition resistance, so burning methanol in diesel-cycle engines usually requires a pilot fuel to set off the combustion

These will be operating from Vancouver all the way to the Pacific Ocean on a 170nm run. However, as Best admits, fitting everything in from fuel prep stages to larger tanks (plus extra for oil recovery) has been demanding.

Environment

It’s worth noting even if the methanol is green, not grey, these methanol engines still have some environmental impact.

According to webinar info, Wärtsilä offers a “proven multiinjector head”, but this needs to accommodate diesel throughput, not just as pilot ignition, but as a straight backup – and while unconfirmed, it seems its WL32M runs about 8% diesel pilot fuel: this could be lower but using the same injection heads for both types of fuel is a pragmatic solution.

So while Cantarut underlines that Wärtsilä’s newest designs are capable of staying in ‘methanol mode’ all the way from 10% to 100% MCR, this still leaves a small but significant amount of diesel in the mix.

It’s even more of an issue with PFI systems.

Soles points out that carbon savings will be affected if your operations habitually entail extreme loads that cause a peak in diesel consumption – so operators need to do their sums. “There’s no point installing expensive kit if you’re mostly going to be running diesel,” he says.

High speed

Forster predicts further change. After all, like early diesel automotives, “methanol engines will evolve,” he says, “but it’s going to take a bit of time before we get to the power and torque we need within a practicable footprint.”

Some of this might fall to higher RPM engines. They’re smaller, and they can respond faster. Certainly, high-speed dual-fuel methanol models from manufacturers such as Wärtsilä and Caterpillar are in the pipeline: the former isn’t yet sharing a timeline, the latter is expected to start deliveries in 2025.

However, ScandiNAOS is already offering a single-fuel, high-speed alternative.

Based on the Scania Marine model, its 415kW (560Hp) engine can run up to 2100 RPM. It uses an ignition-enhancing additive “to give the fuel diesel-like properties,” says CEO Bengt Ramne, paired with a direct-injection delivery.

“The step load performance is outstanding and it doesn’t really have one sweet spot, so there’s very stable operation and good fuel efficiency over a wide load range,” he says.

In fact, it returns between 40% and 46% efficiency from 25% up to 100% MCR.

Ramne says these engines achieve Tier III and Stage V inland waterway compliance without after-treatment –there’s no SOx, almost no particulates and a reduction in NOx of between 50% and 70%.

A hybridised arrangement can go even further at enabling very efficient, on-demand torque, and take a load off to boot.

As Soles explains, Glosten’s methanol-running SA-100, a 32m ASD ship handling tug is to feature a pair of high-speed Caterpillar 3512E engine-generator sets, but it’s also configured as a serial hybrid.

That allows both low-speed battery operation and electrical ‘boost’, such that 90t of pull can be achieved without having to size the engines to meet the full demand. Soles adds that the configuration of the electrical distribution system results in an overall more flexible power plant.

Combustion alternatives

The future looks interesting as methanol-fuelled designs are reaching beyond straightforward combustion and into fuel cells.

Ben Craig of the UK’s Maritime & Coastguard Agency says, they really need to be paired with batteries, “because high loads can shorten their life expectancy”. Together, these technologies allow longer endurance and fewer operational constraints than a purely battery-powered vessel.

Svitzer and Robert Allan are together developing a methanol hybrid fuel cell tug, using Svitzer’s TRAnsverse design as the platform. This is interesting as direct methanol fuel cells (DFMCs) are a relatively recent cousin of the better known proton exchange membrane (PEM) FCs.

Although these do appear to have power limitations, incorporating energy storage can, again, mitigate this aspect. The RA/Svitzer tug design cleverly utilises secondary methanol generators to provide backup without bunkering another fuel.

Then there’s e1 Marine’s 28m Hydrogen One towboat, with its impressive four to five-day endurance.

On board, hydrogen generators convert the methanol to very pure H2 at the point of consumption, eliminating H2’s logistical and technical challenges.

This gas is piped to a bank of PEM fuel cells, their electrical output feeding both grid and batteries, which gives the power a boost when necessary. It is a chunky installation but the designers are confident the footprint will reduce over time.

n Robert Allan’s methanoil design for Kotug Canada fulfils the demand in an environmentally sensitive region

Modern ship assist tugs, typically between 80 and 105ft [24 to 32m], will find it extremely challenging to fit medium-speed engines in the available machinery space. Enlarging the boat would mean exceeding the size envelope that’s most suitable for ship handling work

n Fuel cells pair up with hydrogen generators and batteries on board the Hydrogen One towboat

MORE WIND FARMS AWARDED IN GERMAN NORTH SEA

Energy company RWE has won the right to develop a second Nordseecluster in the German North Sea

Germany’s Network Federal Agency announced that two sites could be developed and operated by RWE to deliver 900MW on top of the nearby 660MW Nordseecluster A currently in development by the company.

The latest award will be named Nordseecluster B, and each cluster will comprise two wind farms, making a total of four.

RWE CEO Offshore Wind Sven Utermöhlen said the company was ‘driving forward the expansion of RWE’s offshore wind power fleet in Germany at full speed’.

“Our portfolio already includes six offshore wind farms off the German coasts,” he said. “This auction success at attractive conditions significantly strengthens our position. It is also a good signal for the energy transition. Every newly built wind farm increases green electricity supply, which is crucial for lower electricity prices in the long term.”

Nordseecluster A is scheduled to come fully online in 2027, B two years later.

Norway-based subsea service company DeepOcean announced it has been hired for services at the Nordseecluster A wind farm two weeks after chartering an unmanned vessel for subsea repair and maintenance work.

DeepOcean will take on the project managing and engineering, offshore preparation work such as survey, trenching, boulder relocation and cable route location, as well as burial assessment, offshore trenching and substation preparatory work.

It will also transport and install inter-array cables and conduct seabed surveys and monitoring.

DeepOcean is also supplying three of the vessels required,

namely the installation, trenching and walk-to-work vessels.

“We are very excited about supporting RWE’s plans for the Nordseecluster, where the merger of the four sites offers attractive economies of scale and allows the supply chain to reliably plan and leverage synergies,” said DeepOcean CEO Øyvind Mikaelsen. “Awarding the contract for the initial phase with the opportunity to provide our services for Nordseecluster B will allow us to significantly reduce the project execution risk.

“This is a risk-reducing measure that will benefit both RWE and us suppliers.”

In January, the German government set a target of 30GW of installed wind power capacity by 2030. By 2035 it has suggested there will be another 10GW added.

Recyclable workboat for tidal turbine

Maritime green tech start-up, ExoTechnologies, has delivered a fully recyclable, high-performance workboat to tidal turbine developers Orbital Marine Power to support its offshore operation.

The vessel, built using ExoTechnologies’ DANU composite material technology, will be used to transport engineers to Orbital Marine Power’s O2 off Orkney, reportedly the world’s most powerful tidal turbine.

ExoTechnologies chief executive Shane Mugan said the company was proud to support Orbital Marine Power’s work in the field of green energy.

“Innovation and making a positive difference through the development of a renewable marine industry is at the heart of the work of both our operations,” he said.

Built at Ultimate Boats, ExoTechnologies’

Glasgow boatyard, the new workboat is built from DANU, a groundbreaking composite material of superior strength capable of being reused repeatedly.

The 11 metre O-class RIB also features

ExoHull technology first used for supersonic bombers which is said to enable the boat to move more quickly and efficiently with less slamming.

With room for eight crew, the workboat has a wheelhouse, shock mitigation units and an operating range of 450 miles.

The O2 turbine has a 74m long hull structure with twin 1MW power generating nacelles at the end of retractable leg structures.

The floating structure is held on station with a four-point mooring system where each mooring chain has the capacity to lift over 50 double decker buses.

O2 has the ability to generate enough clean electricity to meet the demand of around 2,000 UK homes and offset approximately 2,200 tonnes of CO2 per year.

n RWE’s offshore wind portfolio for the German North Sea

n The fully recyclable workboat

US SELECTS OREGON AS NEXT OFFSHORE WIND AREA

America’s Bureau of Ocean Energy Management (BOEM) has announced new draft Wind Energy Areas (WEAs) off the coast of Oregon opening up the US west coast to offshore wind

It’s an announcement which has been applauded by the Business Network for Offshore Wind, which said that these new WEAs will contribute significantly to fostering greater market confidence in port investment, manufacturing facilities and supply chain companies in the region.

“We welcome the release of new draft wind energy areas off Oregon’s coast and applaud BOEM for maintaining its leasing schedule, which will build the industry’s momentum by going through timely auction processes,” said Liz Burdock, founder and CEO of the Business Network for Offshore Wind

”The US has an opportunity to emerge as a global leader in floating offshore wind; the development of a regionwide, not state specific, supply chain is critical to building the expertise and manufacturing base capable of supporting the industry.”

Wider benefits

Burdock said that the introduction of these new WEAs will not only benefit Oregon, but

Renewable energy firm OX2 has been given a permit to develop a 1.5GW offshore wind farm off the south coast of Sweden.

The Triton wind farm has received a Natura 2000 permit, which is not the final go-ahead but the next step in the approval process, which will need final government approval. Once that is obtained, the construction could start in 2027 with power to be generated by 2030.

Triton will be installed 23km off the coast of Skåne and OX2 says annual electricity generation is estimated at around 7TWh, which would supply around half of the electricity for Skåne County, at the southern tip of the country.

n America’s Bureau of Ocean Energy Management (BOEM) has announced new draft Wind Energy Areas (WEAs) off the coast of Oregon

California and Washington by attracting new investment and delivering reliable power to the Western grid.

The two WEAs cover more than 200,000 acres, which brings them in line with Oregon’s 3 GW planning goal passed by the legislature in 2021.

Critically, BOEM maintained the vast majority of the WEAs in water depths less than 1,300 metres deep. While this depth will require advanced floating technology, it remains within the capability of near-term technological development.

The news follows a flurry of increased activity in the US on WEA allocation and offshore windfarm auctions

There will now follow a 60-day public comment period starting on 15 August 2023, where BOEM will hold public meetings to outline data and information used to inform the draft WEAs and to discuss next steps.

The meetings will be open to the public, with one specifically designed for engaging the fishing community.

BOEM will also convene an Oregon Intergovernmental Renewable Energy Task Force meeting to discuss the draft WEAs and next steps in offshore wind energy planning in Oregon. Additional information on the webinars will be available on the BOEM Oregon state activities page.

1.5GW OFFSHORE WIND FARM WINS FIRST PERMIT FOR

SWEDEN

“In parallel we have initiated the application for a concession to connect to the grid and signed agreements with several major suppliers,” said Emelie Zakrisson, OX2 head of Development of Offshore Wind in Sweden with OX2. “With a construction time of

three years, Triton could deliver electricity before 2030.”

The wind farm is one of three that OX2 is developing with Ingka Investments in Sweden. OX2’s other two developments are Galene on the west coast, which already has government approval, and Aurora,

between the islands Gotland and Öland.

In Sweden as a whole, according to research firm 4COffshore, there are five offshore wind farms in operation but none is so far connected to the grid. A great deal of Sweden’s electricity is generated using hydropower.

With a construction time of three years, Triton could deliver electricity before 2030

BUBBLES BREATHE LIFE INTO TROUBLED WATERS

Seawork award winner Frog Environmental is offering a sound protection system for underwater piling works with very healthy side effects

While bubble curtains are becoming an established silt mitigation technology, they offer a lot more. Frog Environmental, which won the Diving and Underwater Innovations Showcase award at Seawork in June, has been called in to protect the salmon swimming through a £20 million (€23 million) redevelopment at South Shields on the River Tyne in northern England.

Technical director Leela O’Dea says that while everyone winces at the noise from pile driving, the underwater reverberations don’t just deafen fish – it can kill them. Furthermore nature – often a harsh taskmaster – can actually pull these migrating salmon into the danger zone around the old dockyards.

Installation on the Tyne

In a first for the UK, Frog Environmental worked with piling contractor John F Hunt Regeneration to install a 91m bubble cordon around the operation.

It’s a case of size mattering: the smaller the better.

The perforated hosing (by Canadian company Bubble Tubing) releases micro-bubbles between 1mm and 7mm. which yield a substantial amount of surface to air volume, enhancing oxygen transfer rates.

Deployment is not always straightforward, as every location comes with its own characteristics.

“We can manage 20-30 metres no problem,” O’Dea says, “but it adds an extra bar of pressure on the tubing for every 10 metres you go down… and the compressor has to be sized to account for this.”

The installation at the Tyne site also had to be capable of delivering 360 cfm at 100 psi: that’s not unusual, but it still means a disconnected link could whiplash upward with enough force to kill someone.

It is therefore vital that lines have whip socks covering every connection.

“You also have to think about the location and the trajectory of the line in relation to the water flow or tidal current,” says O’Dea. “If it disperses the bubbles before they reach the surface, then the curtain will be inefficient. Likewise if you’ve got a steep decline followed by an incline, the bubble flow is not going to be evenly distributed – there’ll be gaps.”

That means reviewing location or adding an extra line to yield the necessary uninterrupted curtain.

There’s also length to consider: after all, the system is designed to leak air. Pressure can usually be maintained across an extended area by balancing the demand between a series of linked curtains, but as with the Tyne project, the pragmatic answer is an installation that can be moved to wrap around the active hammer zone, rather than one over a kilometre long. In short, energy efficiency needs to be kept up and compressor size down or the whole thing quickly becomes unfeasible, says O’Dea.

So, did it work for the Tyne operation?

Independently verified results by Subacoustic returned a 99%

reduction in noise at 750 metres from the piling, well within the UK’s Marine Management Organisation demands. It also saved thousands of pounds in time costs for John F Hunt Regeneration, as work could continue on both tides, keeping the salmon’s migratory route open for the duration of the project.

Restoring water health

However, this nascent technology can do more than deaden sound: it’s also been used to keep litter, fish and jellyfish out from where they’d do damage or come to harm, such as a power station inlet. The air bubbles simply lift the jellyfish, seaweed and other debris to the surface, out of the way of the biggest suction forces.

It could also help bring back to life some of our most troubled waters. Many lakes and reservoirs are, beginning to succumb to a mixture of warmer temperatures with reduced oxygen capacity and nutrient rich run-off from intense farming practices. In the UK there has also been the release of raw sewage into places like Lake Windemere.

Increased nitrogen and phosphates from fertilisers and sewage super charge the growth of smothering weeds and toxic algae blooms such as cyanobacteria, depleting the water’s oxygen content. Unfortunately, anoxic environments also ‘unlock’ the phosphate in the sediment, says O’Dea, adding to the burden in the water column.

At this point, it’s all too easy to enter a catastrophic downward spiral as plant matter, dead fish and other aquatic organisms start to rot, leading to eutrophication – waters incapable of supporting life.

The answer is oxygen. Creating an oxygen-rich environment, especially at the sediment boundary, supports the organisms that thrive on organic matter, which in turn cycles the nitrogen out of the system. Further, it stops phosphates dissolving into the water, keeping it locked up in the sediment, says O’Dea.

n Bubble Curtain used to reduce underwater noise to protect salmon from piling works at South Shields

Source: John F Hunt Regeneration

OPINION: IT’S TIME TO TURN THE TIDE ON TIDAL ENERGY

Hydrosphere managing director John Caskey examines why such a promising technology as tidal power is still not popular.

Half of the UK’s renewable energy now comes from wind power, and by 2030 it will get a third of its electricity from offshore wind. But what do we do when there’s no wind?

Despite being the windiest country in Europe, some of Scotland’s wind turbines in the North Sea recently came to a standstill during so-called ‘wind droughts’. This is not something that happens with the tide.

Researchers from the University of Plymouth found that installing tidal stream systems, in addition to solar and offshore wind farms, is around 25% more effective at balancing energy supply with demand than relying on solar and wind technologies alone.

Tidal energy has an estimated potential capacity of around one terawatt, which is roughly equivalent to the total installed capacity of all renewable energy sources put together. It is also an infinite, guaranteed, predictable source.

It also has a high-power output because water is so dense – around 800 times denser than air, which means a tidal turbine will produce much more energy than a wind turbine of the same size.

Yet it’s been largely absent from the discussion of alternative renewable energies. Why?

Hurdles to tidal power

The most common tidal turbines are placed in a barrage (a dam-like structure) across the mouth of a bay or estuary, creating a reservoir that fills during high tide. As water flows in and out, it travels through channels fitted with turbines that generate electricity.

The other way is with stream generators, which operate in deeper water and create power using natural currents.

The main obstacle to tidal power is cost. This infrastructure can cost several times more than solar or wind installations and has typically been underfunded by government schemes.

UK tidal energy prices currently sit at around £260 (€301) per megawatt hour. But as technology advances and bigger economies get involved, these costs should decrease.

With the sector seeing increased backing, the Cost Reduction Pathway of Tidal Stream Energy in the UK and France report says the tidal market could see a cost reduction trajectory, taking prices down to £78 (€90)/MWh by 2035.

Although the tides are predictable and reliable, the intensity of sea waves is not constant, so the energy they generate can fluctuate. However, although this could mean back-up power is still required, the density of water is enough to power a turbine even when water is moving at low speeds.

The strongest currents are close to land, which means systems must be close to coastlines and can be limited to certain sites.

However, as the UK features the second-strongest tides in the world (after Canada), tidal power plants can be built further out to sea.

It has been debated that tidal barrages could affect local ecosystems and wildlife — and installing tidal stream generators may disrupt the seabed and threaten marine life.

However, extensive environmental assessments must happen before any tidal energy project is given the green light, ensuring marine life is put at the forefront and protected.

The future of tidal and wind energy

Taking into account the advantages and considerations of tidal energy, could a dual-edged approach be the answer to overcoming periods of high demand and low wind resources?

Because they naturally peak at different times, coupling tidal and wind power could go a long way towards creating a reliable renewable energy source.

Integrating offshore wind farms and tidal turbines with the same foundations can also help to reduce installation costs. Plus, if the two power sources can use the same ocean real estate, fewer navigation or data buoys will be needed around the site — meaning less maintenance and further cost reductions.

The industry group British Hydropower Association

These projects are across Great Britain, including Swansea Bay, Merseyside, the North Somerset Coast and the North Wales Coast

currently has projects under development that would deliver 10 gigawatts of new capacity by 2030 if they were to receive permission and adequate funding.

These projects are across Great Britain, including Swansea Bay, Merseyside, the North Somerset Coast and the North Wales Coast.

With research and experimenting by scientists, engineers and investors ramping up, the tidal energy industry will eventually reach a stage of development where pairing tidal and wind power is a practical reality.

Until then, the marine industry must encourage governments to join the conversation and explore how to bring early-stage tidal energy concepts to fruition — instead of remaining just a straw in the wind.

n John Caskey, managing director at Hydrosphere

"We have made sooo many new connections! Buzzing for day two, but not before a cheeky celebratory wine to finish an incredible day.

OPINION: TARGETLESS DP IS THE WAY FORWARD OFFSHORE

With the global offshore wind-energy market predicted to reach 240GW by 2030 (and double that by 2040), turbines and other infrastructure will become an ever more commonplace fixture on the horizon

Although they are essential to dynamic positioning (DP), cooperative targets, or reference points, on each new turbine structure could be a prohibitive cost.

Sam Wood, head of Product Management IA and Autonomous Vehicles at Navtech Radar, says W-band radar will be increasingly important in aiding situational awareness that depends on accurate, reliable and continuous position information so essential for DP and navigation.

Radar has been synonymous with the marine industry since its inception in the 1930s. Less well known is relative newcomer W-band, with its higher resolution and reliability at near-distance ranges where Lidar has usually been used with cameras and GNSS (global navigation satellite systems).

W-band is becoming increasingly crucial to the many applications we see in the marine sector today, in which the cost of collisions and congestion can be colossal.

The need for dynamic positioning

DP originated in the 1960s and developed with offshore drilling. As drilling moved into deeper waters, conventional methods like jack-up barges became inadequate.

DP technology has advanced. From its initial development with analogue controllers and limited redundancy, it has evolved into a sophisticated system with superior capabilities and is no longer restricted to maintaining a fixed position.

Modern DP systems offer the versatility of sailing an exact track, making them invaluable for tasks like cable and pipelaying, surveying, and other tasks to service wind farms.

A modern DP-equipped vessel relies on its position reference sensors to enable the advanced functions afforded by global and local references. Global references such as GNSS rely on globally visible satellites or other known global references to provide a position. Local reference systems provide a range and bearing to a local cooperative target, typically laser or Lidar position reference sensors.

Most of these platforms – oil and gas installations in the main – are equipped with laser targets that allow supply vessels to line up with the appropriate spot on the platform and then maintain position using DP.

In the growing seascape of wind farms there is a paucity of targets, which has meant new methods and systems being deployed to counter the need to fit every turbine with a target, each with their own electronics and inherent vulnerabilities, not least cost. The first on the scene was Lidar, which measures the time light travels to and from the target. Lidar has proved an accurate aid to DP: however it has disadvantages, and W-band radar is required for redundancy.

Why W-band?

As we explain in our recent report ‘Marine Report: Charting a Course for Marine Automation and the Role of Radar’, most GNSS systems cannot provide positional accuracy to less than 10 metres when they are close to large objects. This is due to signal blocking and multipath errors, the latter

occurring when satellite navigation signals are reflected off nearby structures such as other ships and now, wind turbines.

Lidar has a part to play: however it has limited detection ranges and severe limitations in adverse weather, sensors needing to be constantly attended to.

Radar is more robust. Most radar systems on ships operate on S-band and X-band. S-Band has a range of 74km or 40 nautical miles, but it is W-band radar (76-77Hz) that can deliver the most spectacular imagery and accuracy, with a 500m range. It is also independent of GNSS and infrastructure and highly resilient to rain, fog and glare.

Comprising a single 360° radar sensor and a small, lowpower processing unit, the picture it can acquire of its local environment can be used to output accurate odometry, in which it can use a local map that it builds to locate the position of the sensor, much as driverless cars do.

Using a single high-resolution sensor, the system uses radar images alone to provide accurate motion estimation in three degrees of freedom, x, y, angle. It can be used with a radar map for absolute positioning and outputs NMEA-style messages that can be used by downstream systems. In this way, the radar data can be integrated with data from other sensors such as GPS, GNSS, inertial data, laser, and sonar.

Future opportunities

The importance of navigation through congested seaways cannot be understated. Smarter solutions must be deployed that need minimal setup and cost, which W-band radar provides through enabling targetless positioning.

Developed in the UK, Navtech Radar’s Terran360 solution can enable autonomous navigation of boats in environments where GNSS cannot operate, in any weather conditions and at any time of day or night. This improves vessel productivity, operable 24/7 without fear of GNSS or sensor failures.

n Sam Wood, head of Product Management IA and Autonomous Vehicles with Navtech Radar

THE POWER OF AI TO AVOID SURFACE COLLISIONS

maritime autonomous surface collision avoidance system

Developed for an Indian shipping operator operating in the Mumbai region, this is the world’s first commercial vessel to feature this integrated ’perception system’ to support both crewed and uncrewed operations.

“In 2022 Robosys and SEA.AI first identified the need to provide the additional optical reassurance to crewed and uncrewed vessels, through providing the visual aspect of watchkeeping, thereby supporting COLREGS Rule 5 Visual Lookout, without fatigue and enhanced consistency,” said Nigel Lee, CSO, Robosys.

”It is great to experience the first vessel now utilising this unique and essential solution, which will contribute to helping create safer seas and potentially save lives.”

Intelligent navigation

Integration of Robosys’ Voyager AI intelligent navigation software together with SEA.AI’s Sentry enables vessels to benefit from a pioneering obstacle and collision avoidance that is further enhanced by non-fatigue optical algorithms.

cameras to detect and assess the level of risk of the floating objects around the vessel, including those that are not obvious when using conventional systems such as Radar or AIS.

Voyager AI fuses the machine vision’s target data with other track sources such as from Radar and AIS and then either recommends or manoeuvres the vessel taking in to account all navigation, shipping and ENC hazards.

n Integration of Robosys’ Voyager AI navigation software with SEA.AI’s Sentry enables vessels to benefit from pioneering obstacle and collision avoidance

The Robosys-SEA.AI’s systems integrate via software interfaces to provide early alerts to crews and remote operation hubs regarding objects on the surface of the water.

The integrated SEA.AI machine vision system analyses all the pixels coming from the set of thermal and low light

Whilst the machine vision system primarily enhances safety, situational awareness and surveillance for commercial vessels and motor yachts, Voyager AI itself also brings wider benefits such as improved fuel efficiency through smart path planning.

Installation of the integrated Robosys’ Voyager AI and SEA. AI’s system is now complete, with the first vessel due to start sea trials.

Pilot autonomous survey project claims success

A pilot project to carry out underwater survey and inspection services at a German offshore wind farm have been hailed a success.

Wind farm owner Power and marine technology firm Europe Subsea Services have just finished the project, which applied uncrewed surface vessels () and autonomous underwater vehicles () to inspect the Offshore Wind Farm in the German North Sea.

Europe Subsea Services’ Autonomous Surveyor was used to carry out multi-beam surveying and following deployment from a mother ship Service Operations Vessel (SOV),

the A.Ikanbilis, a hovering AUV, conducted scour and marine growth surveys.

“The so-called ‘mother ship concept’ was proven successful throughout the pilot, with

seamless integration of the various teams and equipment working aboard the Albert Betz SOV, resulting in a wider weather window for marine survey and underwater inspection operations, with launch and recovery up to Sea State 3 and data acquisition according to the specific requirements,” said Europe Subsea Services.

“Our goal is to utilise assets that are already in place within the offshore wind farm O&M framework to improve the availability of marine data and significantly reduce the cost of acquiring it,” said Soren Themann, Europe Subsea Services CEO.

Robosys and SEA.AI have combined their expertise to create a first of-its-kind machine vision-based

Source: Robosys

It is great to experience the first vessel now utilising this unique and essential solution, which will contribute to helping create safer seas and potentially save lives

FIRE DANGER LURKS IN SHIPYARDS AS WELL AS VESSELS

While there is no question that fire poses a huge threat to ships and boats at sea, the risks ashore are perhaps less known. As with any active construction site, there are multiple potential hazards

Studies by the International Association of Classification Societies (IACS) reveal that fire incidents occur more frequently in these environments than many realise, and in response the US Government Accountability Offshore (GAO) has also called on the US Navy to enhance its safety efforts.

The GAO produced a study in response to the more than $4 billion in estimated damages from ship fires during maintenance from May 2008 to December 2022, which included the loss of the USS Bonhomme Richard. Following this study, the GAO made three recommendations to the Navy to learn from these disasters, analyse the effects and set service-wide goals.

A complex environment

It is widely known within the ship building industry that ship maintenance is a major cause of fires. In 2012, a fire on USS Miami led to its premature decommissioning after repair costs soared to an estimated $700 million.

Then USS Oscar Austin caught fire during maintenance in 2018, delaying its return to fleet. In 2019, the commanding officer of the USS Fitzgerald criticised the Ingalls shipbuilding yard for more than 15 fire safety incidents as part of a monthly status report, where the lack of fire safety was described as ‘a major concern’ on the pathway that could lead to a ‘catastrophic fire event on board’.

The causes are often linked to the quantity of ‘hot work’ taking place around highly flammable material, such as welding, grinding and cutting of steel with torches, causing open flames and free-flying sparks.

Combustible materials are abundant in shipyards and on vessels, where fuel, lubricants, paints and solvents are all stored. Add to this the high level of cargo, wooden structures, building materials and litter, and the ability for fire to spread quickly increases.

There are more and more sophisticated electrical systems in place on ships and throughout shipyards, thus a growing fire risk. The overall nature and design of shipyards also lends itself to being difficult for fire detection, suppression and evacuation. There are many tight compartments and confined spaces and difficult areas to navigate around, and steep walls, ladders, uneven surfaces and proximity to open water.

Searching for solutions

Historically, fire safety within shipbuilding has been a problem with no real solutions.

Typically, a fire safety plan is put in place on shipbuilding sites with various preventative methods and risk assessments to understand where a fire could occur.

Manual fire watches are also in place to monitor operations and sound alerts alert in case of emergency, but this is a costly and physically demanding task that is also susceptible to human error.

In shipyards, the environments are also prone to loud noises and hazardous distractions, making alerts more difficult to get across.

Automated fire safety systems are used to trigger evacuation and fire suppressants through various sensors such as smoke detectors. But these systems are often outdated, with wires that can be accidentally cut by contractors and are often costly to install and maintain.

The complexities of a shipyard’s layout mean that wired systems are also limited where they can be used and may not be able to reach places that require monitoring.

A new horizon for fire safety

To effectively address the fire risks in shipyards and during shipbuilding, it is essential that the industry looks at new measures along with training and planning.

One of the ways this could be achieved is through wireless systems. By removing the need for permanent wiring, sites can be more effectively monitored with comprehensive coverage.

Temporary units can be placed across the vessel and its surroundings, and there is the potential to detect smoke, heat and flames in any corner.

These units are then able to send out alerts to instigate reaction and evacuation, keeping teams and sites safe.

Ramtech’s WES3 system is a good example of this and has been effectively used in shipyards to provide 24/7 peace of mind. Coupled with a notification system, such as Ramtech’s REACT, real-time alerts can be passed through the WES units to mobile devices whenever and wherever needed, prompting a rapid response and giving personnel eyes on the site even when absent.

As well as these systems, bolstering safety training and protocols must be made a priority to emphasize how fire can be prevented or controlled and adapted to each specific shipyard or vessel.

n Digital safety in shipyards

n Will Rutledge, business development manager with wireless equipment firm Ramtech

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ONE MILLION BARRELS OF OIL REMOVED FROM FSO SAFER

Disaster has been averted with the removal of more than a million barrels of oil from the decaying tanker FSO Safer, off the coast of Yemen

Boskalis subsidiary Smit Salvage carried out the ship-toship transfer, which began on July 25 after a coordinated operation by the United Nations.

Work began with the arrival of Boskalis multipurpose support vessel Ndeavour, from which a thorough inspection was carried out of the vessel and its cargo.

The UN then bought a Very Large Crude Carrier (VLCC), which was moored alongside with the help of two Smit Lamnalco tugs. Oil screens were installed on the bow and stern between the two tankers, oil transfer pipes were connected and hydraulic pumps employed to transfer the oil.

Thanks in part to the efforts of the Dutch Ministry of Ministry of Foreign Trade and Development Cooperation and over two years of preparations by Boskalis, we were

United Nations

“With our salvage activities, we have once again averted a potential environmental disaster of unprecedented proportions, said Boskalis CEO Peter Berdowski. “Thanks in part to the efforts of the Dutch Ministry of 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 successfully carrying out the work under very challenging conditions in the Red Sea.”

Smit Salvage is now going to spend about a week cleaning the tanks of the FSO Safer before she is taken to a scrapyard.

The Safer was built in 1976 as an oil tanker and converted in 1987 into a floating storage facility. She is single-hulled and contained around 1.14 million barrels of light crude oil. Because of the conflict in Yemen, she had not been maintained since 2015, and had decayed to the point where there was a risk she could explode or break apart, which would have disastrous environmental and humanitarian effects on the region.

EU €106m ocean and water restoration scheme

The EU is distributing €106 million across 18 projects to restore some of the continent’s oceans and waters.

The Directorate General for Maritime Affairs and Fisheries has published a list of the projects that will receive a share of the fund, from €1 million for some to just over €10 million at the top end.

They include restoring the Danube River basin, pollution controls in the Mediterranean, North and Baltic Seas, and coastal restoration projects from the Arctic to the Atlantic.

Wetlands, flood plains and salt marshes will be protected, marine litter and pollution will be cleared up and a number of ‘lighthouses’ set up to monitor progress.

The projects were selected following

a call for proposals launched in 2022 and will be managed by CINEA (European Climate, Infrastructure and Environment Executive Agency).

“These 18 new projects aim to protect and restore the health of our ocean and waters in

the areas of biodiversity, freshwater ecosystems, pollution, blue economy and decarbonisation,” said Margrethe Vestager, executive vice-president for a Europe Fit for the Digital Age under the EU. “More than 370 beneficiaries - SMEs, research institutions, local authorities, schools and businesses - are mobilised to bring solutions that can turn green challenges into innovation opportunities.”

“These new projects represent a further push towards achieving the objectives of the Mission, said Virginijus Sinkevičius, commissioner for Environment, Oceans and Fisheries, with the EU. “I am eagerly awaiting the tides of transformation these projects will bring, and invite all to join us on this journey to save the ocean and our rivers.”

n Disaster averted: FSO Safer is now empty of crude oil

able to successfully execute this complex operation on behalf of the

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HAS UK SHIPBUILDING BEEN GIVEN A BOOST?

Following a decline in shipbuilding over the past century, the UK government has launched a National Shipbuilding Strategy Refresh Plan to boost the industry. Law firm LA Marine looks at the UK Shipbuilding Credit Guarantee Scheme.

From the limited information released about the scheme, we know it will be available where the following main criteria are met (although it is likely that further criteria will be added as more detail is released): n the shipyard must be carrying on business in the UK n the lender must determine that the loan is acceptable n the finance arrangements and shipbuilding contract must be deemed acceptable.

The scheme provides a partial guarantee (up to 80%) to a lender making a loan in connection with the build of a new vessel or a refit, retrofit or repair of an existing vessel at a UK shipyard.

The scheme aims to boost the growth of the UK’s shipbuilding industry by facilitating payment to the shipyard as though it were a cash contract, enabling the buyer to access extended loan repayment terms and protecting the lender against non-payment of the guaranteed loan.

Behind the scheme: Nusrat Ghani

Whether it achieves growth will largely depend upon the finer details of the scheme and if lenders will buy into it. Whilst there has been a great deal of enthusiasm from shipyards and from vessel owners and operators, lenders are (understandably) awaiting further details of events that will trigger the lender’s right to recover its loan. The scheme will not remove all risk for the lender, who will still be concerned with the financial stability of the borrower and the shipyard, but it is widely hoped that it will be sufficient to give lenders an additional level of protection to encourage the provision of finance for builds/refits/repairs that, without the scheme, would not have been offered.

In a change to similar schemes that have previously been available only to non-domestic buyers or investors, this one will also benefit domestic buyers and exporters, which should encourage companies and individuals to invest in the UK’s industry.

We anticipate that vessel owners who are looking to undertake net-zero conversion to comply with the industry’s commitment to lowering emissions will make use of the scheme.

Minister of State for Industry in the Department for Business and Trade and the Cabinet Office Nusrat Ghani MP, who launched the scheme, told delegates at a seminar during London Shipping Week that the scheme was a shot in the arm for UK shipbuilding. “Shipbuilding is an integral part of the UK’s industrial identity and through this scheme we are backing our great maritime businesses to get ahead of the competition,” she said.

We do not yet know how much the scheme will cost, the UK government simply saying that the premium will be determined on a case-by-case basis. Applications will be processed through UK Export Finance, but it is unclear how long the process will take.

It’s an ambitious scheme, and only time will tell if the finer details are attractive enough for lenders to buy in as well as vessel owners and operators.

LA Marine is the specialist marine law team at Lester Aldridge LLP, offering expert legal advice to the shipping, logistics, superyacht & leisure marine sectors. Please contact our team with any queries you may have in relation to the issues discussed in this article.

n As a trusted partner of Maritime Journal, LA Marine offers members up to £200 worth of free legal advice. To take advantage of this offer, find out more at https://www. maritimejournal.com/membership-options

The scheme aims to boost the growth of the UK’s shipbuilding industry by facilitating payment to the shipyard as though it were a cash contract, enabling the buyer to access extended loan repayment terms and protecting the lender against non-payment of the guaranteed loan

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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).

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

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

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

DECK EQUIPMENT

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

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.

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

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

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

Unit 1 Fulwood Road South Fulwood Industrial Estate

NG17 2JZ United Kingdom

Tel: +44 1162 766262 www.sdproducts.co.uk

Our business is built around two core competencies: gathering accurate data and producing accurate solutions. We focus on the engineering and design of construction systems for complex, large structures, providing accurate parts for CNC cutting and comprehensive assembly instructions.

n Deri Jones & Associates Ltd Llwyngwyn, Forge, Machynlleth, SY20 8RR

Tel: +44 1654 702001 info@djaweb.co.uk www.djaweb.co.u

Chain Cables, Shackles, Swivels, Mooring Gear and Mooring Ropes. With more than 100 years of experience, Trillo Anclas y Cadenas is a leading company in the supply of anchoring for ships, floating artifacts & marine farms.

n Trillo Anclas y Cadenas SLU Parque Empresarial de Coiros, Parcela 10, 15316 Coiros (La Coruna)

Tel: +34 981 173478

Fax: +34 981 298705 info@rtrillo.com www.rtrillo.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.

n SABIK Marine Höylänlastu 2 A, Porvoo, FI-06150 Tel: +358-19-560 1100 sales@sabik-marine.com marine.sabik.com/

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 SDMT Marine Equipment

Costi, Vanatori, Galatai, 807325, Romania

Tel: +40 7267 07514 marketing@dmt-winches.com www.dmt-winches.com

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

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.

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/

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 SIBERCISA DECK MACHINERY Molinos 25, (Pontevedra), 36213-Vigo

Tel: +34 986 213 900 Fax: +34 986 202 779 ibercisa@ibercisa.es www.ibercisa.es

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

DIESEL ENGINES & SPARES

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

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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).

n Motorenrevisie Spaarnestad Nijverheidsweg 27G, Haarlem, 2031 CN Tel: +31 23 531 03 17 revisie@spaarnestad.nl www.spaarnestad.nl

We specialize in Cummins diesel engines and Cummins components and also the exclusive distributor of DI Industrial gearboxes.

n Diesel Engines Online BV

Augustapolder 11, 2992 SRBarendrecht, Netherlands

Tel: + 31 (0) 180 699273

Fax: +31 180699274 info@dieselenginesonline.com https://dieselenginesonline.com/

DIESEL ENGINES & SPARES

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.

n Hendy Power 22 Segensworth Roundabout, Brunel Way, Fareham, PO15 5SD Tel: + 44 1489 568165 mdean@hendy-power.com https://hendypower.co.uk/

DISTRESS SIGNALS & PYROTECHNICS

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.

n Dacon AS Durudveien 35, Haslum, Norway1344 Tel: +47 21 06 35 10 rescue@dacon.no www.dacon.no/

DIVING & MARINE CONTRACTORS

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

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

CHAINS CRANES DREDGING

North East based inshore diving Company established in 1993, working all over the UK. Based in South Shields on the River Tyne and with good access to the River Tyne, River Tees, Port of Sunderland and the Port of Blyth.

n Wapping Street, South Shields Tyne & Wear, NE33 1LQ, UK

John Fletcher & Ryan Wilkinson Tel: 0191 4552793 info@ sealaneinshore.co.uk www.sealaneinshore.co.uk

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

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 Spyderco 820 Syderco Way Golden, Colorado

Tel: +1 1303 279 8383

Fax: +1 1303 278 2229 www.spyderco.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

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

ELECTRICAL INSTALLATIONS & REPAIRS

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

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

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

ELECTRICAL PROPULSION SYSTEMS

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.

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

ELECTRONICS ENGINESOUTBOARD

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

FENDERS/

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).

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

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.

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

For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.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/

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

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/

Suzuki is a manufacturer of an automobiles, motorcycles, all-terrain vehicles (ATVs) and outboard marine engines for the global market. Suzuki’s innovative, industry-leading technology allows them to continue motors in terms of drivability, performance and reliability.

n Suzuki GB Plc Steinbeck Crescent, Snelshall West, Milton Keynes, Buckinghamshire, MK4 4AE Tel: +44 1243 388940 suzuki@mindworks.co.uk www.marine.suzuki.co.uk

EXHAUST SYSTEMS

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

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

FENDERS/ FENDERING

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

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

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/

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

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

At Brimmond Group we specialise in mechanical, hydraulic or electrical solutions. Our highly qualified engineers can design, manufacture, service and repair a vast range of equipment to meet any client’s needs.

n Brimmond Group

Tofthill Avenue, Midmill Business Park, Kintore, Aberdeenshire, AB51 0QP

Tel: +44 1467 633 805 www.brimmond-group.com

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

Product range fully certified: Self certification in permanent connections as machinery part.EN 362 certified product range in PPE industrial safety – connectors. Over 200 items available, made in France.

n Péguet & Cie Maillon Rapide, 12 rue des Buchillons, B.P.205, Annemasse, F-74105

Tel: +33 450 95 58 23

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

Hypro Marine, leading designer and manufacturer of power-assisted steering systems. Specialists in finding unique solutions, we are able to offer a bespoke design and manufacturing service for Integrated Hydraulic Control of single or multifunction hydraulic operations for series-produced power craft.

n Hypro Marine

Mount Pleasant Lane, Lymington, Hampshire, SO41 8LS

Tel: +44 1590 681445 info@hypromarine.co.uk www.hypromarine.com

KNIGHT H D

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

Fax: +44 1278 780541 info@jobird.co.uk www.jobird.co.uk Hubel Marine is a Netherlands based firm. Its focus lies on the full range of advice: Registration of Vessels, Corporation Services, Crew Endorsements and Classification Surveys.

n Hubel Marine B.V.

P.O.Box 3219, Rotterdam, 3033 AE

Tel: +31 10 458 7338

Fax: +31 10 458 7662 info@hubelmarine.com www.hubelmarine.com

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

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/

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

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/

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

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

MODULAR PONTOON SYSTEMS

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/

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/

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

PR, MEDIA & ADVERTISING AGENCIES

PILOT BOATS

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

PROCESS PIPE CLEANING

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.

n Nivalis

Head Office: Burcott Road, Avonmouth Industrial Estate, Avonmouth, BS11 8AP, UK Tel: 44 (0) 117 462 2090 www.nivalis-tech.com

PROPULSION SYSTEMS

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/

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.

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

One of the uk’s leading spill solutions specialists. We stock and supply ABSORBENTS, SPILLKITS, OIL SKIMMERS, OIL BOOMS and PORTBINS and provide a Total waste management service that includes spill clean up. We aim to make the environment a better place.

n 308 Woodside Way Springvale ind. Est., Cwmbran NP44 5BR, United Kingdom Tel: +44077860717461 sales@zwannyltd.com www.zwannyltd.com/

25 years’ experience specializing in Commercial Marine. Media buying, strategic PR campaign planning and implementation, press releases compilation and distribution, newsletters, company brochures and clients’ magazines and social media management.

n Sue Stevens Media Ltd

7 Foxhills, Ashurst, SO40 7ED Tel: +44 2380 292992 suestevens@suestevensmedia.co.uk www.suestevensmedia.co.uk

POWER & PROPULSION

HamiltonJet waterjets provide highly efficient propulsion for high speed vessels operating in the world’s most demanding marine environments.

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

LIFE SAVING EQUIPMENT

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/

For more than 30 years, Marine Jet Power (MJP) has been redefining the waterjet market with innovation and unsurpassed quality. Engineered and built in Sweden, MJP’s proven stainless steel, mixedflow waterjets are used in many diverse applications, from fast military craft and passenger vessels to workboats worldwide.

n Marine Jet Power AB Hansellisgatan 6, Uppsala, SE-754 50 Tel: +46 10 164 10 00 sales@marinejetpower.com www.marinejetpower.com

PROPULSION SYSTEMS

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

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

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

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

PROPELLERS & STERN GEAR

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

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.

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

PRODUCTS

Markus Lifenet Ltd. is specialised in development and manufacture of a man overboard recovery products, made for all types of boats, ships, offshore installations, quay areas and similar land based water sides. We also provide crew training program and onboard inspection guidelines.

n Markus Lifenet Ltd. Hvaleyrarbraut 27, IS-220 Hafnarfjörður, Iceland

Tel: +354 864 3559 Sales@markusnet.com www.markusnet.com

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.

n Lockinex Works

Hammonds Drive, Eastbourne East Sussex BN23 6PW Tel: 01323 737626 sales@lockinex.com

www.lockinex-store.com

MAXSURF provides naval architects, surveyors, offshore engineers and shipbuilders with a complete range of software tools for all phases of the vessel design, analysis and construction process.

n Island computers

Nursling Industrial Estate, Majestic Rd, 41 Horsebridge Hill, Isle Of Wight, PO30 5TJ, United Kingdom Tel: +44 1983 827100 info@maxsurf.net www.maxsurf.net

For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com

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.

n Subsalve USA

P.O Box 2030, North Kingstown, Ri 02852

Tel: +1 401 88408801

Fax: +1 401 884 8868 Richard@subsalve.com www.subsalve.com

SEATING & CHAIRS

Marine seating of the highest performance and quality. Full suspensions optimised for arduous marine environments, high shock mitigation performance, comfort, ergonomic design and DNV-GL Type approval.

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

Lloyd’s Maritime Academy is the world’s largest provider of professional development courses and academic education qualifications for the maritime industry

n Lloyds Maritime Academy

KNect House, 30-32 Mortimer Street, London, W1W 7RE Tel: +44 2070 174483 learning@knect365.com

www.lloydsmaritimeacademy.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

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.

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

STABILISERS

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.

n HUMPHREE

Grimboasen 16, Gothenburg, 417 49 Tel: +46 31 744 3577 Fax: +46 31 744 3573 humphree@humphree.com www.humphree.com

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

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 H Henriksen Trleborgveien 15, Tnsberg, 3101 Tel: +47 33 37 8400 Fax: +47 33 37 8430 hooks@hhenriksen.com www.hhenriksen.com

SUBSEA EQUIPMENT

Oceanscan Limited and group companies supply highly advanced subsea and NDT equipment as well industries such as oil and gas, defence and renewables.

n Oceanscan Group Denmore Road Bridge of Don AB23 8JW United Kingdom

Tel: +44 (0)1224 707000 sales@oceanscan.co.uk www.oceanscan.net

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

INDUSTRY DATABASE

INDUSTRY DATABASE

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.

n LK Valves and Controls Ltd

Unit 4 Arbour Place, Arbour Lane, Knowsley Industrial Park, Liverpool, L33 7XG

VESSEL BUILD & REPAIR

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

For more information visit: seawork.com

contact: +44 1329 825335 or email: info@seawork.com

Tel: +44 151 548 3300

Fax: +44 151 548 3311

sales@lkvalvesandcontrols.co.uk www.lkvalvesandcontrols.co.uk

Fax: +44 1261 833835 info@macduffshipdesign.com www.macduffshipdesign.com

VESSEL BUILD & REPAIR

The Trafalgar Group is a young, dynamic group of businesses operating in the leisure boating, commercial shipyard and property sectors, based at the top of Portsmouth Harbour.

n Trafalgar Shipyard Trafalgar Wharf, Hamilton Road, Portsmouth, PO6 4PX Tel: +44 23 9238 7833 info@thetrafalgargroup.co.uk www.thetrafalgargroup.co.uk/

A family owned company with over 45 years of experience in the service of: Chartering tugs / workboats/launches for Inland and Sea-going towage, Assistance and Supply services to provide services for dredging, construction and offshore companies, 24/7.

n CVan Wijngaarden Marine Services BV

Buitenweistraat 15, 3372 BC Hardinxveld-Giessendam Tel: +31 184 490 244 info@wijngaarden.com www.wijngaarden.com

TUGS, TOWAGE & SALVAGE

Specialist shipbrokers handling the sale & purchase and chartering of Tugs, Jack-ups, barges, Split hoppers, Dredgers and various Workboats etc. Our services also include Towage, heavy lift transport and Valuations.

n DSB Offshore Ltd

Riverbank House, 1 Putney Bridge Road, London, SW6 3JD Tel: +44 2073 842882 brokers@dsboffshore.com www.dsboffshore.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.

n ASL GRP Leigh House, Main Road, Rookley, Isle of Wight, PO38 3NL Tel: +44 1983 400730 sales@aslgrp.com www.aslgrp.com

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/

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

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

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.

VESSEL SALE & CHARTER

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.

Herman Senior b.v. is a familyowned company based in Barendrecht, The Netherlands. Although the company was founded in 1992, the roots of the company go back all the way to 1976. With our versatile fleet of Multicats and Shoalbusters, Herman Senior offers a wide range of marine services to our customers on a worldwide basis.

n Herman Sr bv

Ebweg 56, Barendrecht, 2991LT Tel: +31 78 619 25 07 info@hermansr.com www.hermansr.com

Tel: +31 7868 49990

Fax:+31 7868 13590 Edgar@BREbv.com www.brebv.com

&

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

n Safehaven Marine Ashgrove, Cobh, Ireland Tel: +353 86 8054582 www.safehavenmarine.com TUGS, TOWAGE & SALVAGE

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

WINCHES

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

WINCHES

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.

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

WINDOW WIPERS

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

WORKBOAT BUILDERS

DM acquired the assets of equipment of South Boats IOW and trade from Cowes, IOW specialising in the design, construction, refit, repair and maintenance of workboats, military and patrol craft, lifeboats, pilot boats, fishing boats, commercial and pleasure craft.

n Diverse Marine Medina Ship Yard, Pelham Road, Cowes, Isle of Wight Tel: +44 1983 300656 info@diversemarine.co.uk www.diversemarine.co.uk

WORKBOATS

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

Lemans Nederland bv is a company situated in the southwest of The Netherlands. We are specialised in hoist, lift, push and towing equipment. As well as deck, dock and quay equipment.

n Lemans Nederland BV PO Box 527, Bergen op Zoom, NL 4600 AM

Tel: +31 164 680 097

Fax: +31 164 681 971 info@lemans-nederland.eu www.lemans-nederland.nl/

WIRELESS CONNECTIVITY

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

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

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

MELCAL designs and manufactures advanced deck handling solutions and provides professional life cycle services for the marine and offshore industry. MELCAL offers expert consultation, reliability and performance to shipyards, ship designers & ship owners worldwide.

n Zona Industriale c/da Fegotto

S.P. 11 Km 0,6, Calatafimi Segesta (TP) 91013, Italy

Federica Calandrino Tel: +39 0924 506974 www.melcal.com/

WORKBOAT BUILDERS

Safe, reliable and designed for work aluminium boats: bespoke patrols, SAR boats and passenger catamarans.

n Aister

C/Baixada do Cocho, nº 228, A Guia – M, Meira – 3, MOAÑA, 6955

Tel: +34 986 240 294

Fax: +34 986 240 157 i.defrancisco@aister.es www.aister.com/en

Southampton Marine Services specialise in ship building, ship repairs and steel fabrication across all aspects of the marine industry.

n SMS Group Ltd Unit 1 Ocean Quay, Belvidere Road, Southampton, Hants, SO14 5QY Tel: +44 2380 141010 info@sms-marine.co.uk www.sms-marine.co.uk

WORKBOATSALUMINIUM

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

Now in our 25th year of production, Cheetah Marine continues to lead Europe in the specialist design and construction of power commercial catamarans.

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

WORKBOATS

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/

For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com

Seawork celebrates its 25th anniversary in 2024!

The 25th edition of Europe’s largest commercial marine and workboat exhibition, is a proven platform to build business networks.

Seawork delivers an international audience of visitors supported by our trusted partners.

Seawork is the meeting place for the commercial marine and workboat sector.

For more information visit: seawork.com contact: +44 1329 825 335 or email: info@seawork.com

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

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f +44 1329 550192

Head of Media Sales: Louise Clarke lclarke@mercatormedia.com

Commercial Marine Team Leader Lizzie Monk lmonk@mercatormedia.com

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

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12,000m2 of undercover halls feature 400 exhibitors with over 70 vessels, floating plant and equipment on the quayside and pontoons.

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.

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.

Subscriptions subscriptions@mercatormedia.com Register and subscribe at www.maritmejournal.com

For Memberships and Corporate/multi-user subscriptions: corporatesubs@mercatormedia.com 1 year’s membership including 12 full digital magazines from £199

NEXT MONTH

The October 2023 issue will feature: Power & Propulsion; Deck Equipment & Lifting Gear; Vessel Repair & Maintenance; Dredging & Flood Defence; Navigation & Communication; Security; Port, Harbour & Marine Construction; Diving & Underwater Services; Autonomous Vessels & Technology; Pollution Control; Monitoring & Control; Safety & Training; Insurance, Legal & Finance Europort – 7-10 November, Rotterdam

©Mercator Media Ltd 2023

ISSN 0957-7009 (print)

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

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